Powertrain International 2023-4

Powertrain
INTERNATIONAL
Echoes from
TAIWAN
Chronicles from Taipei, the city with an electric heart -
E-trucks: Iveco and Nikola take different paths & ACT
Expo - ConExpo: Danfoss, Deere, Kubota, Parker, Volvo
VADO E TORNO EDIZIONI
www.vadoetorno.com
www.powertraininternationalweb.com
www.dieseloftheyear.com
ISSN 0042
Press Register n. 4596 – April 20th 1994
Poste Italiane Inc. – Mail subscription
D.L. 353/2003 (mod. in L. 27/02/2004 n° 46)
Art. 1, subsection 1, LO/MI
POWERTRAIN-Diesel SUPPLEMENT
July 2023
1

JULY 2023
powertraininternationalweb.com
CONTENTS
GENERIC
ICE
H2 HYDROGEN
kWe ELECTRIC
GAS
18
DIESEL OF THE YEAR
06. SCANIA NEXT GENERATION DC13
The Diesel of the Year 2023 in the TV studios
AUTOMOTIVE
12. ALTERNATIVE TRUCKS
IVECO&Nikola, Hyundai, Tesla, Toyota&VDL
14. TAIPEI AMPA AND E-MOBILITY
In the land of semiconductors and microchips
18. ACT EXPO LOS ANGELES
Electric trucks as seen from California
FOLLOW POWERTRAIN INTERNATIONAL ON:
HYDROGEN
22. FIRE RISKS
The different risk of alternative fuel buses
32
34
CONEXPO LAS VEGAS
24. DANFOSS EDITRON
With Ryan Rizor, American Sales Leader
28. PARKER
Our speakers are Steve Duricky and Per Nilsson
32. KUBOTA. PART 2
Focus on hydrogen and hybridization
34. JOHN DEERE POWER SYSTEMS
The JD4 and the Kreisel’s electric support
36. VOLVO PENTA
Gradall’s electric excavator and the American market
SAMOTER VERONA
38. ELECTRIFICATION
Bobcat, Develon, Faresin, Kato, Komatsu, Merlo
SYSTEM INTEGRATORS
40. FÉTIS GROUP
Their view on decarbonisation
COLUMNS
4. Editorial 8. Newsroom 44. Components 44. Marine
48. Sustainable Techno
Editorial: Decouple what?
On May 21 th U.S. President Joe Biden said: “We’re
not looking to decouple, we’re looking to de-risk
and diversify our relationship with China”
3

EDITORIAL
by Fabio Butturi
DECOUPLE WHAT? DE-RISK & DIVERSIFY!
POWER TO
MAXIMIZE
PRODUCTIVITY
More power with less complexity and less weight. The Cummins
B6.7 engine delivers the productivity you need to keep your
equipment running. The power increases up to 326 hp / 243 kW
and peak torque up to 1014 lb-ft / 1375 Nm, enabling
replacement of engines with higher displacement
with no impact on productivity.
D
on’t mention the word “decoupling” during a gala
fundraiser or an official meeting at the embassy, unless
your name is Kate Wyler, like the out-of-thebox
ambassador in the successful Netflix series,
“The Diplomat”. During the G7, held in Hiroshima, Japan,
quoting Reuters, on May 21 st U.S. President Joe Biden said:
“We’re not looking to decouple from China. We’re looking to
de-risk and diversify our relationship with China,” Biden
told a press conference after a three-day summit with G7
leaders. He said G7 nations were more unified than ever in
terms of “resisting economic coercion together and countering
harmful practices that hurt our workers.” On the table
is what is known as a hot topic, which you will also find
frequently on these pages: the dependence of the electrified
western economy on China’s monopoly of cells, batteries,
semiconductors, lithium and rare earth metals. As a didactic
example of what this might mean, Fortune reported the
words of David Dollar, senior fellow in foreign policy at the
Brookings Institution (in the upper photo, US Navy Admiral
Michael Glenn Mullen at the Brookings). “Can we have this
tech war and still have a very robust trading relationship in
everything else? My instinct is ‘Yes, it’s based on economic
efficiency, it’s what companies want, it enables them to deliver
goods and services to consumers’.” The kind of “draconian
decoupling” that some in Washington are advocating
would have “a big negative effect on US living standards,”
he said. “I just don’t think US policy is going to go down that
road, whatever the rhetoric.” POWERTRAIN magazine is
a platform based on technology and market dynamics, not
on politics. We will therefore provide you with examples,
somewhat related, in order to give you the tools to judge
for on your own. According to a TI Fluid Systems official,
the company is well prepared to support its North American
customers with Inflation Reduction Act compliance. Owing
to its 26 facilities in North America and commitment to local
supply as part of its Environmental, Social and Governance
initiatives, TI Fluid Systems believes it is uniquely placed
to deliver thermal management and fluid handling solutions
for battery electric vehicles that contribute to North American
OEM customers’ opportunity to comply with the IRA.
TI Fluid Systems is currently manufacturing fluid handling
products for battery cooling for multiple major North American
and Global OEM customers. In March 2023, the company
further underscored its commitment to this market,
announcing a significant investment to build its next e-Mobility
Innovation Centre (eMIC) in Auburn Hills, Michigan.
4
©2023 Cummins Inc.

DIESEL OF THE YEAR
#SCANIA #13LITERS #EFFICIENCY #ICE
SCANIA NEXT GENERATION DC13
CHRONICLES
OF AN AWARD
CEREMONY
The Next Generation DC13 by
Scania Power Solutions celebrated
its victory in the spotlight.
The TV studio is based in
Milan like the publishing house that
awards the prize. This was received
by Johan Thell, Sales and Marketing
Area Manager at Power Solutions,
who expressed his gratitude
for the award given “to our 13-litre
Next Generation engine, developed
and engineered for fuel efficiency, reliability
and present and future performance.
These have been the main
factors throughout the development
process and, as you can see, this is a
truly exceptional engine, with many
industrial applications, which represents
a step forward towards sustainability
in the off-highway sector. This
victory reinforces our customers’
“Fuel efficiency,
reliability and
present and future
performance.
These were the main
factors throughout the
development process
of the 13-litre engine
which was awarded
Diesel of the Year
2023,” said Johan
Thell. The Scania
Power Solutions
Sales and Marketing
Manager withdrew
the 2023 prize.
confidence and, on behalf of my colleagues
at Scania, I sincerely thank
you for this award.”
When asked about the feedback received
on the Super, the truck engine
from which the Next Generation
DC13 derives, and about the expectations
for its industrial applications,
Thell commented as follows. “The
Scania Super won the Green Truck
Award 2022, a testament to the value
offered by Scania. As for the first
platform feedback on the Next Generation
DC13, our customers were
impressed by its performance. This
engine is based on the same platform
as our trucks, but has been specially
designed and developed for industrial
and power generation applications.
The main difference between
the truck engine and the industrial
engine is power and torque, without
compromising fuel efficiency. On
our industrial engines we have used
high performance turbochargers to
achieve maximum transient response
and, in industrial applications, the
requirements on our engines are high
both in terms of performance and reliability”.
Then, Paolo Carri, Power Solutions
Director of Scania Italy, took the
stage of the TV studios.
Bruno Generators, Perlini, Cometto.
These are some of the Italian
OEMs who have chosen Scania.
The Diesel of the Year 2023 has
all it takes to find space in the engine
compartments of many applications.
Can the Next Generation
DC13 allow Scania to top the success
it has achieved as a premium
truck brand in the industrial arena?
“First of all, let me tell you how happy
I am that this important prize has
been awarded in Italy” is Carri’s preamble.
“It is of course the acknowledgment
of a Scania engineering
masterpiece, but it also demonstrates
the relevance we have in the industrial
market of our country. To answer
your question, I believe that where
performance matters, the Next Generation
DC13 can be used to achieve
best-in-class power density and unprecedented
maximum torque of over
3,000 Nm for this engine class, which
is impressive even at low regimes.
All of this can be achieved without
changing the installation, as overall
dimensions and mounting brackets
are unvaried and customer interfaces
are kept in similar locations. Just
think of how some machines, such as
railway applications and dumpers,
could benefit from an 11% increase
in maximum power to 450 kW and a
21% increase in maximum torque at
over 3,000 Nm. This translates into
greater productivity and improvement
in fuel consumption, a key
factor for all machines intended for
work, which can be improved by up
to 7%. This is also beneficial for the
rental business of generating sets,
which for us is a strategic market in
Italy, as the increase in fuel economy
goes in the right direction with
regards to sustainability. In addition
to this record efficiency level, all of
these engines can run at up to 100%
HVO”.
6
7

NEWSROOM
#SCANIA #ABB #VM #CUMMINS #IMIENGINEERING
ABB AND SCANIA
IT IS A
VIRTUOUS
CIRCLE
ABB and Scania
cooperated in the
installation and testing
of a pilot MegaWatt
charging system
There is a lot of discussion about
it, heavy duty, especially in long
haulage, is the prerogative of hydrogen,
rather than electric. Yet
many are working to make energy storage
and charging timing more efficient.
The collaboration between Scania
and ABB E-mobility has resulted in
the successful installation and testing
of a pilot megawatt charging system,
which marks an important milestone in
the development of efficient, high-power
charging solutions for heavy-duty vehicles.
This technology aims to reduce
the charging time for these vehicles by
half. The initial testing phase was conducted
to demonstrate the technical
feasibility of high-current charging and
represents a crucial step towards the future
implementation of the Mega Charging
System (MCS) from ABB E-mobility.
The MCS will progressively deploy
high-power chargers, starting from 1500
Ampere (A) and eventually scaling up to
the full scope of up to 3000A. The MCS
charging standard, developed in collaboration
with CharIN, is expected to be
finalized in 2024. For Scania’s long haul
electric trucks, the MCS technology is
particularly critical due to regulatory
constraints on driving and resting times.
According to regulations, the driver can
operate the vehicle for a maximum of
4.5 hours before taking a mandatory
45-minute break. During this break, the
truck needs to recharge with enough
power to sustain another 4.5 hours of
operation. Given the size of the truck’s
batteries, fast and high-power charging
is essential to meet these requirements.
Overall, the collaboration between
Scania, ABB E-mobility, and CharIN
aims to advance the development and
deployment of high-power charging
solutions for heavy-duty electric vehicles,
facilitating the adoption of electric
trucks in the long-haul transportation
sector. Starting from this year, Scania
will be able to provide trucks equipped
with the MCS pre-standard connector to
customers who have specific and pronounced
needs for high-power charging.
This will allow those customers to
benefit from the advantages of the MCS
technology before the official standard
is established. However, it’s important
to note that this is a pre-standard connector,
and the final MCS standard is
expected to be available in 2024. The
production of trucks with the MCS
pre-standard connector is scheduled
to commence in 2024. This means
that customers who require fast and
high-power charging capabilities for
their Scania trucks will have the option
to choose these models starting from
that year. Additionally, ABB E-mobility,
the technology provider for the MCS
charging system, has plans to introduce
the next iteration of their MCS technology
in late 2024 or early 2025. This
suggests that further advancements and
improvements to the MCS charging
system can be expected, offering even
more efficient and effective high-power
charging solutions for heavy-duty electric
vehicles.
CUMMINS MAGNIFICENT MILESTONES: ROCKY MOUNTAIN AND JAMESTOWN
Cummins’ production milestones of
the 5 millionth engine at the Rocky
Mount Engine Plant (RMEP) and the
2.5 millionth engine at the Jamestown
Engine Plant (JEP) are significant
achievements for the company. Rocky
Mount Engine Plant produces the B6.7
and L9 used by Daimler Truck North
America and Penske, among other
engines for various OEMs and applications,
including pick-up & delivery,
vocational trucks and school buses.
The 5 millionth milestone engine is a
B6.7, which will be received by Daimler,
who will provide it to Penske. The
milestone engine manufactured at JEP
is an X15, a testament to the strong
partnership between Cummins and
Kenworth. The 15L engine powers the
Legacy W900 truck, a flagship model
for Kenworth. Additionally, the fact
that Kenworth is celebrating its 100 th
VM MOTORI
LIKES H2
A 2.2L HYDROGEN
ENGINE FROM THE
ITALIAN COMPANY VM
MOTORI
VM Motori, which has imprinted
its brand on off-highway
and marine applications
throughout Europe,
launched a 2.2-liter engine
fueled by hydrogen. VM
also has a rich tradition in
the on-road field, deserving
to end up in the FCA
network, now Stellantis, with
its 4 and 6 cylinders (remember
the London taxi TX4?). This
new 2.2L, 3 cylinder-in-line engine
has evolved from our R753 engine.
A team of engineers has worked
to update the technical specifications
to include injectors, common rail,
pistons, spark plugs, ignition coil and
pressure regulator which are necessary
for hydrogen fuel, while maximising
component standardisation with
its diesel predecessor. With 62 kW
output and 270 Nm peak torque,
the H2-ICE performance will be
around 10% higher
than that of the
diesel engine from
which it was created.
The engine
will meet Euro
6E and Stage V
emissions regulations.
Series
production is
planned for
2025.
anniversary is a momentous occasion,
showcasing the company’s rich history
and enduring presence in the trucking
industry since 1923.
“Rocky Mount Engine Plant has been
important to Cummins for more than
40 years, and as we celebrate production
of the 5 millionth engine, we know
the plant – and our employees here –
will continue to play a significant role
as Cummins moves ahead with our
Destination Zero strategy and our future
fuel agnostic platform,” said Steve
Pinkston, Cummins Rocky Mount
Engine Plant Manager. “We’re excited
about the improvements to existing
manufacturing technology at Rocky
Mount Engine Plant and introducing
new fuel agnostic technologies in
markets and applications in line with
our Destination Zero strategy. We are
looking forward to RMEP manufacturing
today’s technology and these future
products as they launch.”
Cummins is investing $452 million
into the 998,000 square foot Jamestown
facility, to produce the industry’s
first fuel-agnostic internal combustion
engine platform. Over half of all medium-
and heavy-duty trucks on the road
in the U.S. today use Cummins engines
and the X15N is part of the new
fuel-agnostic 15-liter engine platform
that will be produced at JEP.
IMI membranes
IMI Critical Engineering
has achieved a significant
milestone by successfully
completing the first field
test for the generation of
green hydrogen using their
new IMI VIVO polymer
electrolyte membrane (PEM)
electrolyser. The pilot test
took place at IMI Remosa’s
recently inaugurated facility
in Sardinia. During the
test program in May 2023,
a 200kW IMI VIVO PEM
electrolyser demonstrated
its capabilities by generating
4.0kg/h (44.0Nm3/h)
of green hydrogen at a
pressure of 30 barg.
8
9

