COMBINING NON-STANDARD APPROACHES FOR WEIGHT REDUCTION

Combining non-standard
approaches for weight
reduction in vehicles today
Ed Elliott, PhD
eelliott@prescouter.com

2
+1.872.222.9225 • info@prescouter.com
About PreScouter
Prescouter provides customized
research and analysis
Clients rely on us for:
PreScouter helps clients gain competitive advantage
by providing customized global research. We act as an
extension to your in-house research and business
data teams in order to provide you with a holistic view
of trends, technologies, and markets.
Our model leverages a network of 3,000+ advanced
degree researchers at tier 1 institutions across the
globe to tap into information from small businesses,
national labs, markets, universities, patents, start-ups,
and entrepreneurs.
Innovation Discovery: PreScouter provides clients
with a constant flow of high-value opportunities and
ideas by keeping you up to date on new and emerging
technologies and businesses.
Privileged Information: PreScouter interviews
innovators to uncover emerging trends and non-public
information.
Customized Insights: PreScouter finds and makes
sense of technology and market information in order
to help you make informed decisions.
500+
CLIENTS
WORLDWIDE
150,000+
HOURS OF RESEARCH
COMPLETED FOR CLIENTS
4,000+
RESEARCH
REPORTS CREATED

Executive Summary
Goal:
Conduct research on non-standard approaches for weight reduction in automobiles
and find the most appropriate and optimized way to increase efficiency
Approach:
PreScouter identified 3 main areas of non-standard approaches and highlighted
development trends and development timelines based on research and
announcements from relevant organizations
Motivation:
Weight reduction and increased efficiency in the automotive sector will have a direct
impact on environmental emissions and climate change. Reducing CO2 emissions is
a key driver of this change, and the automotive industry is expected to increase its
lightweight share from 30% to 70% by 2030. Moreover, there is key value in
lightweighting, as OEMs are willing to pay up to 20 EUR / kg saved, which can be
another driver for key stakeholders in the industry. Leveraging new techniques in this
industry outside of those that are most commonly being studied can give players in
this industry a wider variety of tools to move forward in this direction.
+1.872.222.9225 • info@prescouter.com 3
Key areas identified includes:
Wireless Technology
01
Energy storage weight
reduction for EVs
02
Novel Battery Cooling Systems
03

Executive Summary – Findings
Wireless Technology
• After the engine and the body, the wiring harness
is the third heaviest component in an automobile
weighing 200 pounds or more
• Based on Yamar electronics and Tesla’s new
architecture, around 1.8 to 2 Kms of cabling length
(weighing up to 5610kg) can be reduced
Roadblocks
• Wireless technologies still face a challenge of
delays in transmitting signal and power
• Wireless communications among onboard
systems still face reliability and cost concerns.
The technology won't be ready before 2030
Next Steps
• In the next 4-5 years, there will be a shift to Flexible
Printing Circuit Boards and Data/Power lines
transmission
Energy Storage Weight reduction for EVs
• Next-generation nickel-rich cathodes will enable a
cell-level specific energy of 300–350 Wh kg–1
Roadblocks
• Increasing densities and developing new
chemistries at low cost
Next Steps
• Lithium-sulfur batteries show promise to
drastically reduce cost and could lead to a
possible doubling of energy density when
compared to current Li-ion batteries.
• Lithium-air batteries are the holy grail for energy
storage materials, with a theoretical energy
density closely matching that of gasoline
• Solid state electrolytes aim to make lithium-ion
batteries chemistries a fully solid state device,
helping to improve safety, and energy density. If
breakthroughs are made, they could double the
energy densities of current Li-ion batteries.
Novel Battery Cooling Systems
• BTMS plays a key role in EV battery efficiency
and the key drivers are safety and reliability
of a battery pack
• Companies are moving from air cooled
battery systems to novel technologies such
liquid cooled (Direct and immersion),
Refrigerant cooled and PCM cooled
• Liquid cooled systems are being tested by
many companies like Tesla
Roadblocks
• With PCM there remains a dependency on
heat exchangers that are still in the
development phase
01 02 03

