CliMAFlux - Horizon Europe Project

We are proud to inform you that one of the participants in our project - Università degli Studi di Firenze, and in particular Maurizio Guadagno took part in the 53rd Conference on Engineering Mechanical Design and Stress Analysis (AIAS 2024), Naples, Italy and presented the work:?Development of procedures for disassembly of industrial products in Python environment. This research is closely related to the aims and topics covered in our project. We are very pleased that the project participants are scientifically active and participate in various events and wish you all success in your future endeavors! #CliMAFlux #unifi #horizoneurope

The next interviewee of our monthly column is UNIVERSITà DEGLI STUDI DI FIRENZE (UNIFI)! 1) What is the main R&D profile of your Organisation and what technologies and innovations will you apply in this project? We are a Department of Industrial Engineering and our working group is focused on the assessment of Life Cycle Impact of products, processes, and energies. The research group has a crucial role in the project, as it is responsible for determining the effectiveness of the proposed solutions regarding the balance between performance, cost and life cycle sustainability. The group will conduct LCA and LCC studies to assess the sustainability of the proposed solutions. UNIFI will identify the most significant factors and provide feedback to improve the methodologies through constant communication with other partners. 2) How will the CliMAFlux project contribute to sustainable mobility technologies in the EU? The group will support the definition of more sustainable versions of the new proposed axial flux electric motor giving guidelines regarding the manufacturing, use and end of life phases. The approach provides an "holistic" overview and will aggregate data coming from different sources, design tools and CAE results. Also,?CliMAFlux will improve the knowledge about correct management of Critical Raw Materials, such as rare-earths needed for Permanent Magnet alloys. 3) What is your past experience of co-operation with partners - other participants of this CliMAFlux project? We started a joint Horizon Europe research project - named HARMONY - and still are collaborating with TRAXIAL for the adoption of recyclable and recycled PM solutions for various types of electric machines. Most partners are new to us - but we feel home due to the common ambition to reduce impact reduction for mobility technologies! 4) What are your future plans for participating in the European projects and developing innovations related to the?CliMAFlux?topics? CLIMAFLUX is fundamental for us since it provides a very deep insight into Electric Vehicle powertrain technologies, comprehending motor design and overall vehicle optimization. It is a strong opportunity to acquire new know-how and its results will be fundamental for our new projects, our culture and - of course - to provide up-to-date knowledge to our engineering students! We thank Lorenzo Berzi for participating in the interview ?? #CliMAFlux #electricmotor #axialfluxmotor #horizoneurope #unifi

Prof. Peter Sergeant from Ghent University, who started the research on axial flux machines in 2009, has won the 10th edition of the Nagamori Awards for his research activities on the design of sustainable axial and radial flux synchronous electric machines. Congratulations, Peter Sergeant!

Dear followers, we are happy to inform you that we launch a column with interviews of CliMAFlux project participants. Our partners present themselves, their plans and ambitions! Today we start with our dear colleagues from the Ghent University! 1) What is the main R&D profile of your organisation and what technologies and innovations will you apply in this project? From Ghent University, the Department of Electromechanical, Systems and Metal Engineering (EMSME) is involved with Prof. Hendrik Vansompel as Scientific Chair of the CliMAFlux project. We work on on electric motor design and related material research. Axial flux PM machines were first studied at UGent in 2009. The initial research was more fundamental, but still led to two prototypes. With the third prototype, built around 2015, a TRL level of 5 was achieved. A fourth prototype, build around 2020, demonstrated how a modular power electronic converter could be integrated into the axial flux motor. 2) How will the CliMAFlux project contribute to sustainable mobility technologies in the EU? In the CliMAFlux project, we aim to improve the sustainability of axial flux motors. Firstly, the permanent magnets will be partially replaced by electrical excitation. The advantage is that fewer rare earth materials are needed, and moreover, the magnetic flux of this motor can be regulated via the excitation current, which has a positive impact during high-speed and partial load driving. The second sustainability goal is to replace enameled copper wire with aluminum-based winding, preferably with an inorganic (aluminum oxide) insulator. The use of anodized aluminum winding is a significant step towards circularity. 3) What is your past experience of co-operation with partners - other participants of this CliMAFlux project? In 2015, Ghent University, together with the founder of Magnax (Traxial), built the fully functional third prototype. While Traxial focuses solely on the main traction unit, Ghent University will investigate in the CliMAFlux project whether axial flux motor technology also has benefits for auxiliaries. Specifically, in the CliMAFlux project, we are working with Tenneco to explore the application of axial flux motor technology as an actuator in active suspension. 4) What are your future plans for participating in the European projects and developing innovations related to the CliMAFlux topics? The integration of the power electronic converter in the fourth-generation axial flux motors was a first step towards integrated electric drives. In the future, we want to integrate not only hardware but also multiple functionalities. Examples include reusing the motor winding in the on-board charger (HighScape project) or using the inverter-motor combination as an interleaved DC-DC converter to ensure compatibility of upcoming 1200V battery systems with existing charging infrastructure at 400 or 800V (Gen1200 project). #CliMAFlux #electricmotor #axialfluxmotor #horizoneurope