NEWSROOM
#PUNCH #VITESCO #LIEBHERR #METSO
PUNCH GROUP AND VITESCO TECHNOLOGIES ITALY
Punch and Vitesco joined forces to integrate Vitesco Technologies Italy into the Punch Group by
the end of this year. Punch Group’s strategies are strengthened with the incorporation of Vitesco
Technologies Italy’s expertise. The components developed by Vitesco Technologies Italy and the
expertise in mechatronics will be integrated with the variety of products developed by the Punch
Group, which ranges from control electronics to propulsion systems, transmissions and their
hybridization. Thanks to the intended acquisition of Vitesco Technologies Italy, the Punch Group
will be able to vertically integrate the supply chain of key components and will expand its industrial
operations leveraging the manufacturing competences of the teams in Fauglia and San Piero plants.
OVER
THE TOP
NEW RECORD TURNOVER
OF €12,589 MILLION FOR
THE LIEBHERR GROUP
C
M
Y
The Liebherr Group finished the
year 2022 with a new record
turnover of €12,589 million.
Compared to the previous year,
the company thus recorded a turnover
growth of €950 million or 8.2%. The
group achieved increased turnovers in
10 of its 13 product segments, some of
them significant. It thus surpassed its
previous turnover record from 2021
by €950 million. Turnover in the seven
product segments of earthmoving,
material handling technology,
deep foundation machines, mobile
and crawler cranes, tower cranes, concrete
technology and mining totalled
€8,561 million, 6.9% above the previous
year’s level. Turnover increased
slightly in the EU, which is traditionally
the Group’s strongest sales region.
Growth rates in the EU markets varied,
with business developing positively in
the Netherlands and Italy in particular.
Liebherr developed extremely positively
in North America and in Central
and South America, with strong growth
impulses coming from the USA and
Canada, and again from Brazil. At the
end of the year, the Liebherr Group had
a total of 51,321 employees worldwide.
Compared to the previous year, this
constituted an increase of 1,710. As
a technology company, the Liebherr
Group pursues the goal of making a
decisive contribution towards technological
progress in the sectors relevant
for the Group. Last year, the Group
therefore invested €588 million in research
and development. The Group is
working, among other things, on the
increased use of HVO. An absolute
novelty is the R 9XX H2: the crawler
excavator is powered by Liebherr’s
H966 hydrogen combustion engine.
Liebherr also continued its research
into fuel cell systems for the aviation
industry. The first of these systems was
successfully commissioned in 2022.
RARE EARTH PROJECT
The contract signed Torngat
Metals Ltd. and Metso
focuses on conducting a
large-volume pilot scale
processing of ore ex
#mestotracted from Torngat’s
Strange Lake Rare Earth
project in Québec. The
primary objective of this
agreement is to pilot test the
beneficiation process for the
ore. The Strange Lake Rare
Earth project is significant
for the electrification value
chain, particularly in the
manufacturing of permanent
magnets.
CM
MY
CY
CMY
K
10

AUTOMOTIVE
#TRUCKS #NIKOLA IVECO #TOYOTA #HYUNDAI #VDL
ALTERNATIVE TRUCKS
BEV
OR
FCEV?
HYUNDAI XCIENT IN SWITZWERLAND
The framework agreement between Hyundai and the
Swiss government even spoke of a thousand FCEV trucks
powered by fuel cells. Actually, the fleet of 34-ton Hyundai
Xcients registered by the Swiss Confederation currently
numbers 47 units, but the record figure concerns the
mileage: over 5 million km travelled. Outsourced to 23 different
logistics and distribution companies and supplied
with hydrogen by H2 Mobility Switzerland, the Xcients are
equipped with a 180 kW system featuring two 90 kW batteries
each and a 350 kW electric motor with 2,240 Nm.
A storage capacity of about 31 liters of hydrogen in the
seven on-board tanks allows a real range of over 400 km
and filling the tank of hydrogen takes 8 to 20 minutes.
A
divorce is always big news.
Even more so if the protagonists
of the “new phase of
the partnership” are Iveco
and Nikola, from Phoenix, Arizona.
Despite forecasts of putting 200-300
Nikola Tre battery-powered tractors
derived from the Iveco S-Way on the
road by the end of the year, this marriage
was already considered shaky
by stock market analysts. It is no coincidence
that Nikola just experienced
a 83% collapse on the Nasdaq index
(in mid-May, 2023), where at the time
of the divorce it capitalized 620 million
dollars with a stock listed around
one dollar: three years ago, it reached
66 dollars. On the other hand, stock
prices are booming for Iveco, with a
stock appreciation by 49% in the last
12 months for a stock market value of
“Nikola will be granted
the Iveco S-Way
technology license for
North America and
related component
supply from Iveco
Group, and will gain
joint ownership of the
intellectual property of
Generation 1 e-axles,
technology developed
together with Iveco
Group’s powertrain
brand, FPT Industrial,”
stated the Iveco and
Nikola press release
more than 2 billion dollars. This “going
separate ways” shines a light on
the energy transition in the world of
heavy vehicles, which, unlike cars, is
still in midstream. We should mention
that, at the moment, the only place in
the world to have really announced its
intention to shut out internal combustion
engines for trucks is California,
with 2023 as the reference date for
stopping sales and 1.7 million electrified
trucks on the road expected by
2050. Thanks to Tesla, for the automotive
ecosystem, the winning model is
the BEV, as evidenced by the over 3.6
million vehicles sold worldwide by
Elon Musk’s company until last January.
And competitors are following
behind: Toyota, despite its stubborn
obstinacy in producing the Mirai, a
FCEV sedan, in early May put the
BZ4X battery-powered electric SUV
on its price list in Italy. But this is not
the case for heavy trucks – not LCVs,
such as the 4-6 ton battery-powered
vans ordered from Rivian by Amazon
in batches of 10,000 pieces – where
market leader Volvo Trucks speaks
of 5,000 electric vehicles, obviously
BEVs, sold in 40 countries. And European
registrations in the first quarter
of 2023 recorded 600 chassis sold
weighing 16 tons and more, the vast
majority for urban distribution and
municipal services, above all waste
compactors. Complicating the situation
for heavy vehicles, following
the crisis in Ukraine, came the Biden
administration’s choice to press
ahead on the plan to “decouple” the
US economy from China’s, a strategy
financed by billions of dollars
from taxpayers to become independent
from technologies made in PRC,
semiconductors and batteries above
all. A plan that clashes with Elon
Musk’s decision to equip the Tesla
Model YS manufactured in the German
Grünheide Gigafactory with the
lithium-iron-phosphate Blade Battery
produced by the Chinese giant BYD.
A further confirmation that the Semi
project, the much-hyped Class 8 tractor
for the USA announced by Tesla,
is at a standstill and confined to the
few dozen test specimens delivered to
customers. Because the money from
the Biden plan, according to insiders,
could lead Elon Musk to put new generation
solid-state batteries on the market
within the next 24 months. This, in
addition to giving up the precious (and
expensive) lithium, could offer much
higher loads so as to reduce the accumulator
pack weight handicap, which
until now has affected the electrification
of heavy vehicles. As the divorce
between Iveco and Nikola highlights,
in Europe the only example of success
is the 5 million km test signed with
FCEV trucks by Hyundai in Switzerland
(see box). And, by sheer coincidence,
on the same day as the press
release from Turin and Phoenix, Toyota
Europe announced from Brussels
an agreement with the Dutch VDL to
“convert the existing heavy trucks of
Toyota Motor Europe’s logistics partners
into zero-emission carriers using
Fuel Cell Toyota modules”.
A partnership that should see the first
Toyota-VDL hydrogen truck on the
road as early as the summer, to start
production by the autumn.
12
13