Wiring Harness Overview
Wiring Harness weighs more in the current generation
automobiles
• Connected technologies are driving OEMs to incorporate
more networks, such as CAN, leading to wiring
harnesses that are heavier, larger, costlier, and more
complex
EV Wiring Harness
• Vehicle mass plays a key role in determining a vehicle’s
range, especially in EVs
• New vehicle technologies require additional electrical
wiring and electronic components, increasing the weight
• Electric powertrain alone adds about 30% more weight
compared to an ICE. Current EV wiring harness
Jim Farley, CEO of Ford:
“We didn't know that our wiring harness for Mach-E was 1.6 kilometers longer than it needed to be.
We didn't know it's 70 pounds heavier and that that's [cost an extra] $300 a battery”

Wiring Harness Overview
Wiring harness weight at present
• The wiring harness is one of three heaviest
subsystems in many vehicles—as much as 150-200 lbs
in highly contented vehicles
• Average wiring harness weighs about
100–120 lbs with average curb weight of 3,500 lbs[1]
• New architectures not only help to reduce weight in
their ideal forms but would also help in the design
process.
• Knock-on effects from increased weight are also a
major issue for BEVs, where increased weight creates
a feedback loop of requiring more batteries.
Current Alternatives to reduce weight
• Companies can use alternative wire materials, such as
aluminum versus copper, and leverage multiplexing
technology.
• It will remain difficult to replace copper conductors
superior cost and functionality.
• Enabling technologies (wireless power transmission,
optical fibers) would allow for substantial wire harness
weight reductions
Current EV wiring harness Connected technologies adding weight

Impact of shift to Wireless in Automotive wiring harness
Current method: Wired
Current reduction in length/Weight: No
reduction in length but material changes
are done
Constraints to weight reduction: Wiring
harness cannot be removed, fully functional
wireless technologies not in place
Impact: Due to usage of alternate wiring
materials, there’s a reduction of 5-10% of
wiring harness
Next step: Research companies are working
on design changes such as semi wired, PCBs,
centralized wireless unit
Expected method: Wireless semi/full
Expected reduction in length: From 3 Kms to 200
metres
Constraints to weight reduction: New materials
and design changes such as DC Bus needs
validation
Impact: Expected to reduce around 30% of
weight. Connected wires instead of a single wired
uni
Next step: Companies like Yamar electronics are
working on Automated power line/data line DC
buses, Tesla on new architecture
Expected method: Purely wireless
Expected reduction in length: 100% wireless
Constraints to weight reduction: Addition of
wireless devices will lead to extra weight,
device to sub unit interaction level, influence of
AI Validation, network issues
Impact: 70-90% increased efficiency compared
to wiring harness
Next step: Flexible printed circuit boards to be
tested with other supporting technologies (AI,
IoT, cyber security etc.,)
Key driving Factors: Cable length, additional wiring, increased electronic functionalities, efficiency reduction
Constraints faced: Lag in communication, chances of complete failure, network issues, additional weight from wireless devices
2023 2025 2030

Development and New Technologies in Wiring Harnesses
Developments in wiring harness industry
Copper conductors have been the mainstream material
for automotive wiring harnesses. In the future, lightweight
wires and harnesses made of aluminum alloy or CA
conductor will be the mainstream material to respond to
demands for reducing weight for better fuel efficiency and
to a run-up in copper prices. The total weight of copper
conduct wire harness is about 30 kg
Technologies to replace Wiring harness in
automobiles include
• Smart harness
• Ethernet
• Wireless transmission of control signals to ECUs
• Power over Data Line (PoDL) - TE Connectivity
• Data over power lines (Asynchronous data transfer
through noise channels) - Yamar Electronics
• Flexible printer circuit board - Trackwise
• Li-fi technology
Power over Data Line (PoDL),
Data over power lines
Smart harness, Wireless
transmission of control signals
Ethernet, printed circuit board
Li-fi technology

