Auto suppliers build solutions for EV future

New technologies require the right solutions.

And technology as transformative as electric vehicles is going to need some big, bold ideas that not only meet the moment but emphasize safety. Across the rubber industry, auto suppliers are building those solutions, one innovation at a time.

Innovation begins at the auto maker level, and EV technology is bringing more players into the game. Startups and disruptor companies are challenging traditional OEMs to think outside the box and take leaps of faith around design and propulsion. Companies such Rivian, Canoo, Shifeng and Li Auto are bringing big ideas and new EV designs to the table.

And each of them—in addition to the traditional OEMs—need support from auto suppliers.

Innovation, location
If anyone understands the ins and outs of tech startups, it's Continental A.G.

The automotive supplier always prided itself on its technological advancements, and the company understands that a strong competitive edge begins with solid alliances. So as Continental prepared to move quickly into the EV arena, it made a point to position itself in the middle of technical innovation.

The company opened an R&D location in Silicon Valley in 2013 and expanded its capabilities there in 2017 before its most recent move to a new, nearby location in Santa Clara, Calif.

"This is very important for us," said Rainer Kremmeicke, key account manager within ContiTech's Divergent Mobility Group and head of the company's Santa Clara location. "First of all, it (allows us to) align and engage with the universities and startups that are developing new technology and cutting-edge technology at a very fast pace.

"We are learning a lot here, not just about the technology, but about process," Kremmeicke said. "New startups and new players in the market take a quite a different approach, far (different) from the traditional business model. We are constantly learning from new businesses and new models."

Those lessons go a long way for Continental, which works to develop a number of products and systems that help EVs optimize performance, efficiency and safety.

The presence in Silicon Valley is just one small facet of the company's overall approach of maintaining a leadership position within the markets it serves. Having a global network of R&D and manufacturing facilities certainly is one of Continental's advantages, especially in the auto industry, Kremmeicke said.

"We see a lot of customers that are acting globally," Kremmeicke said. "…. We understand how to handle a global program and project, and that is one of our major strengths."

Quiet, please
There are a lot of things that change in a vehicle that doesn't have a traditional engine. Take away the belts and pistons, motors and fans and you're left with a whole lot of space, not to mention a whole lot of quiet.

So quiet you notice it, said Kevin Riddell, LMC Automotive senior manager of powertrain forecasting.

"When you're driving along, it is completely different inside the cabin," Riddell said. "You are suddenly much more aware of gears in the gearbox turning than in the past when you had the engine."

It's not just the lack of engine noise that leads to such a quiet ride.

Because EV batteries are heavy, OEMs and suppliers are looking to lightweight the vehicle in every possible way in an effort to extend the range. They're turning to lighter-weight components and parts that only add to quiet rides.

This is where DuPont's adhesive and bonding solutions can help, said Tina Wu, DuPont Mobility & Materials' global vice president of advanced solutions and Asia-Pacific regional leader.

"When you try to get rid of all the steel and replace (it with) aluminum and plastics to make the car lighter … everything is going to be very sensitive to the noise," Wu said. "So adhesives also play a pretty significant role in achieving that NVH target for OEMs to make the car quiet."

To help meet growing demand for its adhesives and bonding products, DuPont is investing $35 million in China and Europe to expand capacity for some of its material solutions and enhance development of products.

And it's not the only company doing so.

Henniges Automotive is making investments of its own in China and Europe. One of its most recent investments came in the Czech Republic, where in February the company opened a new European headquarters and testing center. The 35,800-sq.-ft. facility in Mlada Boleslav features a test lab, office space and prototyping workshop/warehouse area. It is equipped with state-of-the-art testing tools for functional testing, climatic/environmental simulation, material properties, and mechanical and antivibration testing, among others.

It also has capabilities for rapid prototyping and 3D printing as well as silicone molding and polyurethane molding, which will go a long way in helping the company meet the changing auto industry needs.