EVENTS
#AMPA #AUTOTRONICS #EMOBILITY #TAIWAN #TAITRA
AMPA & E-MOBILITY TAIPEI
CRADLE
OF
ELECTRONICS
If we were official speakers at
TAITRA (Taiwan External Trade
Development Council), we would
say: “Ladies and gentlemen, welcome
to the world’s second largest
automotive B2B trade show in Asia”.
TAITRA is the presiding mind behind
the organization, which this year clustered
the Taiwanese mobility industry.
Three exhibitions at the Nangang Exhibition
Centre: AMPA (Automobile
& Motorcycle Parts & Accessories
Show), Autotronics and E-Mobility.
Taiwan is the crossroads and cradle of
semiconductor and information technology,
microchips and battery cells.
In short, present and future meet here,
and the island still deserves the epithet
given to it by Portuguese settlers
of Formosa (“beautiful island”). A
concept clearly spelled out by James
Taiwan, “the beautiful
island”, according to
Portuguese settlers,
hotbed of electronics in
the globalised economy.
Thanks to TAITRA, we
visited the Taipei event,
where we met Master
Bus, Delta Electronics,
Shihlin, Foxconn.
This is where part of
the future of power
supply systems for
onroad vehicles and,
by extension, industrial
applications is at stake
Huang, Chairman of TAITRA, who
stated that Taiwan has strong capabilities
in information technology and
semiconductors, as well as advantages
such as flexible manufacturing and
complete industrial clusters, making
it the ideal choice for global businesses
to seek partners and invest in the
future mobile industry. Starting from
OEMs’ point of view, we mention
Master Bus. Lucky Yu, Planning
& Marketing Department Manager,
gets right to the heart of Master strategy.
In an acronym, LTO. “We use
LTO cells from Toshiba, which are
the safest batteries in the industry.
The chemistry of this material is also
more stable than other battery materials,
which means that the battery
has a very long lifespan. Within the
bus life cycle of 10 to 12 years, we
don’t need to change the battery. After
that, we can use the battery again
for energy storage, combined with
renewable energy sources like solar
panels. Our charging strategy is also
different from other electric buses,
as we only need 10 to 15 minutes to
recharge the bus, which takes place
during the 20-30 minute rest period
of the driver. This strategy is safer
and more efficient. Our suppliers for
components like semiconductors and
microchips are based in Taiwan.”
We move to technology, in detail, to
Gus Technology, a Taiwanese company
that specializes in pouch cell
production both NCA and LTO.
What are your future plans?
“We are excited to announce that we
will soon be opening a new one-gigawatt
factory plant in Taiwan, which is
located just a 10-minute drive from
the airport.”
What is your top priority in battery
manufacturing?
“At Gus Technology, safety is our
number one priority, especially given
the concerns around battery explosions.
We place a strong emphasis on
ensuring that our LTO cells, which
have a life cycle of over 10,000 cycles,
are one of the safest cells on the
market. They can also be charged in
as little as 5 minutes, with no need
for active cooling. In addition to LTO
cells, we also design our own battery
modules and create battery packs
with backup and battery management
systems. We also produce storage systems,
such as a 15kW household energy
storage system and a portable 3kW
power bank.”
What can you tell us about the life
cycle of LTO cells?
“The life cycle of LTO cells is impressive,
with the ability to be recharged
and discharged more than 10,000
times. This equates to approximately
20-25 years of daily use.”
How does the energy density of
LTO cells compare to other batteries?
“While the energy density of LTO
cells is slightly lower than other batteries,
our Next Generation LTO cells
have higher energy densities that are
very close to LFP cells.”
Can you explain your battery production
process?
“We produce LTO cells, which are
then stacked to create battery modules.
These modules are then used
to make battery packs that include a
14
15

EVENTS
#MASTERBUS #DELTA #SHIHLIN #FOXCONN
MIH Consortium is an open electric vehicle platform initiated by Foxconn.
MIH CEO Jack Cheng: “The exhibition showcased MIH’s SDV architecture
with Microsoft’s Azure-based Digital Twins, TomTom’s Digital Cockpit and
Charger Map, Graphen AI’s AI Assistant and Remote Diagnostic System,
FIT’s Smart Access, and VicOne’s Automotive Cybersecurity Solution
offering a holistic vehicle lifecycle management solution.”
BMS and modules that can be used
directly in EVs. Additionally, we focus
on storage systems, as already
mentioned, including a 15-kilowatt
household energy storage system and
a 3-kilowatt portable power bank for
camping or night markets.”
From a Taiwanese giant to another
one, Delta Electronics, a company
with more than 150 offices and 50
factories around the world, including
production facilities in India and Europe
(Slovakia). They are also building
a factory in the US. In addition,
they have 73 R&D centers around the
world and invest 8% of revenue every
year in R&D. Delta is specialized in
renewable energy systems, energy
storage systems, and energy management
software. They have developed
a smart microgrid system that helps
improve energy efficiency and usage
for electric vehicle charging. They
also offer an energy storage system
that allows users to store renewable
energy, which can be used to power
electric vehicles or vice versa. “Delta
provides electric vehicle chargers,”
they said, “and has shipped
over two million of them around the
world. Delta’s newest model is a 300-
kW electric vehicle charger that can
charge a vehicle in around 20 minutes
and can charge two vehicles at
the same time.”
What is an AC charger, and why
does it have a lower power output
than a DC charger?
“An AC charger is a charger that converts
AC power from the grid into DC
power that the vehicle’s battery can
use. AC chargers have a lower power
output than DC chargers because the
conversion process requires more energy
and time.”
And now, we step to the Shihlin
Electric booth. Their expertise lies in
transformers, automobile equipment,
alternation equipment, and switchgears.
In response to the growing demand
for electric vehicles, they have
expanded into the field of EV solutions.
They introduced their business:
“Under our brand, Shihlin Green
Power, we offer comprehensive solutions
for EVs, including solar power
charging systems, energy storage, and
EV applications.” Then, they added:
“Our 150kW 2-in-1 powertrain system
offers a 20% reduction in weight
and volume compared to the previous
generation, while increasing capacity
by 10%. It is specifically designed for
3.5- and 5-ton logistic vehicles, and
we are expanding our business and
R&D efforts to target international
markets as well. Another notable
product is our 8kW power transistor,
which is equivalent to a 125 to
150cc internal combustion engine.
This product has been widely adopted
by local brands in Taiwan, with over
200,000 units sold since 2017. It is
used in various applications, including
our Alexa electric scooter, which
serves both personal transportation
and logistics purposes. We also offer
a 50kW powertrain system, primarily
used in vehicles above 500cc. This
system boasts high torque output for
superior climbing force and acceleration.”
And, finally: “I am excited to
present our EV charging solutions.
We have the 7kW AC charger, which
is the most commonly used charger
in Taiwan. It has obtained certifications
in Taiwan, the US, and other
countries, offering flexible charging
options. We have also the 480kW DC
fast charger, featuring a water cooling
system. This high-power charger
is suitable for supermarkets, large
parking lots, and highway rest stops.
With its fast-charging capability, your
car can be fully charged in just 7 to
10 minutes, providing unparalleled
convenience. Both our charging systems
are managed by our Cloud Management
System (CCMS) and support
mobile device payments, ensuring a
seamless and user-friendly.”
Last but not least, and never more
correctly than in this case, Foxconn.
You say Foxconn, you mean
a $193.57 billion operating income
(in 2021), associated in common sentiment
with iPhones. In Taipei they
show the all-electric vehicle Model
B1, designed for the European market.
The vehicle is modular, meaning
it can accommodate different sizes of
motors. The design of the Model B1
incorporates a black and white color
scheme known as 2 CMF (Color Material
Finish). The use of controllers
includes IBM and zone controllers,
connected through automotive Ethernet
for signal integration. The need
for increased bandwidth in future
vehicles is highlighted, and the solution
proposed is to use the Internet
backbone to connect controllers and
transport more signals. During the
presentation, they briefly mentioned
vertical integration and semiconductor
manufacturing.
16
17

AUTOMOTIVE
#ACTEXPO #ELECTRIFICATION #CUMMINS #ELECTROLYZER
ACT EXPO LOS ANGELES
GOLDEN
STATE
OF GRACE
ACT Expo is growing fast, to
such an extent that it will shift
to more roomy area next year.
As stated by the organizers,
Advanced Clean Transportation Expo
has experienced “unprecedented yearover-year
growth with more than
11,000 attendees anticipated to participate”
in its 2023 event (compared
to 8,500 in 2022 and 5,200 in 2021).
Also, due to the growing exhibitors
and attendees, next year the exhibition
will move to Las Vegas Convention
Center, in Nevada (from May 20
to 23, 2024). In 2025 (from April 28
to May 1) the exhibition will come
back to Anaheim, just like this year.
After its absolute premiere at Con-
Expo, Accelera introduced itself to
the American truck environment.
“As we have continued to lead in and
Forgive the pun
between state of
grace and golden
state, but it best
describes what
happened from 1 to
4 May in Anaheim,
California. We
reported the success
of the event using
the examples of
Cummins, ZF and
Dana, with mentions
for Rizon and Hino
advance the engine-based solutions
that power our customers’ businesses,”
said Jennifer Rumsey, Cummins
President and CEO, “we have
also built the broadest combination
of zero-emissions technologies dedicated
to the commercial vehicle industry
like battery electric and fuel
cell electric powertrain solutions and
electrolyzers for green hydrogen production.”
Amy Davis, Accelera President, stated:
“We are innovating on both ends
of the chicken-and-egg scenario to
drive adoption and demand and ultimately
accelerate the shift to a sustainable
future.” On display at Accelera-Cummins
booth: FCE150 Gen
4 Fuel Cell Engine (their fuel cell
engines range is available in 150kW
and 300kW); BP107E Batteries, trac-
tion systems such as next-gen 14Xe
with eOptimized transmission. Finally,
eAccessories, for instance the
Power, Control and Accessory System
(PCAS), and PEM Electrolyzer
stack. Turning the page, find a shot
of the ribbon-cutting event in Fridley,
Minnesota. May 19 marked the start
of operations for electrolyzer production.
“Large-scale electrolysis to produce
green hydrogen is a key piece in
the decarbonization of transportation
and industry,” said Amy Davis.
At the ACT Expo, ZF premiered its
all-new AxTrax 2 electric axle platform,
the integrated and modular
e-powertrain system for light, medium
and heavy-duty vehicles. Series
production of AxTrax 2 is planned
to begin in the U.S. in 2025, and in
Europe in late 2024. AxTrax 2 is an
axle-based, fully integrated system,
featuring a compact design to help
maximize the available space for
batteries and enhance manufacturer’s
design flexibility for future vehicle
concepts. AxTrax 2 can be fully
synchronized with key vehicle functions,
including braking, ADAS and
automated driving systems, to help
enhance vehicle safety and efficiency.
It also enables advanced digital
and telematics systems via CANbus
to communicate and share e-axle system
information. AxTrax 2 platform
is offered in two variants: AxTrax 2
with one e-drive and AxTrax 2 dual
with two integrated e-drives. AxTrax
2 will cover class 5-7 commercial vehicles
with a single e-axle in a 4×2
or 6×2 or even up to class 8 with two
e-axles in 6×4 configuration. Both
models of AxTrax 2 are designed to
replace the engine, transmission, drive
shaft, differential and conventional
axle to electrify a commercial vehicle.
“Customers are under tremendous
pressure to implement zero emission
technology, and our e-mobility kit
allows them to electrify existing platforms,
and develop purpose-built platforms,
delivering superior total cost of
ownership,” said Julien Plenchette,
senior vice president, Americas, Commercial
Vehicle Solutions, ZF Group.
“AxTrax 2 is a technology we are incredibly
proud of and have been looking
forward to offering to the North
American market for quite some time.
It is an exciting day to bring a portfolio
of solutions to customers that supports
the business case for electrified
commercial vehicles.”
18
19