Current development for in-vehicle technologies
Tesla has revealed its revolutionary patented new wiring architecture that enables more robot automation in the manufacturing
process and uses fewer materials for its upcoming cars like Model Y and Tesla Cybertruck.
This new architecture:
• Reduces the number and length of cables
• Moves certain controllers into subassemblies which can control multiple devices present in the vehicle
Tesla – Wireless Architecture for Model Y
Key Advantages:
Tesla has worked on optimizing harness structures as well as creating
a new “structural cable” so that robotic arms can handle them with
ease. Tesla’s approach of creating common back-bone type
architecture will enable deployment of robotic technology in wire
harness assembly.
Key Limitations:
Lag in communication signals might hamper the wiring operations

Expected technology in 2025 – Semi Wireless
Automotive Power Line Communication” using the DC- BUS technology, merging data over the power lines using existing CAN and LIN protocols,
thus eliminating extra harness.
Signaling modulation is based on combinations of multiple phase shifts. It proved to be reliable over noisy power lines networks;
This proposed solution:
• Reduces the length of total harness .
• Allows for single bytes to be transferred on noisy channels.
• Enables simultaneous operation of LIN, CAN and SPI networks, each using different carrier frequency through the use of a single line powering
multiple networks
Yamar Electronics – Automated power line communication with DC Bus

Expected technology in 2025 – Semi Wireless
Yamar Electronics – Automated power line communication with DC Bus
Key Advantages:
Signaling using the dc power lines, Multi-channels
communication over a single cable, Message communication
over noisy channels, UART communication over DC lines
Key Limitations:
It still uses 200 meters of wire to connect the different
transmitters and receivers
Case study: The InnoTruck project conducted by Prof. Gernot
Spiegelberg uses Yamar’s power line communication technology for its
lighting operation.

Expected technology in 2030 – Wireless
Trackwise and Nanodimension – Flexible Printed Circuit Boards
Flexible printed circuit (FPC) boards are mostly used in high power applications, but could be considered as an alternative to wire harnesses.
A single FPC may include bus bars, power distribution cables, back panels, etc. A patented process innovation (UK Patent 2498994, U.S. Patent 9226410,
China Patent CN 104145539 B) has extended Trackwise’ capability to the manufacture of flexible multilayer printed circuit boards of any length, making these
the world’s largest flexible multilayer PCBs.In high value, mass- critical applications, boards of such length can be used as an alternative to traditional wiring
harnesses. Trackwise long flex is being used for temperature and voltage monitoring circuits for EV battery packs.
Use of Flexible Printed Circuit Boards can:
• Contribute to approximately 75% weight reduction as compared to conventional wiring harnesses.
Key Advantages:
Decreased assembly time. Reduction in materials and
number of parts Increased reliability – reduction of assembly
errors Decreased space, increased air flow, Improved thermal
characteristics, and Increase in interconnect options
Key Limitations:
N/A

Impact/Analysis
Approach
Short
Description
Weight of system
for new approach
(kg)
TRL
Impact to
weight (lbs)
Impact to
weight (% of
total weight
of vehicle)
Impact to
automotive
efficiency
(%)
Key players
working on
this
technology
Current Wiring
harness in
ICE/EV
All vehicle
interfaces/sensors are
connected with wires
200 lbs and 3 Kms
length (existing
approach)
9 - <1 % <1%
Yazaki, Aptiv
PLC, Leoni
Automated
power
line/data line
DC Bus
merging data over the
power lines using
existing CAN and LIN
protocols
50-100 lbs 7 -50 lbs 1-3% 1-3%
Yamar
corporation
Flexible
printed circuit
board
mounting electronic
devices on flexible
plastic substrates
10-20 lbs 6 -150 lbs 4-7% 4-6% Trackwise
Reducing every 100 pounds increased fuel efficiency by 3%.