"As you accept that the traditional drivetrain is going the way of dinosaur, we have to look at what are the other products that we have that lend themselves to this kind of development and capabilities in the antivibration space that also are going to continue to live on in EVs," said Fred Jamieson, global vice president of sales, marketing and program management for Henniges Automotive. He pointed to strut mounts and subframe bushings as examples.

"Anything that needs dampening or a development to address durability or modal behaviors, this (facility) is a space where we have the equipment and investment to expand our product portfolio beyond center bearings."

Cool, cool
Those EV batteries may be helping to cut greenhouse gas emissions, but they run hot as they do so. Optimizing the performance of those batteries—and subsequently, the vehicles—requires particular thermal management solutions. This is a space that DuPont Mobility & Materials knows well.

"Higher energy density batteries and also super-fast charging can create thermal management challenges in these new EVs," said Christophe van Herreweghe, global strategic marketing director at DuPont Mobility & Materials. The solutions that DuPont brings to the table, "will help safely manage and control heat during charging and vehicle operations."

That's easier said than done, given that EV batteries are finicky. They perform optimally at a temperature around 25°C, and maintaining that temperature is critical to the battery's longevity and the vehicle's performance.

"If they are too cold, that has a significant impact on their performance, think about range and the distance that they go. If they are above 60°C, basically the battery cells are getting destroyed," van Herreweghe said.

This is where the DuPont BetaTech and BetaForce products step in, extending the range and lifetime operations of EVs and their batteries, setting up the vehicles for optimal performance.

"They will help keep that temperature around that 25°C sweet spot by exchanging temperature between the cooling unit and the battery cells," van Herreweghe said.

Part of ensuring battery longevity involves easier vehicle maintenance. Van Herreweghe noted that helping to build a circular economy around the batteries will be important, too.

To this end, DuPont has been focusing some of its product development on sustainability.

"DuPont believes that electrical vehicles represent the future of mobility and are the solution to sustainable transport and combating climate change," van Herreweghe said. "So, in support of this, our BetaSeal, for example, is (designed) to be easily de-bonded—to open the battery lids and afterward to rejoin. And this is going to allow us to repair, reuse or finally enables for recycling the expensive cells and components within the battery pack."

What's driving EV adoption
DuPont isn't alone in envisioning an automotive future driven by EVs. Globally, the pace of development and adoption of EV technology varies by region. But it boils down to several key factors: governmental regulations, charging infrastructure, OEM investments and battery technology.

According to Wu, the battery technology piece is an important one because it impacts the cost as well as the performance of the EV.

"As you can imagine, maybe five years ago, making a battery was much more expensive than the much more mature technology of making a traditional engine," Wu said. "But the cost of the battery and the capability of the battery—meaning driving (more) kilometers or miles per charge or charging time—all of that has significantly improved. And the cost has significantly reduced."

Within the last 12 months in particular, the cost difference of building an ICE vehicle and an EV have narrowed considerably. It won't be long, experts say, before the industry achieves cost parity.

An April IHS Markit report indicated that the cost of manufacturing an EV will reach parity with combustion engine vehicles by 2027.

"EVs are less complicated to produce because there is no exhaust system, no fuel lines," Kremmeicke said. "The cost of batteries for EVs are driven by the battery pack, but I think development of new battery technology and materials (will bring the cost down)."

Extending EV range with battery technology will help, too.

BEVs have an awful lot of power, Riddell said, which can serve emerging autonomous vehicle technologies well. For instance, advanced driver assistance systems that have earned the approval of drivers will continue to advance, paving the way for more autonomy, which builds on the advancements of GPS and LIDAR.

When coupled with in-cabin infotainment and touch screens, ADAS/AV capabilities give EVs a high-tech feel drivers want. They also pull lots of energy from the battery. For OEMs, the key will be finding a balance that offers the amenities motorists want with the range they expect.

"With the ADAS systems going, there is a more continuous energy draw on a BEV," Riddell said. "… If this is something that people want, they are going to lose (some range). Is it worth losing 20 miles of distance to be able to drive on the highway with no hands? It's going to be a balancing game."

The right solution could help, too.