AUTOMOTIVE
#ZF #DANA #CARB #TRUCKS
CARB(ON) ZERO TOLERANCE
ble solutions for clean transportation
is reinforced by the development of
Zero-6 e-Transmissions,” said Ryan
Laskey, senior vice president of Dana
Commercial Vehicle Drive and Motion
Systems. “This new technology is
a significant step towards further electrifying
the medium-duty commercial
vehicle market, and we are proud to
be at the forefront of this revolution.”
Accommodating a gross vehicle
weight rating up to 59,500 lbs (around
27 tonn), the Zero-6 e-Transmission
series will be available in two models,
the eS4700t and the eS7900t, offering
4,700 and 7,900 Nm of output torque,
respectively. The Zero-6 currently
holds six patents for advanced design,
including a unique shifting method
and arrangement, exclusive lubrication
methods, and a design for manformance
and simplified installation
in the vehicle through the elimination
of high-voltage phase cables; an electromechanical
actuation system, with
patented Dana Graziano clutch design,
to maximize shift smoothness and efficiency;
an optimized three-speed
system with Ravigneaux gearing designed
to seamlessly integrate Dana
motor technology, offering maximum
power density and productivity across
a wide range of vehicles; and Dana
OpenECU platform, leveraged across
all Dana e-propulsion technologies, to
deliver next-generation control software,
functional safety readiness up
to ASIL C, and compliance with the
latest vehicle cybersecurity engineering
standard ISO/SAE 21434 and the
UNR 155/156 regulations. “Dana’s
commitment to providing sustaina-
It is still the powertrain ecosystem that
plays the key role in our storytelling.
Dana announced at ACT Expo the
Spicer Electrified Zero-6 e-Transmissions.
This upgrade of Spicer family
optimizes operating range and vehicle
performance for applications ideally
suited to a central drive e-propulsion
system with a conventional axle and
driveshaft layout. The technology will
launch on a global electric vehicle
platform in early 2024. According to
Dana, the e-Transmissions have been
engineered to provide the highest level
of efficiency and performance with
maximum startability, gradeability,
and road speed. Other key features include:
Dana high-efficiency motor and
integrated inverter system, with silicon
carbide technology and MOSFET
power modules, providing peak per-
ufacturability.
Finally, two brief highlights on as
many truck manufacturers. The number
1 in the world, Daimler, launched
a line of electric trucks in the US market
under the new brand name Rizon.
These trucks are capable of being
charged by two types of battery charging
systems, Level 2 AC Charging
(J1772) and DC Fast Charging CCS1
compliant.
From Germany to Japan. Hino Trucks
has signed a distribution agreement
with Hexagon Purus to exclusively
distribute a complete battery electric
tractor. This tractor will utilize Hexagon
Purus battery systems, auxiliary
modules, power modules and the vehicle-level
software and is developed
to operate on Hino’s XL 4x2 tractor
cab chassis.
The California Air Resources Board (CARB) on April 28, 2023,
approved a first-of-its-kind rule that requires a phased-in transition
toward zero-emission medium-and-heavy duty vehicles.
Known as Advanced Clean Fleets, the new rule helps put California
on a path toward accomplishing Gov. Gavin Newsom’s
goal of fully transitioning the trucks that travel across the state
to zero-emissions technology by 2045. While trucks represent
only 6% of the vehicles on California’s roads, they account for
over 35% of the state’s transportation generated nitrogen oxide
emissions and a quarter of the state’s on-road greenhouse
gas emissions. California is set to invest almost $3 billion between
2021 and 2025 in zero-emission trucks and infrastructure.
Under the new rule, fleet owners operating vehicles for
private services such as last-mile delivery and federal fleets
such as the Postal Service, along with state and local government
fleets, will begin their transition toward zero-emission
vehicles starting in 2024. The rule includes the ability to continue
operating existing vehicles through their useful life. Due
to the impact that truck traffic has on residents living near
heavily trafficked corridors, drayage trucks will need to be
zero-emissions by 2035. All other fleet owners will have the
option to transition a percentage of their vehicles to meet
expected zero-emission milestones, which gives owners the
flexibility to continue operating combustion -powered vehicles
as needed during the move toward cleaner technology.
The flexibility is intended to take into consideration the available
technology and the need to target the highest-polluting
vehicles. For example, last mile delivery and yard trucks must
transition by 2035, work trucks and day cab tractors must be
zero-emission by 2039, and sleeper cab tractors and specialty
vehicles must be zero-emission by 2042. The Advanced Clean
Fleets rule includes an end to combustion truck sales in 2036,
a first-in-the-world requirement that factors in public commitments
to transition to zero-emission technology by truck manufacturers,
potential cost savings for fleets, and accelerated
benefits for California communities. An analysis of the sales
and purchase requirements estimates that about 1.7 million
zero-emission trucks will hit California roads by 2050.
20
21

INTERVIEW
HYDROGEN
#ALTERNATIVEFUELS #FPTINDUSTRIAL #HYDROGEN #RECREATIONAL #LNG#COMMERCIAL #CNG #SAFETY#USA #FIRERISKS #CHINA #DAFO
FIRE RISKS
IT IS A
NEW
CHALLENGE
HYDROGEN H 2
METHANE CH 4
Lower and upper concentration
limits for ignition 4%...74% 4,1%...16,5%
Ignition temperature 560°C 575...640°C
Minimum ignition energy 0,02 mJ 0,28 mJ
Density [air: 1.225 kg/m3] 0,089 kg/m 3 0,83 kg/m 3
perience as a security operator and
product specialist: “We see a pretty
rapid change in the bus market, that
is rapidly going into alternative fuels:
we deal with CNG buses, LNG
buses, hydrogen buses and also, of
course, electric buses. And this is
basically what I would like to talk a
little bit about today. I would like to
start to talk about electric buses. And
I would like to remind you that alternative
fuel buses are not a big risk.
It’s a different risk. It’s not a bigger
challenge, it’s a different challenge.
When it comes to a combustion engine,
there is a clear regulation: it’s
mandatory in Europe to have both
detection system and suppression
system. But when it comes to electric
buses, you don’t even need to have
a detection system. The energy for
Alternative fuel buses don’t
mean bigger fire risks, but
different risks”. New components
to deal with, new skills
to be gained, a good degree of basic
(and less basic) knowledge that
should be achieved in order to deal
with alternative fuel vehicles in the
safest way possible. At Busworld
North America in Detroit, our colleagues
from Sustainable Bus run into
DAFO’s stand and had an interesting
discussion with Risk Management
Specialist Tommy Carnebo. After
20 years as a professional firefighter,
he joined DAFO in late 2021 and now
focuses on training, information, risk
assessments. With a particular focus
on alternative drive vehicles.
We listen to the insights of Tommy
Carnebo, who brings his dual exelectric
buses comes from the battery.
And it’s a new challenge if they
eventually catch fire. Batteries can
catch fire from external violence,
some type of electrical violence, and
also if you expose them to heat and
cold. So basically we need to adapt
the system and the buses and also the
training of the personnel to understand
the risks of this vehicles and
see if we need to do some changes,
because if there is, it’s unlikely but
can happen, any type of malfunction
of the battery on the electric bus,
the battery will start to smoke. And
that is the key for making it safer.
As a firefighter, I’ve always known
that if there is no smoke, there is no
fire. If there is smoke, there is a fire.
If there’s a fire, there’s smoke. But
this reasoning doesn’t work when it
comes to batteries, because batteries
actually start to smoke before the fire
starts. So that is actually something
that we have to deal with, because if
there is a fire in a bus and the battery
catches fire, you will go into
what’s called a thermal runaway.
And if you have a thermal runaway,
you will not be able to put that fire
out. But if we use the information we
get from the smoke, then we can actually
detect, start to cool and stop
the batteries from catching fire. And
when it comes to the CNG-powered
and the hydrogen buses, they are
more or less the same. The energy
that powers the vehicle is contained
in pressure tanks. Pressure can go
from 250 up to 700 bars. And that itself
is not a risk. But if there is some
heating of that tank, the gas inside
the tank will start to expand. If we
don’t release the pressure, the tank
can actually explode. A CNG bus
some time ago had a striking accident
in Italy. What happened there is
that pressure was released. And this
is good. But this poses a new challenge
as you have a jet flame 15-meter
long out of the bus. And it when
it comes to hydrogen, is has similar
properties as CNG. But it operates
with higher pressure. It can actually
be stored at up to 700 bars in the
tank. Then, the jet flame coming out
from the bus in case of accident can
actually be over 40 meters long. So
that is also a new challenge we need
to bring up to up to up to the table
so we can talk about it. So basically,
we need to protect different areas
on the bus. Not just only the motors
and the combustion engine. We need
to protect the hydrogen or the CNG
tanks, as well as the batteries. The
new thing with this type of vehicle
is that you need to have information
on how to deal with it. What should
also be known is that, if you have a
damaged electric bus, maybe it has
been involved in an accident going
into a tunnel and got some marks on
the battery pack that’s often placed
on the roof, then the bus needs to be
standing in a quarantine place. This
means a place where the bus has
to stay parked for at least 14 days
before you can start working on the
bus. The challenge here is that most
operators don’t have that area because
there can’t be anything close
to that damaged bus within 15 meters
in a round circle”.
22
23

OFF-HIGHWAY
#DANFOSS #EDITRON #CONEXPO
DANFOSS
ON THE
PAD
LAUNCH
The “domestic” synergies with
Editron and the embedded expertise
of Eaton Hydraulics
also accredit Danfoss as a leading
player in the decarbonisation scenario.
Ryan Rizor, American Sales
Leader of Danfoss Editron, introduces
us to the electrification approach of
the American market. He emphasises
the pedigree background between
the electrical infrastructure: “I have
an electrical infrastructure background,
I’ve always wanted to electrify
everything because the system performance
and efficiency are so much
higher. My perception on the American
market is that small and medium
size OEMs are finding creative ways
to use electrification solutions to solve
big problems, so they’re partially
electrifying their machine to reduce
Size and weight are
the coordinates that
drive the focus of
OEMs, according
to Ryan Rizor,
American Sales
Leader at Danfoss
Editron. The Danish
company has pushed
for downsizing, as
far as electrification
components are
concerned. The
result is a comforting
picture of the off-road
application of electrics
operating costs, to reduce lost production
time due to unplanned maintenance
or even planned maintenance.
In some cases, they electrify to reduce
emissions and fuel consumption: we
have some customers that use machines
that burn 50/70 liters of diesel
per hour and if they can reduce that
by 10, 15 or 25% then they can more
than pay for electrifying that function,
so they’ll take not the entire machine
(they may not electrify an entire machine,
but a subsystem or different
systems of that machine). They’ll often
downsize the diesel engine and they
will pick two or three of those critical
work functions where they can benefit
from the improved efficiency of electric
system and they can operate that
engine at a more consistent location
on the efficiency curve. In the larger
OEMs I personally am not seeing lot
of activity in the immediate term (they
are looking to introduce machines at
volume really beginning 2026, 2027,
2028 or later), kind of in anticipation
of emerging regulations and mandates
(adoption rate and timeline are not
clear to large OEMs at high volumes),
but what we see significant volume
today is customers with a value created
today that significantly exceeds
the cost of what it takes, because of
course a partially electrified machine
or an electrified machine will cost
more than a traditional diesel hydraulic
machine, but we see in several
applications where the value created
and the total cost of ownership impact
is so high in many cases, the investment
is paid for in one year or less.”
What’s the contribution of Danfoss
in these specific environments? “The
majority of the systems that we’re
seeing do not have batteries, this is
a common misconception that electrified
machine must have batteries,
but batteries are expensive and the
bigger the machine the less practical
it is to have batteries to perform the
functions for the duration of the shift
in the case of a full electric (battery
electric with no diesel engine). In the
world I come from, electrical infrastructure,
the bigger the machine the
more difficult the challenge of trying
to recharge those batteries (for large
machines to be fully electric (battery
with no engine), there are serious
electrical infrastructure challenges
with recharging those machines). We
are helping the OEMs find ways to
modify machine design and system de-
sign to electrify a portion of machine
where that value is created, so it’s not
common that a customer takes a diesel
hydraulic machine and goes 100%
electric immediately, there are so
many impracticalities that are going
to take a very long time to work out.”
So, what are the options on the table
about electrification?
“The OEMs want products that require
less space, have less weight, so our
products right here are dramatically
smaller than traditional electrical
products. They care about weight and
size, they care about performance and
we’re helping them understand the
application requirements of the machine
so that after you electrify some
portion of that machine, the machine
still has to do the job, it still has to
meet the requirements of its purpose.”
24
25