Energy storage weight
reduction for EVs

Outlook in Battery Technologies
Current Chemistry: NMC 111, NMC 622
Constraints to weight reduction: Current focus
is on the increase of energy density of
batteries not weight reduction.
Impact: Reduction of weight due to lighter
batteries not likely.
Next step: Researchers are working on
continuing to increase energy densities, and
lowering costs by reducing cobalt content.
Expected Chemistry: NMC 811, maybe LiS and
solid state electrolytes
Expected reduction in weight: ~5- 15% compared
to today's chemistries.
Constraints to weight reduction: Long-range EVs
need to be achieved (~800 km) before weight
reduction from batteries is likely.
Impact: Expected to reduce around 15% of total
vehicle weight if LiS batteries can be utilized.
Electric planes become possible.
Next step: Companies like LG Chem are working
on LiS chemistries.
Expected Chemistry: LiS or LiO
Expected reduction in weight: 15-25%
compared to today's chemistries.
Constraints to weight reduction:
Breakthroughs in battery research needed
Impact: Long range electric vehicles and
electric planes will become common
Next step: Researchers across industry and
academia are currently investigating these
chemistries.
Key driving Factors: Increase in energy density, reduction of cobalt, lowering costs
Constraints faced: Long range EVs desired (~800 km), before weight reduction becomes a priority.
2020 2025 2030
Tesla Battery Module Electric plane with LiS batteries

Nickel-rich
References:
High‐Nickel NMA: A Cobalt‐Free Alternative to NMC and NCA Cathodes for Lithium‐Ion Batteries
A reflection on lithium-ion battery cathode chemistry
<5 years
Layered oxide cathodes with high nickel content (Ni-rich) aim to reduce
the amount of controversial cobalt in batteries.
Mn is abundant and environmentally benign compared to Co.
• The two major factors in which Co and Mn are opposite to each other.
– Chemical stability
– Structural stability
• Current trends are to progressively increase the Ni content and
decrease the Co content in NMC
– Increased capacity
– Decreased cost
Parameter Trend
Chemical stability Mn > Ni > Co
Structural stability Co > Ni > Mn
Electrical conductivity Co > Ni > Mn
Abundance Mn > Ni > Co
Environmental benignity Mn > Ni > Co

Impact to Energy Density and Specific Energy
References:
https://www.nickelinstitute.org/blog/2020/february/competitive-technologies-to-high-nickel-lithium-ion-batteries-the-pros-and-cons
https://pubs.acs.org/doi/full/10.1021/acsenergylett.6b00594
<5 years
Ni-rich NMC and NCA compounds (Ni > 80 mol %)
• Could reach 300 Wh/kg
Reduction in cobalt lowers cost
Increased safety with the reduction of cobalt
NMC 811 (80% Ni, 10% Mn, 10% Co)
• Considered to be the current/near-future cathode
NCA 955 (90% Ni, 5% Co, 5% Al)
• Tesla’s current cathode chemistry
A

Energy storage weight reduction for EVs and HEVs
Li-ion market is
growing, fueled
by growth of EVs
Cathodes are currently the
most expensive part of the
battery, and 2nd heaviest.
Batteries are expected to be the dominant
application for both Lithium and Cobalt markets,
and 2nd in the nickel market by 2025.
Nickel will continue an
important role in batteries as
EV demand grows
A B C D
E
References:
https://www.nature.com/articles/s41560-019-0513-0/figures/1?proof=t
LFP
NMC811
• LFP market share continues to increase as it avoids the
use of cobalt and nickel to reduce cost at the expense of
energy density (~65-70% that of NMC chemistries)
• LFP is particularly well suited for fleet applications as the
they cycle count can be significantly higher than current
Li-ion battery chemistries (5000+ cycles without
significant degradation)