Latest Research Shows Lithium Metal Batteries Can Be 'Revived' Individually, each battery cell is small and seemingly insignificant. However, when hundreds of these cells are connected in series and parallel, they comprise the principal component of an electric car's powertrain. That's why finding a cell chemistry that maximizes energy density and?longevity?is essential for powering the EVs of tomorrow. One possible next-gen chemistry is?lithium metal?due to its highly energy-dense characteristics. Stanford's Precourt Institute for Energy has recently discovered that lithium metal batteries also exhibit a fascinating characteristic: lost capacity due to degradation can be recovered. Lithium metal batteries are similar to the lithium-ion batteries powering the smartphones and EVs of today, though there is a notable distinction. In lithium-ion batteries, the cathode is made of porous lithium-oxide, and the anode is composed of graphite. Lithium metal batteries keep the lithium-oxide cathode but replace the graphite anode with one made of electroplated lithium. Using the electroplated lithium anode significantly increases the charge-storage capacity and has the potential to double an EV's range— "600 miles per charge versus 300 miles, for example..." But there's a catch: lithium metal batteries degrade in capacity much more rapidly than lithium-ion batteries. As the battery undergoes charge cycles, bits of the electroplated lithium metal can become detached from the anode. Simultaneously, a solid electrolyte interface (SEI) matrix forms as the cell discharges. The SEI matrix forms where the lithium metal anode and electrolyte meet. The electrolyte, which can be liquid or solid-state in lithium metal batteries, houses the separator, which prevents the cathode and anode from coming into contact with each other but allows electrons to flow through.? When the lithium metal becomes detached, it can become trapped by the newly-formed SEI matrix, becoming a dendrite. When trapped, it no longer contributes to battery charge cycles. In this case, the dendritic lithium is considered "dead," and the cell's charge capacity will diminish; in other words, the battery degrades.?Battery degradation?has been typically viewed as irreversible.? ? Stanford's research reveals that degraded capacity in a lithium metal battery cell can be restored. When the discharged cell was left sitting for a period of several hours, the SEI matrix would begin to dissolve into the electrolyte, freeing the trapped lithium. Then, as the battery is charged, the lithium can become reattached and once again contribute to the battery charge capacity. According to the research in?Nature, the result was 98.2 % coloumbic efficiency in "revived" cells versus 96.9 % in control cells. This means the "revived" cells held more energy than the control group. #CliMAFlux #axialflux #innovation #powertrains #electricvehicle Full text: https://lnkd.in/gJ89yh3n

What is important to know about software-defined vehicles Major moves toward transforming cars into computers on wheels are being made this year, but true SDVs are at least 3 years from reaching customers. Automakers are set to reap the benefits of software-defined vehicles (SDVs) as they start to gain traction, enabling them to capitalize on recurring revenue streams and other key advantages.? In 2024, SDVs will start to deliver on their potential, experts say. "This year we are seeing the benefits of an SDV for the first time," Accenture analyst Christof Horn told Automotive News Europe. "This is proof that going from vertical processes to something that is more open, more flexible, more like a platform is working."? The industry will start to see which of the newcomers will be able to truly "deliver," said Horn, who heads the consultancy's "Industry X" unit that specializes in software-defined products. Consolidation is an emphasis as automakers demonstrate whether they have the necessary skills or they underestimated the challenges that come with building something with the capabilities of smartphone but the robustness and durability of a car.??? A key advantage of SDVs is that they should retain their value as their software is continually updated to keep pace with evolving customer demands. For example, Stellantis aims to generate about €20 billion in revenue from software-based products and subscriptions by 2030. How to be a success with SDVs Currently, automakers are at different stages of their SDV journeys, with most automakers at the midpoint and others just starting. While the next generation of SDVs won't be fully software-defined, Horn expects the industry to see "a lot of vehicles in the next three to five years with new architectures that are very flexible, which will bring new features at a high frequency." For this to happen, "being a smart integrator with a clear vision is crucial." To win with SDVs, automakers first need to abandon their template for past success, despite any initial reluctance. "If you have been successful for 40 to 50 years following a particular path, you tend to stick to that," Horn said. Automakers will also need to move away from the typical automaker-supplier relationship and instead embrace a more open and flexible approach, involving multiple partnerships as there will no longer be a need to have everything vertically integrated in-house.? Moreover, Horn said that board level executives will need to adapt their mindsets and embrace new skillsets. "The old way of doing something once and having it around for three to five years is being replaced by a model that requires continuous improvement," he said. And that doesn't necessarily mean that the best software expert will be the head of every company. Full text of the article:?https://lnkd.in/eC_A-f_4 #CliMAFlux #axialflux #innovation #powertrains #electricvehicle