OFF-HIGHWAY
#ELECTRIFICATION #CONSTRUCTION #HANDLING
Some of the events Danfoss will be attending from here to the end of 2023:
The Utility Expo, Louisville, Kentacky (US), 26 - 28 September, and Agritechnica,
Hannover, Germany, from 12 to 18 November.
What product coming next in terms
of electrification?
“I forgot to mention one thing that’s
super important to our customers. If
you’re trying to save fuel and reduce
fuel consumption to save money, operating
cost or even if you do have
batteries, efficiency is so important,
so we have a very powerful portfolio
for mobile equipment and the high
voltage applications. This solution is
suitable for applications where you’re
pulling, applications where you’re
connecting like a work function directly
to the motorshaft like a drilling
or pulling. We see a lot of them using
our electric machine as a generator
that you can operate that engine at
that peak torque range, we have highest
efficiency and then have a hydraulic
system for all the work function.”
Excluding the material handling
and the earthmoving, in your opinion
what are the most mature applications
to implement on the construction
sites?
“I’d say lifting is one in the Americas,
not so much on wheel loaders or excavators.
My perception is in Europe
there’s a lot of regulation requiring
those machines, we do not see generally
those types of regulations. We see
the smaller and medium size OEMs
and in particular where they’re served
by a value-add distributor, there’s a
lot more agility, they’re much nimbler,
they can move fast, they can make
changes and they can go to market,
and they can respond to the marketing
departments much faster. Another
application is power generation: we
obviously don’t make the combustion
engine, it could be fuel cell, could
be diesel, could be gasoline, could
be something else. For example, this
machine right here is very commonly
used in that application, it’s our PMI
540 and typically a T3000 or T4000
(rated for 3000 or 4000 Nm of continuous
torque), that machine is coupled
to that engine and then we, with
our power electronics create a DC
power distribution system. Sometimes
the work can be completely executed,
sometimes it’s been rectified or inverted
to AC to perform to support different
types of loads with the ability to
take a compact power generation station
with an engine and a lightweight
compact motor, lightweight compact
drives that can be put into the desert
or into northern Canada extreme environments
without having to worry
about there’s no HVAC technician for
six hours if the air conditioner falls.
This is designed to be mobile so that’s
an emerging application using both of
these products.”
At the Bauma Munich a lot of companies
proposed power generation
powered by hydrogen. Is it probably
the best option available right
now?
“If you are going to truly have an electrified
worksite, and I can only speak
to my experience in the Americas, it
is often not practical to have electric
utility provide power for the worksite
because the duty cycle that the inconsistency
of the load on the electrical
grid is one problem, another problem
is the time it takes and potentially the
cost it takes in certain markets. Very
high demand charges can be incredibly
expensive to power your electric
site, for example in New York City,
super expensive in Boston if you don’t
have a consistent load, so to plug a
bunch of construction equipment into
the grid and then go from 0 MW to 4
MW it’s going to be cost-prohibitive.
I’d love to watch the utility grid but
I don’t think it’s practical (I’d love
to see the grid power work sites but
I don’t think it will be practical in
the near to midterm). The benefit of
hydrogen is if the objective is to not
have greenhouse gas emissions or to
reduce the NOx, then having hydrogen
refuelling comes to achieve that goal,
but now how do you create the hydrogen?
How do you transport it? Where
do you put (store) it? Historically I’ve
been a little bit pessimistic on hydrogen,
but I do think we will see it becoming
part of the solution in certain
applications.”
What role can Danfoss play in the
smart grid game?
“The legacy players in the electrical
infrastructure space have been working
on smart grid technologies for
decades and there’s been an evolution
and it will continue. I think there’s
a big barrier to entry for somebody
who’s not in the smart grid space
to try to enter that space. If mobile/
construction equipment become grid
connected sometime in the future at
some scale, it would be possible for
collaboration between the OEM and
the utilities (through IEEE and other
standards), for integrating and
supporting load management. That’s
a great question, somebody should
work on that!”
26
27

OFF-HIGHWAY
#PARKER #CONEXPO
PARKER @ LAS VEGAS
TRANSITIVE
PROPERTY
Last autumn, Parker and Steve
Duricky, Global Platform Manager
Parker’s Fluid Connectors
Group, were also in Munich, a
compulsory term of comparison given
the application circumstances. In the
Nevada products basket, we counted
from electrification technologies to
hydrogen technologies, then materials
compatible with hydrogen itself, IoT,
alternative fuel delivery systems, ICE
components and hydraulic filtration,
we fished out precision components
for gas systems. Again, we go back to
Duricky and the similarities with Bauma.
“In some cases, this is similar to
what we had shown at the Bauma,” he
said. “We’re starting to get a lot more
requests in the US for alternative fuels.
OEMs and their customers are looking
for something that performs like
Applied to
technological
elasticity, Parker
presents himself
as the partner of
anyone wishing to
approach any of the
alternative sources.
We mean biogas,
biomethane, bio-
LNG, hydrogen
and biogenic and
synthetic fuels.
At the ConExpo
there was also the
electrified PTO
diesel but is cleaner burning and produces
much less of a carbon footprint.
To get there the most popular options
include battery electric, natural gas or
hydrogen. They’re looking for something
that you can store on the vehicle
and give you the same range, so if
a vehicle operates for 12 hours, they
want to make sure that if I’m going to
use an alternative fuel it’s got to last
12 hours. The other thing is refuelling,
if the customer wants to be able to refuel
at about the same amount of time
as a diesel vehicle, you’re limited to
natural gas or hydrogen. We’ve developed
various hoses that allow you to
refuel the vehicle at high pressure in
the same amount of time. In the harsh
environments (mining equipment and
construction equipment) you need to
make sure that it can handle the vibra-
tion and the rigors. It makes no difference
if you’re in Europe or in North
America: harsh environments are the
same.”
Is a technology more frequently
used in Europe than in US?
“Yes, I’d say that until recently natural
gas was more readily used across
European fleets then in the US. Sadly,
that changed when Russia invaded
Ukraine and stopped the flow of natural
gas to Europe. Because of this, Europe
is now doubling down on an even
cleaner fuel, being hydrogen. In general,
Europe has been more involved
using alternative fuels and cleaner
technologies for a lot longer. Now I
think things are changing though in
the US with the Inflation Reduction Act
and $370 billion worth of investments,
that’s drawing a lot of interest from
customers that are starting to come
to us say: ‘alright, Parker, what do
you know about hydrogen?’ So that’s
where we’ve got all the products, from
the receptacle that you use to refuel
the vehicle to where you’re going to
filter the fuel, to where you’re going to
regulate the fuel. The fact that we can
offer all of that to the same customer
gives them a little peace of mind.
We’ve been working with natural gas
(methane) for over 15 years which has
given us a head start on developing
similar products needed for the higher
pressures and sealing challenges of
dealing with a smaller molecule found
with hydrogen.”
Are there any incentives by the US
government for biofuels (for exam-
ple, HVO) or biogases so that the
farmers are involved in this kind of
business?
“I wouldn’t say it’s probably the top
choice but it’s definitely an alternative
and people are using it, so what’s
nice about biodiesel is a lot of the other
components on the vehicle are the
same, making it much easier for the
OEMs to convert their equipment. Biogas
or renewable natural gas (RNG)
is also gaining attention and farmers
are playing a role in its generation. Biogas
is generated from waste in agriculture
or landfills where the methane
is captured, cleaned, and then burned
just like natural gas. If handled correctly,
RNG can actually generate a
negative carbon footprint.”
Talking about fuel cell technology,
28
29

OFF-HIGHWAY
#ELECTRICPTO #ALTERNATIVEFUELS
“The ability to disengage a twin flow pump is a huge money saver
in terms of fuel savings and less wear on the pump,” stated Anders
Larsson, Product Leader at Pump & Motor Division Europe.
how is Parker involved?
“Parker is involved in the development
of what they call the balance of stack,
meaning the filtration solutions to go
around the fuel cell to protect it from
being contaminated and therefore to
prolong and extend the fuel cell life.”
prietary to us. What happens in this
system is that you have the dry air coming
in, at this point we obviously need
to deliver air to the fuel cell to make it
work, so we let the dry air into these
ports, pass it through across the fibers
and these ports here. As the dry air
flows through the fiber it’s picking up
the water, the water is drawn through
the wall of the fiber and therefore becomes
humidified. So, in that way the
fuel cell will never become dehydrated
and damaged. If in the fuel cell the
membrane, which is very expensive,
dries out, it’s useless. The testing that
we’ve done has proven that we’ve got
industry-leading endurance, durability,
and resistance to high temperatures
and also to the on-off cycle, the results
are very promising. As we have to humidify
the air to protect the fuel cell
Could you want talk about one specific
product?
“I think that the most interesting product
here – I mean obviously they’re
all interesting – but the product that
we’ve been working a lot on is the fuel
cell humidifier. What we have here is
a proprietary technology from Parker.
Many other manufacturers of fuel cells
are using material that is commercially
available whereas for Parker we’ve
been working to develop a brand-new
hollow fiber technology which is proand
the membrane, the other thing
we’ve got to watch out for is what contaminants
are when we’re pulling that
air into the vehicle, we have to make
sure it’s clean, that means free of particulate
chemicals like NOx and SOx,
ammonia and any other chemicals that
could be drawn into the system going
to the fuel cell and then damaging the
membrane. So, Parker works a lot to
model, to scale the size and the various
layers of some of the filter media to ensure
that we’re removing all of those
contaminants very efficiently to make
sure that we’re prolonging the life of
the fuel cell. In terms of the filter media,
it’s been quite interesting because
depending on where the vehicle is going
to operate, it’s obviously going to
see different levels of contamination
in the air, different levels of pollution.
We’ve got a team of engineers that are
able to simulate and model the conditions
and therefore make sure there’s
enough media to enable the vehicle to
operate for a 12-month period without
any chemicals breaking through.”
What’s the more mature application
in the construction environment for
the fuel cell?
“Right now, it’s in the very early stages
of being adopted but obviously we see
applications off-highway. On-highway
we’re obviously seeing trucks and buses
coming in. I think the big advantage
of this technology is that unlike from
battery technology where you’re going
to take hours to recharge your battery,
with a hydrogen-based technology the
recharge takes less than 10 minutes.”
After a chat with Steve Duricky, as exhaustive
as he was at Bauma, together
with Per Nilsson, Industry Market
Manager, we turn to electrics.
ePTO: what does it mean electric
PTO?
“Typically, you are used to hydraulic
PTO, mechanical PTO for gearbox to
make hydraulic power turn a pump.
There’s a new way to do this: you can
have electrical motor turn the hydraulic
pump, now you have an electrical PTO
powered by a battery. Your high voltage
supply chain could be battery or could
be a plug-in type power, but here you
can see your controller to control the
whole rpm thing of the motor and if you
control the speed of the motor you can
control the amount of hydraulic flow
you can make, so this is all about efficiency
and make sure you turn at the
right speed, to make the right flow as
you need the hydraulic power.”
It is not an electric powertrain, if
you have a battery pack and a hydraulic
PTO, isn’t?
“Maybe eventually, you’ll have an
all-electric vehicle everything electric,
but we must take steps so if you want
to power a fire truck ladder, a cement
truck mixer or a cement pumping arm,
you pretty much need hydraulic power
to do so. So, there’s a need for hydraulic
power based off of your own
battery capacity, your battery supply
and your motor controller and your
motor. That’s the first step, the second
one is that we need application for all
kinds of construction machinery. This
system is scalable from 50-kilowatt
power to 500-kilowatt power.”
30
31

OFF-HIGHWAY
#KUBOTA #CONEXPO
KUBOTA @ LAS VEGAS. PART 2
WE
FOLLOW A
PATH
Let’s complete the interview with
Daniel Grant and Ko Shiozaki
at the Kubota booth in Vegas.
The Japanese Government is investing
a lot of resources in hydrogen
development, isn’t it?
“Industry is also making a lot of investments
to develop hydrogen solutions.
They have built a large ship to transport
hydrogen and are also building
a kind of smart city concept to fulfil
hydrogen cars. The Japanese government
is subsidizing. Some Japanese
cities are conducting trials to build
hydrogen infrastructure. In addition,
the Expo organized by the BIE (Bureau
International des Expositions) is
planned in Osaka. The city is investing
in creating hydrogen igniters to fuel
cars, trucks and buses. It may not be
The path is towards
decarbonisation.
Kubota reiterates
its approach also in
front of the American
audience: microhybrid,
the hydrogen engine
and an unconditional
trust in the ICE.
Here you find the
second part of the
interview with Daniel
Grant, Marketing
Manager, and Ko
Shiozaki, PR Manager
Industrial Engine
the main fuel of the exhibition, but I
can see that there are some actions to
promote hydrogen as one of the ways
to achieve carbon neutrality.”
And what about the common feeling
about hydrogen?
“Our customers have to prepare their
business for the future and they have
to be set already as many more industries
are pushing very quickly on technologies
and solutions to some of the
challenges hydrogen presents. They
also have taken into account the political
rules, power and collaboration at
the regional levels to also make a step
forward in making hydrogen available
as a commercial, viable solution. When
the customers are telling us this is what
they are considering for the future, for
us it is a call to action for being prepared
when the time is right and the
infrastructure is there. There are some
challenges such as storage and safe
handlings. The US market also is taking
hydrogen very seriously. We listen to
the customers, we have to take a holistic
view, we’re at ConExpo to demonstrate
that we are a step forward. We also
expanded our microhybrid range of
modules and we also are glad to introduce
our hydrogen engines and we can
achieve that even though the time gap
between Bauma and ConExpo was really
tight, a demonstration that Kubota
is not waiting for an exhibition and we
are pushing and pushing and pushing.
ConExpo was the perfect opportunity to
bring our hydrogen engines to reality.
I have to say that it’s very exciting that
other engine manufacturers are using
ConExpo to do something similar.”
Could you summarize the Kubota
hybridization strategy?
“Kubota position is very simple. We
believe there is multiple strategy that
has to be available for our customers
to select from. In our ICE strategy we
are focusing on an increasing efficiency,
adaptability of the fuel engines
solutions, we also have a fuel solution,
where we’re looking at promoting technology
to reduce carbon footprint, like
HVO, GTL or more synthetic fuels. Our
hybrid strategy is complementing similar
philosophy. If some customers are
very depending on the customer environment,
depending on the machine environment,
on the duty cycle. There’s a
need that our customers are asking for
diesel electric solutions. Perhaps we
can offer them a downsizing concept,
where we can offer a powerful solution,
that’s the only require for intermittent
use or for very random or small duty
cycle knots. What we demonstrate today
is we can take the microhybrid strategy
across a full power range. On display
today we have the P0 hybrid, which
is targeting in the 55kW category, we
have the P2 hybrid, which is utilizing
18.5kW combustion engine combined
with the 10kW electrical, and now the
P1 hybrid which is targeting smaller
power range. Pre and post DPF country
also as you go at the 55kW power
knots you have technology transfers
from DPF only and to DPF-SCR. This
involves investments and an impact on
TCO and on R&D. This is why microhybrids
can slot in very well into these
key power knots that the customers are
particularly focused on right now. The
skill is correctly matching more true
power demands to power solutions.”
32
33