Lithium-Sulfur (Li-S)
References:
A Progress Report on Metal–Sulfur Batteries
https://phys.org/news/2020-07-advanced-lithium-sulfur-batteries.htmlhttps://pubs.rsc.org/en/content/articlehtml/2020/nh/c9nh00730j
https://pubs.rsc.org/en/content/articlelanding/2020/nh/c9nh00730j#!divAbstract
>5 years
As a next generation battery
technology, sulfur is a promising
candidate for cathode materials.
• Higher abundance than cobalt and nickel in
the earth's crust
• Inexpensive Materials (relative to metals
required for traditional Li-ion batteries)
Li-S battery theoretical energy density is 5
times higher than current Li-ion batteries
• 1675 mAh/g
B
A

Li-S - State of Art
>5 years
Sion Power’s demonstration of its Licerion® EV
technology.
Oxis Energy claims to have already achieved 450
Wh/kg at the cell level

Lithium-air (Li-O2)
References:
https://availabletechnologies.pnnl.gov/technology.asp?id=308
https://aip.scitation.org/doi/full/10.1063/1.5091444
https://newatlas.com/ibm-lithium-air-battery/22310/
https://www.science.org/doi/10.1126/science.abq1347
>10 years
• Li-O2 batteries have the highest theoretical specific
energy (~11,000 Wh/kg when only lithium electrode
is considered)
• Ideal energy storage material due to the lack of a
physical cathode,
– Drastically helps reduce weight and therefore
increases energy density, near to that of gasoline.
• Major research is still needed before a practical
demonstration of a battery can be realized.
• However, a major breakthrough by the Illinois
Institute of Technology (IIT) and U.S. Department of
Energy's (DOE) Argonne National Laboratory was
recently reported
"With further development, we expect our new Lithium air
design also to reach a record energy density of 1200
watt-hours per kilogram. That is nearly four times
better than lithium-ion batteries.” Larry A. Curtiss,
Aargon National Lab

Lithium-air (Li-O2)
References:
https://pubs.rsc.org/en/content/articlelanding/2020/nh/c9nh00730j#!divAbstract
https://www.extremetech.com/mobile/217191-new-lithium-air-battery-could-drive-huge-performance-gains
>10 years
• Energy density could be close to gasoline.
– ~1700 Wh/kg
– 10X vs. current Li-ion batteries

Insights
• BTMS plays a key role in EV battery efficiency and the key drivers are safety
and reliability of a battery pack
• Major bottleneck is operating temperature which needs to be kept low and
constant for efficient battery performance
• Companies are moving from air cooled battery systems to novel
technologies such liquid cooled (Direct and immersion), Refrigerant cooled
and PCM cooled
• Tesla uses a metallic cooling tube that loops through series of individual
batteries in the pack.
• GM’s Chevrolet Volt uses cold plates interwoven with battery cells as liquid
cooling system.
• With PCM – a dependency on external heat exchangers remains
• Liquid cooled systems are being tested by many companies like Tesla and
final tweaking on overcoming the constraints

10 year outlook in BTMS technologies
Current method: Air/Indirect Liquid
Current reduction in temperature/heat
dissipation: No reduction in weight
Constraints to temperature reduction:
Ineffective in preventing thermal runaway
propagation
Impact: Decrease in net vehicle efficiency by
up to 20%
Next step: Research and developments in
changing the medium to decrease temperature
and increase efficiency
Expected method: Direct Liquid/Immersion
Cooling
Expected heat dissipation levels : Reduced
thermal resistance
Constraints to heat dissipation: Expensive and
heavier compared to air cooling
Impact: liquid cooling is more effective than air
cooling owing to high specific heat capacity
compared to air
Next step: Companies such as Tesla are working
towards novel liquid methods by exploring metals
and liquid medium
Expected method: PCM / Central Thermal
Management System/ Hybrid Cooling Systems
Expected heat dissipation levels : Wax absorbs
heat and distributes heat uniformly
Constraints to heat dissipation: Require
external heat exchanger
Impact: More effective than air and liquid
cooling. Direct contact dissipates more heat.
Passive systems
Next step: Companies are working towards
adoption of PCM without external heat
exchanger
Key driving Factors: Cable length, additional wiring, increased electronic functionalities, efficiency reduction
Constraints faced: Lag in communication, chances of complete failure, network issues, additional weight from wireless devices
2020 2025 2030