We are pleased to inform you that the first General Assembly of the consortium took place at the end of June in Belgium at the industrial partner TENNECO. All project partners participated and provided updates and first results on the completed tasks of the CliMAFlux project requirements. Two days of working sessions were held with multimedia presentations and talks by speakers from each beneficiary. Many emerged topics relevant to the project were addressed and discussed, which helped to better understand and strengthen the development vector of the project. The possibility of inviting new participants was also raised (we look forward to announcing this for you). The colleagues from TENNECO organized a great ambiance with comfortable meeting rooms as well as an informative tour for the project participants. We sincerely thank all participants of the first consortium meeting for their presence, their work and the good atmosphere created by the joint efforts. Special thanks go to the organizers of the meeting - members of the TENNECO team - for their hospitality and professionalism. We are here for you and are open to any questions! TRAXIAL University Ghent BLUWAYS Technische Universit?t Ilmenau STARD Università degli Studi di Firenze TENNECO AUTOMOTIVE EUROPE TENNECO INNOVACION SL Politecnico di Torino #axialflux #powertrains #electricvehicle

What Happens To The Climate If Automakers Slow Down Their Electric Vehicle Goals? As some automakers struggle with the transition to EVs, it likely means more bad news for carbon emissions. There’s no direct line to draw between the demise of a specific ice shelf in Antarctica and whether or not the majority of Americans and Europeans choose to buy electric vehicles—science doesn’t quite work that way. But there’s no denying that phasing out gas-powered cars is going to be a crucial part of keeping us all from getting totally cooked.? Some of the U.S.’s and Europe's most powerful car companies have a surprisingly large impact on global emissions—but if recent headlines are any indication, they’re having a lot of unexpected trouble transitioning to the all-electric futures they’ve committed to. If these automakers back out of their EV commitments, what would happen to the planet?? The world has warmed 1.1 degrees Celsius—2 degrees Fahrenheit—since we started aggressively burning fossil fuels during the Industrial Revolution. Scientists agree that letting that warming get much higher than where we are currently could incur the kinds of potential futures you’ve probably seen in catastrophic headlines: runaway sea level rise, collapsing glaciers, and (literally) killer heat. The Paris Agreement, which nearly every country agreed to in 2015, aims to avoid those dire futures by setting some hard limits for emissions. The Agreement dictates that we need to keep the world from warming 1.5 degrees Celsius above pre-industrial levels by the end of the century in a best-case scenario, and keep warming under 2 degrees Celsius if we can’t make that more aggressive target happen. (Spoiler alert: we’re going to be lucky if we keep under 2 degrees, with the way things are going.)? Every business pledge to reach “net zero” or promise to become more “sustainable”—including carmakers’ EV plans—are based around calculations involving these two numbers. Those numbers, and the tightening regulations around them, are why a number of automakers have committed to going all-electric by some future date: General Motors by 2035, Mercedes-Benz by 2030 in most of its major markets, Volkswagen by the 2030s and so on. Other car companies have pledged a mix of hybrids or hydrogen vehicles as they race to cut emissions too. Full article: https://lnkd.in/ernip5PC

The website of the CliMAFlux project is launched: <https://climaflux.eu/> On the site you will find detailed information about the project results, the consortium and news. #electricvehicle #electricmotor #axialfluxmotor #horizoneurope CINEA - European Climate, Infrastructure and Environment Executive Agency 2Zero