EVENTS
#JOHNDEEREPOWERSYSTEMS #KREISEL #CONEXPO
JOHN DEERE @ LAS VEGAS
A MENU
FOR EVERY
TASTE
John Deere Power Systems
booth could be complete
without their newest addition:
the JD4, a 3.9-liter 4
cylinder, (B&S 99x120 mm), from 63
to 120 kW and a maintenance interval
guaranteed to be no shorter than 750
hours of operation.
“We have a specific injection system
and we customized electronic controls
and aftertreatment. This project’s philosophy
is still rooted in the compact
engine with a typical 800/900cc single-cylinder
displacement, representing
a significant upgrade compared to
average units; we’ve definitely raised
the bar on power density. It will replace
some of our 4.5-liter units. The
main features include turbocharging
with wastegate valve, common rail
specially designed for our solution,
John Deere Power
Systems in Las
Vegas literally played
all its chips. In fact,
there was not only
the brand new JD4,
making itself at home
on the huge stand,
along with the JD14
and JD18.
We visited the fruits
of the collaboration
with Kreisel Electric,
from batteries to
electric motors
which also applies to our electronic
control system. As for custom features,
I would include the fuel and air systems
and injection pressure.” Strolling
through the well-assorted JDPS area,
we meet the J14 – the 13.6L freshly
optimized size-wise, which simplifies
onboard integration. And speaking of
this engine that heralded the renewal
of the whole family, we’ll digress to
quote what Patrick Thil, Manager,
OEM Sales, EAME, Asia and Australia
said at Agritechnica 2019. “With
the new 13.6L engine we can reach up
to 510 kW, almost 700 hp. We modified
the injection system to have higher
fuel pressure and to achieve the
right rating. Originally the unit injector
was inside the engine and we put
the common rail outside the engine
cover. And we took the benefits of that
to change a bit the head of the engine,
reducing its size and integrating some
automatic valve lash adjustments. We
improved the noise level and serviceability
as well.” The Deer sticks to the
modularity principle to ease support
and training services. The rear gear
train is another milestone that minimizes
noise, torsional and camshaft
stress. Hydraulic lash adjusters reduce
valve backlash. A “government package"
which also applied to the JD18,
Diesel of the Year 2021, in the power
range between 522 and 677 kW. Now
moving onto the electrified range with
Kreisel’s KVP63. The battery nomenclature
includes the power rating expressed
in kWh; also in production
– meaning available for order – is a
battery pack whose shape and size
were designed to ease incorporation
into a range of specific applications,
both hybrid and electric. That’s not
all for the electric offer, which includes
a threesome of batteries made
to meet the needs of applications such
as tower lights in the 20 to 40 kW
power range. We also saw the EMD-
200-D – electric motors up to 200 kW
and 1275 Nm, the EPD-200 electric
pump drive featuring 200 kW and 881
Nm, the EMD-100-1 – a single speed
electric motor drive fitted with a 326
kVA PD400 inverter (with the PD280
reaching 228 kVA). Our tour among
traction and fuel equipment suggested
a similarity between modular batteries
and Lego blocks. “Technology is
moving forward” is a common adage
that suits John Deere tactics just fine.
Battery thermal management is one of
the parameters driving their synergy
with Kreisel with a view to provide a
performance that could be in line with
the resulting increase in power and
life. The power density mantra echoes
in the new electrified world, too.“You
can use slow charging – we’re told -
but you can also opt for fast charging,
while on a lunch break for example,
using the grid.”
No substation, high voltage or authorization
required, then. Which confirms
the words of Jennifer Preston,
global director of John Deere Electric
Power, on the eve of ConExpo: “We
see the clear and growing need for
battery and charging solutions for the
off-highway industry. Together with
Kreisel, we are expanding our battery
portfolio to include even more versatile,
scalable power to meet a wider
range of application needs.”
34
35

EVENTS
#VOLVOPENTA #CONEXPO
VOLVO PENTA @ LAS VEGAS
DO YOU
REMEBER
VEGAS?
Hannes Norrgren, President of Volvo Penta’s Industrial Business
Unit: “Expanding our partnership with Gradall into electromobility is an
exciting development for us. This is our first electrification project in a
construction application, representing another milestone in Volvo Penta’s
electromobility journey and aligning with our sustainability ambitions.”
In Las Vegas
Prabhakaran
Sundaramurthi, Vice
President Product
Management Industrial
BU, spoke to us
about the technology
platform with Gradall
Industries, alternatives
to “diesel only” and
the US market. Here is
an overview of Volvo
Penta’s presence
in construction and
the off-highway in a
broader sense
As a corollary to Volvo CE’s
earth moving machinery,
Penta showcased their D16,
DC13, DC8 and D5, representing
the internal combustion range,
as well as their electric driveline. Our
host was Prabhakaran Sundaramurthi,
Vice President Product Management
Industrial BU. “This venue is
our connection with the Northamerican
market”.
So what are this market’s demands
and what about Volvo Penta’s expectations?
“The US are no different when compared
to the other large developed
markets. We see a great opportunity
here in our current as well as in our
future offering, there are a lot of government
incentives to absorb the new
technologies, particularly for electrification
and to strengthen the grid and
charging infrastructure. If you look at
the other applications for construction
and handling for example, there
is plenty of incentives to move along
the path towards net zero solutions.”
A preamble to introduce the next
question. Gradall Industries, an Ohiobased
telescopic arm excavator maker,
presented the electrified version of
their XL 4100 V wheeled excavator,
known as EL41H4. The concept is
entirely supplied by two Volvo Penta
batteries that fit into the existing
engine compartment. Volvo Penta’s
electric drive system also includes the
high-voltage system: electric motors,
gearboxes, inverters, junction boxes
and wiring. With a hydraulic system
supplied by an electric PTO also by
Volvo Penta, this concept can use ener-
gy from the battery to move the boom.
The system will provide 94 kWh of
energy; a full charge takes less than 45
minutes with a 150kW charger.
What can you tell us about the presentation
of the Gradall concept?
“With Gradall we embarked on our
electrification journey. We developed
a solution that’s scalable according to
the end customer needs. When looking
to electrified solutions one must
understand what the machine will be
used for; this provides the basis for
configuration and allows to deliver
the required power output.”
Do you think electrification will
take root quickly and what do you
think about hydrogen from a shortterm
perspective?
“We think there is no one solution that
fits every application need. The key
variable is the energy infrastructure,
and so are government steps like regulations
and incentives. Starting from
the dual fuel solution where hydrogen
can be used to replace most of the vehicles
running on diesel, to gas and
biomethane engines and those using
fuel cells. There are these three technological
paths that we’ll implement
based on client needs. To date, we
know that transitioning to the future
requires a bridge solution; we believe,
therefore, that dual fuel systems
will provide a nice solution with
a view to guaranteeing operational
continuity. Having an alternative fuel
such as hydrogen means being able
to replace up to 80% of diesel thus
achieving CO 2
reduction in the existing
fleets. As we move forward in this
direction, and should green hydrogen
become predominant, then we’ll also
have solutions capable of using 100%
hydrogen. Currently the technology
and overall ecosystem are pretty new,
so we need to take care of training
and understand the relevant safety
issues and so on, implementing the
necessary partnerships.” The question
on diesel engines is a must. “It’s
true that ICE will survive, in one form
or another, and they will be continuously
evolved to improve on efficiency,
curb emissions, and so on. The same
platform will be used with sustainable
fuels such as hydrogen or HVO; so,
they’ll be modified to be able to run on
such fuels. They’ll keep living, one way
or another. This is something we firmly
believe in, which applies to the North
American market, to which we are offering
our full range.”
36
37

OFF-HIGHWAY
#KOMATSU #FARESIN #HITACHI #DEVELON #BOBCAT
SAMOTER VERONA
ELECTRIC &
DIGITAL
HITACHI ON ELECTRIC TECHNOLOGY
Electrified excavators are now a reality in various construction
sites, with some manufacturers announcing their presence in
the compact market only with this type of machines. Beyond
loud statements, there are manufacturers such as Hitachi
which, today, present themselves with a truly purchasable
range that extends from the 1.9-ton minis up to the 15-
ton construction short radius excavators. The Japanese
manufacturer has formalized an official partnership, which
also extends to some models of large demolition machines,
with KTEG, the transformation and special machines division
of the German dealer Kiesel. The joint venture is called EAC,
European Application Center. It created various models and
applications that tackle and solve the operational problems of
the electrification of hydraulic excavators in a concrete way.
With prestigious collaborations with Deutz Electric, which has
developed its PowerTree, i.e. a large construction site power
bank capable of recharging machines in all types of operating
contexts. To date, the manufacturer’s range offers 5 models
with operating weights starting from 19 quintals, rising to 26
and reaching 135 passing through 55 and 85.
After six years of absence, Samoter’s return has been welcomed
by professionals and the public. In a sector that is still experiencing
a strong growth, many innovations were presented, but
electrification and digital transformation are the emerging topics.
Since Samoter is a triennial show
and the last edition was canceled
due to Covid, it last took place
in 2017 and was missed in the
earthmoving and construction sector.
For its great return, May 3-7 at the Verona
Exhibition Center, it was dedicated
to earthmoving, lifting, drilling, quarry
machinery, and components. The real
protagonist of this edition was energy
transition, which most companies plan
to tackle with an “energy mix” between
electric, hybrid and hydrogen technologies.
For compact machines, electric
power is currently the best solution, but
for medium-large machines, manufacturers
are studying hydrogen technology.
However, we are well aware that hydrogen,
in order to be sustainable, must
also be green and that its development
will require infrastructure, demand, investment
and incentives from institutions.
Indeed, in some European countries,
machines will have to be electric as
early as 2025 to be able to work in urban
contexts and, consequently, the electrification
process will proceed at a brisk
pace. However, not everyone agrees
with this drive towards forced electrification:
Komatsu, for example. Since
machinery is responsible for emissions
to a limited extent, the goal remains that
of reducing CO 2
emissions by 50% by
2030 and by 100% by 2050, by intervening
on machinery and technologies, but
also on processes and plants. While hydrogen
will play a key role in the future,
Komatsu believes the present is hybrid,
as it can reduce emissions by an average
of 30%. Lots of electric innovations
were on display at Samoter. Like those
of Kato Imer, which presented the Car-
ry 105 and Carry 107 Electric Power
minidumpers, created in collaboration
with Dell’Orto (already on display at
the last edition of Bauma). The new
minidumpers are very advanced and intuitive
work machines suitable for any
type of construction site where compact
units and strict limitations in terms of respect
for the environment are required.
The innovative interchangeable battery
pack makes the Carry always available
to work, without the long breaks required
for recharging. Even in the lifting
sector, the protagonists are electric:
Faresin Industries has completed its
full electric range with new models. It
started in 2018 with the 6.26 telescopic
handler. Speaking of telehandlers, we
cannot fail to mention Merlo: its 30.7
won most of the awards at the Samoter
Innovation Award thanks to the active
safety control system, which perfectly
prevents the risk of the machine overturning
when handling a load. One of
the great protagonists of this Samoter
is also from Merlo, the e-Worker 2WD,
the fully electric telescopic handler.
The new models are equipped with two
electric motors mounted directly on
the front wheel reduction gears, which
ensure front-wheel drive and the possibility
of modulating the power required
for transfers – a solution that guarantees
maximum machine autonomy. Samoter
2023 was for some a debut opportunity,
such as for the Develon brand, formerly
Doosan Infracore, which appeared
for the first time in Europe. If the name
has changed, the identity has not: on the
contrary, Develon intends to strengthen
its position as a leading company in the
search for cutting-edge technological
and construction site solutions that look
and develop “beyond”, key concepts included
in the same name Develon: “Develop”
(development) and “Onwards”
(forward). Among the innovative solutions
there is the revolutionary “transparent”
bucket, a technology developed
to improve visibility on site, which establishes
new safety standards that no
one had previously thought of. Among
the other new developments from Develon,
the DL420CVT-7 wheel loader with
dual transmission, i.e. hydrostatic and
mechanical at the same time, the “smart”
DX225LC-7X excavator, the new DX-
20ZE two-ton electric mini excavator,
ready for sale, which will soon be followed
by the other minis with electric
powertrain developed entirely in-house.
Among the busiest stands was Bobcat’s,
where the new T86 compact track loader
with Doosan D34 Stage V compact engine
was presented, the most powerful
ever manufactured by the company. The
latest additions to the range of ground
maintenance equipment (GME) were
also present. The range includes small
wheel loaders, compact tractors, compact
track loaders, lawnmowers and turf
equipment. In the spotlight for the first
time in Italy, the super-compact TL25.60
telehandler with Bobcat Stage V engine
and the TR50.250 rotary telehandler,
representing the new range including
ten models compliant with Stage V for
the European market. Finally, the E19e
electric mini-excavator. It builds on the
success of the E10e, also on display at
Samoter. Bobcat is positioning itself as a
battery-powered machinery pioneer and
is committed to investing in research
and development to continue this trend.
38
39