EV Battery Thermal Management Systems (BTMS)
Key Drivers for BTMS :
• To ensure the pack operates in the desired temperature range for optimum performance
and working life. 15-35°C.
• To reduce uneven temperature distribution in the cells. ΔT should be less than 3-4C°.
• To eliminate potential hazards related to uncontrolled temperature, e.g. thermal runaway
• Safety and Reliability and longevity through average lifecycle of EV
Key Features:
• Weight
• % cost of EV
• Environment Friendliness
References:
https://www.sciencedirect.com/science/article/pii/S135943111931292X,
https://www.researchgate.net/publication/320143257
https://www.sciencedirect.com/science/article/pii/S1359431119337421
https://www.qats.com/cms/category/battery-cooling/
Frost and Sullivan Report, 18 Feb 2019, MDD0 18
Air cooled
Indirect liquid cooling
Direct cooling
(Immersion Cooling)
EV
Phase change
material (PCM)
2-phase refrigerant
cooling

Air Cooling
The lowest cost method for EV battery cooling is with air. A passive
air-cooling system uses outside air and the movement of the vehicle
to cool the battery. Active air-cooling systems enhance this natural air
with fans and blowers. Air cooling eliminates the need for cooling
loops and any concerns about liquids leaking into the electronics. The
added weight from using liquids, pumps and tubing is also avoided.
References:
https://www.allcelltech.com/pdf/VPPC_2018_keynote_SAH.pd
https://www.qats.com/cms/category/battery-cooling/f
Key Highlights:
• Inadequate heat removal for fully electric vehicles
• Bulky. ex: Active systems
• Concerns about cold weather
• Ineffective in preventing thermal runaway propagation
Active Thermal systems can decrease net vehicle
efficiency by up to 20%
Kia Soul EV Battery Cooling System

Liquid Cooling (Indirect)
Piped liquid cooling systems provide better battery thermal management because they are better at conducting heat away from batteries
than air-cooling systems. Indirect liquid cooling is where the battery does not touch the liquid directly. One downside is the limited supply
of liquid in the system compared with the essentially limitless amount of air that can flow through a battery.
References:
https://www.allcelltech.com/pdf/VPPC_2018_keynote_SAH.pdf
https://www.qats.com/cms/category/battery-cooling/
https://insideevs.com/news/328909/tesla-or-gm-who-has-the-best-battery-thermal-management/
Indirect liquid cooling is more effective
than air cooling owing to high specific
heat capacity compared to air,
however it is heavier and more
expensive. As well as there are more
parts compared to air cooled systems.
Tesla uses a metallic cooling tube that
loops through series of individual
batteries in the pack.
GM’s Chevrolet Volt uses cold plates
interwoven with battery cells as liquid
cooling system.
GM and TESLA use indirect liquid cooling for there
full EVs, with glycol as the primary cooling liquid

Liquid Cooling (Immersion)
Immersion liquid cooling is where the battery touches the liquid
directly. Key advantage is reduced thermal resistance, thus
more effective and efficient compared to indirect liquid cooling
and air cooling. Liquids and electronics do not go well when in
contact, as such the mainstream adoption of this technology is
still further away.
References:
https://www.grcooling.com/blog/data-center-cold-wars-part-3-single-phase-immersion-cooling-versus-cold-plate/
https://mivoltcooling.com
A dielectric liquid is essential in operating and preventing short
circuit of the battery elements.
Dielectric Liquid has the property of not conducting electricity.
MiVolt Systems produces a range of biodegradable dielectric
liquid enabling direct liquid cooled BTMS.