INTERVIEW
#FETISGROUP #FRANCE #HYBRID #ELECTRIC
FÉTIS GROUP
UPDATE
AND
UPGRADE
Since 1978, Fétis Group has diversified from the distribution of
engines, to generator sets and lifting equipment, to the manufacture
of hydraulic systems for industry, instrumentation, integration of
welding solutions, electrohydraulic solutions and systems for mobile
machine manufacturers, engineering, welding, transmissions, marine
propulsion systems, multi-technology service and recently the
manufacture of hydraulic cylinders.
Such as the Latin people said:
repetita iuvant (repeating
does good). So read the short
introduction by Fétis Group,
which we wrote after HyVolution,
which took place at Parc des Expositions
at la Porte de Versailles in
Paris on 1 and 2 February.
“There is talk of engines in France
and the Fétis Group could not be
absent. The subsidiary Secodi is
the official distributor of the Perkins
brand for the whole of France
since 2003, Secodi has since become
the official dealer for Finland,
Estonia, Turkey, Spain, and
21 countries in Central and West
Africa. On display at the stand was
the range extender, which consists
of a 40kW fuel cell and a hydrogen
filling and storage system, with
At HyVolution in Paris,
we met Oliver Lythgoe,
Chief Marketing
Officer and Technology
Marketing Consultant
for the Fétis Group.
It was an opportunity
to meet again and
hear more about the
evolution of the French
group, which plans
a future of system
integrator beyond
the Perkins brand
distribution areas
batteries, for telescopic handlers,
specialized tractors and field tractors.”
We couldn’t stop there and asked
one of our old acquaintances from
his times at Perkins, Oliver Lythgoe,
Chief Marketing Officer and
Technology Marketing Consultant
for the Fétis Group, to give us a
comprehensive overview of the
French company.
Please, Oliver, let’s introduce the
Fétis Group.
“The Fétis Group is a privately
owned international engineering
organization serving the off-road,
energy and marine industries,
based in the French city of Nantes.
For much of the 45-year history
of the Group, the main activities
were centred around distribution
of mechanical, hydraulic, transmission,
electronic and electrical
systems from suppliers like Perkins
engines, Danfoss, Bosch Rexroth,
Volvo, Dana, Carraro and
many others. About a year ago,
the Group reoriented its strategy
to accelerate decarbonization,
building on Group’s strengths as
an integrated solution provider.
The Group is already delivering
low carbon projects with OEMs,
including implementing hydrogen
fuel cells in telehandlers, vineyard
machines, and hydrogen-powered
robots. There will be no single
‘silver bullet’ technology for decarbonization,”
says Oliver. “We
believe that the future will involve
a mix of different technologies including
battery electric systems,
hydrogen combustion engines, hydrogen
fuel cells, and e-fuels. Battery
electric power is suitable for
smaller machines with less power
and limited range, while hydrogen
may be more appropriate for machines
with higher duty cycles or
that require faster refuelling.”
Agility is the differentiator in a
changing market.
“The Fétis Group includes the Perkins
distributorships for territories
including France, Turkey, Spain,
Finland, Estonia and most of Francophone
Africa. Hydraulic and other
distribution activities share similar
territories. The outlook is far
more international, however. Our
expansion as a solution provider
and systems integrator allows us to
work beyond the boundaries of our
traditional distribution activities.”
The development process for alternative
power systems, such as battery
packs or hydrogen fuel cells,
is perceived to be less capital-intensive
compared to developing
traditional diesel engines which
can demand tens or hundreds of
millions of Euros. The availability
of established technologies and
components, such as Lithium-ion
cells, power electronics and electric
motors allows for faster development
and it is the ability to deliver
successful projects, learn and
evolve that will drive success.
40
41

INTERVIEW
#CARRARO #DANA #PERKINS #VOLVOPENTA
“I’d like to emphasize the importance
of speed, and the capability
to integrate different technologies
quickly, efficiently. The company’s
agility as a medium-sized, family-owned
business is a major differentiator,
as it enables us to move
quickly in the market. The market
for low carbon machines is still
in its infancy, so current opportunities
are mainly proof-of-concept
projects, niche production and retrofitting
existing machines to alternative
power systems. We collaborate
closely with OEMs in these
early decarbonization projects and
through doing that we are learning
quickly about the areas where
OEMs need most help and thus
where we can add the most value.”
42
Secodi, the first
company of the Fétis
Group, is located
along the Loire River
in Nantes, France, and
its growth has been
closely tied to the
Loire for more than 40
years. Jacques and
Marie-Paule Fétis,
founders of Secodi,
started their business
selling and repairing
Perkins diesel engines
Talking about fuel cells, will hybridization
be the key?
“When it comes to fuel cells,” Oliver
continues, “a hybrid approach
is often preferred, combining fuel
cells with battery storage. This
combination allows for the fast
load response times required in
many machines and addresses concerns
about the fuel cell’s reaction
time. It also allows the fuel cell
to operate in its optimum conditions
for efficiency and durability.
In terms of fuel cells, we have
cooperated with a company called
Symbio for several of our recent
projects. We have used a 40kW fuel
cell, which, when combined with
battery capacity, can create a hybrid
system suitable for machines
in the 80 to 120kW range, a very
common power requirement for
construction, agriculture and materials
handling machines.”
Talking about batteries.
“Regarding battery technology,
different chemistries may be required
for fast or slow discharge
and recharge cycles. Our approach
as a company is to analyze the machine’s
requirements and provide
tailored solutions based on the duty
cycle, whether it involves batteries
or hydrogen fuel cells. I want also
to remark the importance of considering
the entire system when developing
these machines,” Oliver
stated.
“This includes aspects such as fuel
supply, charging infrastructure,
and operator training for handling
hydrogen or Lithium-ion batteries
safely. The Fétis Group takes a holistic
approach to the engineering
challenge, considering the ecosystem
surrounding the machines,
providing a solution that works in
terms of energy sources, refuelling
infrastructure, and operational aspects.”
Do you think automation and
robotics represent the parallel
challenge?
“The Fétis Group also see major
potential for automation and robotics
which will happen in parallel
with the adoption of alternative
power systems. Automation and
robotics are of massive interest in
industries like agriculture, where
young people are less interested in
manual labour jobs such as driving
tractors. Automation provided new
freedom and flexibility in machine
design. If the human operator is
removed, then the requirement for
a cab to keep that operator comfortable
and safe is also removed.
The hourly cost of the operator is
removed.
These factors bring new flexibility
to machine designers and are
extremely beneficial in moving to
lower carbon power sources. This
opportunity for automation and
robotization is leading the Fétis
Group to invest heavily in the
growth of our software and electronics
teams in both France and
Germany.”
43

COMPONENTS
#CMTG #PROSIG #TICKDETECTION #NVH
CMTG
FIGHT
THE
NOISE
s
Prosig’s General Manager, Chris Mason, has expressed
excitement about adding Kvaser’s products to their
solutions. “As CAN measurement has become more
complex, Prosig has sought an expert partner to provide
high-quality, innovative solutions. Kvaser, with its 40 years
of experience in embedded control and leadership in CAN
and related buses, was a natural choice.”
Some topics, like acoustics, are as
complicated as they are meant
for a niche group of experts.
CMTG, based in Devon, UK, is
a developer of solutions spanning the
industrial, automotive and aerospace
industries. What solutions? We’re
talking about test for vehicle transmission
systems, engines and all onboard
components. Which vehicles? The application
range is flexible, from cars
to ships, down to military vehicles.
“CMTG, Condition Monitoring Technology
Group, deals with monitoring
rotating machinery: differently than
reciprocating machinery, rotating machines
(turbines, pumps and compressors)
use centrifugal forces to move
fluids and gases.
For ordinary vehicles we carry out
NVH (Noise Vibration and Harshness)
Prosig says: “Our
focus is noise and
vibration measurement
and monitoring for
the automotive,
aerospace, advanced
engineering,
manufacturing and
power generation
industries.” CMTG,
their parent company,
wears the doctor’s
shoes. Its surgery
is the test bench, its
speciality is noise
treatment
tests, providing the necessary equipment
and sensors. In the engine-making
sector tests can be performed
during bench prototype development
as well as end-of-line. We develop adhoc
solutions based on our customers’
requirements. For instance, we have
dedicated sensors for turboexpanders
that can withstand a temperature of
900 degrees”.
Some application examples?
“Applications are many and varied.
One is the so called ‘tick’ or rattle detection,
developed jointly with a major
automotive manufacturer (editor’s
note: the manufacturer’s name is clearly
top secret). It’s about capturing the
sound that’s typical of reciprocating
engines. We carried out our investigation
on automotive components that
were exhibiting a high frequency ‘tick’
during each operating cycle.”
What do you mean by components?
“We mean the engine in its entirety. The
tick could be heard above the normal
operating noise, so we mounted a device
to measure and analyse it. That’s
the capturing system from Prosig (the
manufacturer of devices with which
we carry out comparative analyses of
this kind) fitted with a customized software
designed for this specific application.
A microphone was mounted on
the test jig, that is to say a frame, to
verify that the sound could be recorded
well enough to discriminate good
or bad acoustic performance. To make
things clearer, empirically the test was
carried out on a normally working engine
and on one where the ‘tick’ can
be heard. Both engines were placed in
front of a mic so that both conditions
could be recorded and compared. After
capture, the two signals were replayed
and the time histories from the mic
were analyzed.”
So how did evaluation take place?
“Initially the signals looked very similar
which definitely did not aid in
classifying the problem. So we created
frequency spectra from the signal
using the Prosig analytic software. It
became clear that there was more energy
in the signal featuring the ‘tick’
compared to the smooth signal. This
energy was spread over quite a large
frequency range. Concerning tick detection,
most of the difference was in
the 5000 - 15000 Herz range, so a filter
was applied, and the spectra recalculated.
When viewed on a linear vertical
scale as opposed to a logarithmic
scale it became easier to distinguish
which component was exhibiting the
tick noise.”
The application was made possible
thanks to data acquisition by the Prosig
hardware – a solution including microphones,
the DATS-solo hardware and
the DATS software, which enables to
perform acoustic analysis and to use a
worksheet to customize analysis and
visualization of the resulting data.
What were you aiming to? Meeting
the need to discriminate good from
bad components, detecting this socalled
‘tick’ sound during operation.
In short, in medical terms it’s as if
you were doing a patient history and
diagnosis.
“Exactly. From a mechanical standpoint,
the prognosis depends on adjustments
to be made on “bad” components
by the manufacturer.”
44
45