Refrigerant Cooling
References:
https://www.grcooling.com/blog/data-center-cold-wars-part-3-single-phase-immersion-cooling-versus-cold-plate/
https://mivoltcooling.com
Refrigerant cooling is a special case of liquid cooling where a refrigerant change its phase (mostly from liquid to gaseous) during the heat
removal cycle of the battery systems. This can be direct or indirect.
Two-phase refrigerant cooling. Direct contact Two-phase refrigerant cooling.
Refrigerants tend to boil at a lower temperature, closer to the operating temperature of EV batteries, enabling phase change, thus
transferring the extra latent heat from the battery pack.

Phase Change Material (PCM) Cooling
References:
Thermal management of batteries using PCM is an effective way to balance compactness, lightweight, efficiency and longevity. In a
typical system, PCM material is mixed with a heat conductor and inserted in the battery back in direct contact with the batteries.
However, PCMs are not stand alone cooling systems. They have to be connected to an external heat exchanger (air/liquid cooled).
Wax plus Graphite System
Wax: absorbs heat
Graphite: Distributes heat uniformly

Estimated Weight Comparison : Immersion Vs Air cooled Vs PCM
References:
Immersion Air PCM
• Battery maximum temperature under 35°C
• Temperature variation within 4°C for the case
• 80% of the battery is submerged in the pool
• 16.1% higher battery capacity
• 15.0% lower internal resistance compared with the liquid cooling
Indirect Cooling Refrigerant
Attribute Specification
Material Dielectric Strength 7 kV-mm−1
Thermal conductivity 1.0 W-m−1K−1
Tensile Strength 5Mpa
static coefficient of friction of less <0.3
Exemplary materials -Thermal Interface
silicone elastomer blends and
thermoplastic elastomers
Exemplary Materials - Cooling tube aluminum, an aluminum alloy, steel or copper.

34
• Companies are leaving dollars on
the table when they are stuck in
traditional design methodologies that
lack flexibility
• In BEV design, weight related trade-
offs carry a much larger burden due
to the importance of customer
perceptions on required range
• Knock-on effects from early design
choices can results in multipliers of
any given weight increase, as more
batteries are required to reach the
same final range
Conclusions
The PreScouter Approach:
PreScouter identifies non-standard, interconnected,
approaches to solve client problems.
PreScouter works to highlighted development trends
and timelines based on tracking early-stage research,
announcements from relevant organizations, and
emerging trends in the industry.
PreScouter leverages our large network of subject
matter experts in diverse fields along side of our analyst
network with project architects that work to understand
client needs. They work to create combinations of
solutions offering solutions that solve clients’ problems
in ways that are often non-intuitive.

35
Additional Services
For any requests, we welcome your additional questions and custom building a solution for you.
SOME POSSIBILITIES THAT PRESCOUTER CAN OFFER
FOR CONTINUATION OF OUR RELATIONSHIP
COMPETITIVE
INTELLIGENCE
TECHNOLOGY
ROADMAPPING
TECHNOLOGY & PATENT
LANDSCAPING
MARKET RESEARCH
& ANALYSIS
TRENDS
MAPPING
REVIEW BEST
PRACTICES
PATENT COMMERCIALIZATION
STRATEGY
DATA ANALYSIS &
RECOMMENDATIONS
ACQUIRE NON-PUBLIC
INFORMATION
SUPPLIER OUTREACH
& ANALYSIS
CONSULT WITH INDUSTRY
SUBJECT MATTER EXPERTS
INTERVIEWING
COMPANIES & EXPERTS
WE CAN ALSO DO THE FOLLOWING
✔ CONFERENCE SUPPORT:
Attend conferences of
interest on your behalf.
✔ WRITING ARTICLES: Write
technical or more public
facing articles on your behalf.
✔ WORKING WITH A CONTRACT RESEARCH
ORGANIZATION: Engage with a CRO to
build a prototype, test equipment or any
other related research service.