MARINE
#ASLABRUNA #4ECONSULTING #SEALENCE #ZAPIGROUP
ELECTRIC BOAT SHOW. MILAN
IT IS
NOT A
LAKE
The supply chain of water electric
mobility can be found
where there is no sea. However,
there is a lively market, that of
Lombardy, with 10 million residents,
over a fifth of the Italian GDP and a
plethora of lake basins. We gathered
our first impressions in the mobile laboratory
of eDriveLab. They started in
the marine sector at the beginning of
2020, thanks to Sealence, which acquired
the majority stake of the company.
This is how a journey that allowed
their growth from system integration
to product begins. Therefore, there
is space for flexible and dynamic design
in application terms, which fully
invests the electrified powertrain: batteries,
power and control electronics,
management software, possibly the
“range extenders” (therefore thermals
The Idroscalo is
an artificial basin,
created for seaplanes,
just 8 km from
Milan Cathedral.
The Electric Boat
Show was held here,
from 12 to 14 May.
During the three
days of the event it
was possible to test
the boats and try the
100% electric sailing
experience. We visited
Sealence, AS Labruna
and E4Boat
suitable for acting as generators), in
support of DeepSpeed. The production
is in-house with a “scale-up” program
to aim for “more interesting figures”,
as suggested by the CEO, who adds:
“SafeLi is the combination of heavy
duty use and performance. The mechanical
structure supports the standards
required by the DNV certification.
The battery features a ‘fire proofing’
system to prevent the ignition of possible
fires. The high loading and unloading
powers are certainly a plus;
another plus is the excellent support
for fast charging”. The electronics and
battery management software are developed
by Sealence. SafeLi is suitable
for both commercial boats and yachts
up to 80 feet. They are even at work on
a 40-meter catamaran. The powertrain
is modular, as they can equip up to 32
SafeLi, over 2 MW/h. There is also a
hybrid option on Sealence’s table: the
range extender is identified according
to the performance that the propulsion
system must provide to the hull.
AS Labruna could not be missing.
“It is a particular trade show, oriented
towards testing boats in the water”
Massimo Labruna said. “We are here
as system integrator in electric mobility
applied to boating”. Futura is docked
on the Idroscalo pier, with two 11.5kW
E-Vision X-20 engines, featuring a
48V submerged engine, 5kWh lithium
batteries (expandable to 14 kWh) and
two 1kW-hydrogen cells each. Futura
is flanked by two fiberglass open boats,
equipped with 11.5kW electric outboards,
from two Apulian shipyards,
Idea Marine and Mingolla. Maradea
has also benefited from system optimisation,
significantly reducing noise,
starting with that generated by belt drag.
In Venice AS Labruna will launch the
powerpack: a box the size of a 20hp
ICE, which contains the 10kW motor,
with 2 batteries, for a total of 5 kWh,
and 11 DC-DC converters for recharging
the service batteries. There is also
a cooling system for the electric motor,
which is water-cooled. It does not need
electrical connections. The latest announcement
concerns the participation
in the Energy Boat Challenge, in Monte
Carlo, with a boat made in ultra-light
composite material to compensate for
the weight of the four 7kWh batteries.
Finally, E4Boat, a business network
between Selene shipyard and 4e-consulting,
which was created to support
the electrification of boating. The Corvette
24, in full electric mode, is on
trial in agreement with the Mussini
shipyard in Portofino. The components
are entrusted to Zapi Group, with two
20kW electric motors, inverters, battery
chargers compatible with charging
from Zivan columns, with waterproof
certification (the “case” complies with
IP65 -Ingres protection-, the external
fan is IP55). To be clear, it is sealed and
can even be washed with a pressurized
water jet. It is possible to set up up to
3 modules in parallel, which can be
powered in three-phase. The modules
can be up to 6, but the bottleneck is
given by the power available from the
network. The chemistry is lithium iron
phosphate. This is stable because it is
resistant to overheating. The Corvette
24 has a level 2 redundancy system to
recharge the boat and bring it to safety
in the event of an emergency.
46
47

e -TECHNO
#FARASISENERGY #DELTAQ #THEION #VCBATTERY #EXCILLUM
FARASIS ENERGY
3.3KW BATTERY CHARGER BY DELTA-Q
48
COMPLEXITY
REDUCTION
Farasis Energy deploys its
resources to improve the
long-standing question of battery
power density. The development
of structural battery packs
offers several advantages in terms of
increased energy density, efficiency,
and time-to-market, while reducing
costs and the number of components
needed. By integrating the battery
cells directly into the pack without
the use of modules, the structural
battery system can provide
stiffness, strength, and crash energy
absorption functions that were
traditionally handled by the vehicle
chassis. This higher integration level
of cells supports the mechanical
efficiency of the battery. The PEAk-
Bat project, which is funded by the
federal government, aims to research
and validate novel approaches for battery
systems, reducing the number of
battery tests required in the development
process. This virtual validation
helps to minimize errors and streamline
production steps, leading to cost
reductions in prototype development.
The project involves collaboration
between the Chair “Production
Engineering of E-Mobility Components”
(PEM) at RWTH Aachen
University, Farasis Energy Europe,
and other well-known industrial
partners such as Ford, Trumpf, TÜV
Rheinland Automotive Component
Testing, SCIO Technology, and ACTS
Advanced Car Technology Systems.
Farasis Energy Europe plays a key
role in the project by analyzing and
evaluating different battery systems
and determining requirements for future
battery systems. They are also responsible
for analyzing the manufacturing
processes of structural battery
systems with the aim of reducing testing
efforts. By leveraging the expertise
of various partners, the PEAk-Bat
project aims to advance the development
and implementation of structural
battery systems, ultimately increasing
efficiencies, reducing costs, and enabling
faster time-to-market for future
electric vehicles.
“A structural battery system substitutes
the basic tripartite structure
with a two-tier-structure”, says Stefan
Bergold, General Manager at Farasis
Energy Europe. “The tripartite
structure consists of cells built into
modules, modules built into packs.
Using the two-tier-structure, the module
level can be substituted by integrating
the battery cells directly into
the pack housing; the so-called cellto-pack
approach.”
D
elta-Q never rests on its laurels.
The Canadian company
has introduced the XV3300,
a mid-power charger that is
now in full-scale production. This
charging system stands out with its
innovative 3-in-1 design, combining
a 3.3kW battery charger, a 500W
DC-DC converter for auxiliary loads,
and an EV charging station interface.
“No other 3.3kW charger on the market
also includes a DC/DC converter
for auxiliary DC loads and an EVSE
charging interface in such a compact
size,” said Mourad Chergui, Senior
Product Manager with Delta-Q. “As
we start full-scale production, we can
begin to fulfil the substantial demand
we received since we first announced
the initial development.”
The 3.3 kW charging solution is
available in 58.8, 65, and 120-volt
DC models and is scalable, allowing
OEMs to stack up to three chargers
for power levels up to 10 kW. The
XV3300 uses complex algorithms to
deliver a precise charge to batteries
of various chemistries and voltages,
maximizing battery life and optimizing
charge time. The 3.3kW charging
solution offered by the XV3300 is
available in different models, including
58.8, 65, and 120-volt DC variants.
This flexibility allows OEMs to
choose the appropriate
voltage option
based on their
specific requirements.
Additionally,
the charging
system is
scalable, enabling
OEMs to stack up to
three chargers together
to achieve power levels
of up to 10 kW.
According to the official,
the XV3300 charger is a reliable,
compact, and rugged 3-in-1 charging
system with an IP67-rated enclosure,
offering enhanced protection,
flexible power options, an integrated
DC-DC converter, and an EV charg-
Theion and the sulfur crystal battery
ing station interface, making it an
efficient and convenient solution for
OEMs in electrifying off-road applications.
The system is scalable and
can be paralleled to provide between
3.3 kW to 10 kW of power.
Theion, a German sulfur battery start-up, is moving into a new
location in the district of Berlin-Adlershof. Their lithium-sulfur battery
incorporates a monolithic sulfur cathode with a modified lithium metal
anode. The cathode is specially prepared to have a high hierarchical
morphology and an artificial percolation network. To address the
challenge of polysulfide shuttles, which can affect the performance of
lithium-sulfur batteries, Theion employs a special coating to protect
the poly-crystalline sulfur wafer within the cathode. This coating is easy
to apply and overcomes the insulating properties of sulfur, enhancing
the overall performance and stability of the battery.
VCbattery&Excillum 3D CT inline inspection for EV battery cell manufacturers
By combining Excillum’s high-end X-ray products with VCbattery’s expertise in robotics, imaging, and data
management, the joint solution aims to bring the next generation of inline 3D CT (computed tomography)
inspection systems to electric vehicle battery production. A critical part in battery cells production is quality control.
Battery inspection with full inline microCT-scanning capabilities provides an accurate check for any kind of defects.
“The partnership with Excillum enables us to continue pushing the boundaries of what’s possible in the field of X-ray
inspection,” says Guido Erbach, Haed of Battery Technology at VCbattery.
49

e -TECHNO
#METIS #SENSORS #CAN
SUPPLEMENT
METIS ENGINEERING CELL GUARD
Good news from Bistol, UK.
Cell Guard is a cutting-edge
sensor designed to improve
the longevity of Lithium-ion
battery packs. One of the key features
of Cell Guard is its ability to provide
highly accurate information about
the health of a battery pack. Another
notable feature is its capability to detect
cell venting, which refers to the
release of gas or pressure from a battery
cell. Here are some key features
and benefits of Cell Guard. Cell Guard
monitors various environmental factors,
including Volatile Organic Compounds
(VOCs), pressure changes, humidity,
and dew point. Crosschecking
data for cell venting detection: Cell
Guard’s ability to crosscheck environmental
data with other inputs, such as
cell temperatures and pressure spikes,
enables it to detect cell venting accurately.
Configurable CAN interface for
data transmission: Cell Guard relays
the collected data over a configurable
CAN interface to a control unit, such
as the vehicle’s Electronic Control
Unit (ECU). This allows for seamless
integration with the vehicle’s existing
systems and enables timely warnings
to alert the driver in case of cell venting.
It also provides the opportunity
to cut the circuit to the battery pack.
Cell Guard incorporates an optional
accelerometer capable of monitoring
shock loads up to 24G and impact duration.
This feature helps reduce costly
scrappage by providing insights into
the battery pack’s exposure to shocks
and impacts. Dew point monitoring for
preventing shorting: Cell Guard’s ability
to monitor the dew point within the
battery pack is crucial for preventing
condensation from settling on the battery
terminals. This feature helps avoid
potential short circuits and thermal
incidents. Programmable pin for relay
control: the sensor includes a programmable
pin that can control a relay
when a specific threshold is reached.
This functionality allows for automated
actions based on predetermined
conditions, further enhancing the safety
and control of the battery system.
Cell Guard alco features a low power
mode that silently monitors the battery
pack. In case a threshold is reached or
a problem is detected, the sensor can
wake up the vehicle by transmitting
data on the CAN interface.
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