Impact/Analysis slide
Weight Reference
https://pushevs.com/2020/04/04/comparison-of-different-ev-batteries-in-2020/
Approach Short Description
Weight of system
for new approach
(kg)
Power
capacity
(kWh)
TRL
Impact to
weight
(kg)
Impact to weight
(% of total weight
of vehicle)
Impact to
automotive
efficiency
(kWh/kg)
Key players
working on this
technology
NMC 111 Current State of the Art
390 <<349 Kg
Golf>>>
62 9 - - 0.16
AESC, LG Chem,
CATL
NCA Current State of the Art 480 <<Tesla 3>> 75 9 - - 0.16 Tesla/Panasonic
NMC 811
Nickel rich cathodes for
current LIBs
400 (282)
<<550 Kg BMW i4>>
88 (62) 6 -~100 ~4.5% 0.22 LG Chem, CATL
LiS
Future battery chemistry
that shows promise to
have a significant impact
to weight
~215 75 5 -~265 ~15% 0.35
LG Chem,
QuantumScape,
Oxis
LiO2
Ideal battery chemistry for
weight reduction
~50 75 1 -~400 ~25% 1.5 IBM

Key Results and Analysis – Impact of moving to new battery chemistries and
required cooling technologies
Battery + Cooling Technology Cooling Technology Kg/Kwh Impact to Automotive Efficiency
NMC 111 Air (Nissan Leaf) 15.2 6%
NCA Indirect/Refrigerant (Tesla) 10.9/8.97 9-11%
NMC 811 PCM /Liquid cooling(GM EV) 10 10%
LiS Air (Ford, Volvo, Jaguar) 11.8 8%
LiO2 Immersion 7.6 13%
• Immersion battery cooling technology stands out to have best weight
reduction capability. Developed by Ricardo, i-Cobat uses dielectric fluid
which has the following benefits,
– Lightweight in design and replaces conventional BTMS
– Mitigate and stop thermal runaway and fire propagation
• Combined with printed circuit board which gives an additional
efficiency of 4-6%, usage of Immersion/PCM BTMS in NMC and NCA
batteries will boost the overall operating efficiency by ~10%
• Immersion cooling and NMC 811/Solid state will be a powerful
combination moving forward

Impact/Analysis slide
Method Air Indirect Liquid Refrigerant Immersion PCM
Typical cooling capacity (W/cell)* 5-10 20 35 0.184 KWh/Kg 0.180 KWh/Kg
Weight (kg/kWh) 9.00 4.50 2.57 6.9 5.5
Calculation Air Indirect Liquid Refrigerant
Kg/Cell 0.09 0.09 0.09
W/CELL 10 20 35
CELL/W 0.10 0.05 0.03
Kg/Wh 0.009 0.005 0.003
Kg/KWh 9.00 4.50 2.57
KWh/Kg 0.111 0.222 0.389
Assumptions
1. Tesla S Model - 540 Kg battery weight.
2. Total no. of cells - 6126
3. Weight/cell - 0.09 Kg/Cell
4. Ideal assumption - Per hour
*Reference: SAE J3073

Impact and Analysis
Battery + Cooling Technology Kg Kwh Kg/KWh
Air Indirect Liquid Refrigerant Immersion
9 4.5 2.57 6.9
NMC 111 390 62 6.2 15.2
NCA 480 75 6.4 10.9 8.97
NMC 811 282 62 4.5 9
LiS 215 75 2.8 28.9
LiO2 50 75 0.7 7.6
Battery + Cooling Technology
Impact to Automotive Efficiency (KWh/Kg)
Air Indirect Liquid Refrigerant Immersion PCM
NMC 111 0.06
NCA 0.09 0.11
NMC 811 0.1 0.1
LiS 0.03
LiO2 0.13

COMBINING NON-STANDARD APPROACHES FOR WEIGHT REDUCTION

Recommended

Recommended

More Related Content

Similar to COMBINING NON-STANDARD APPROACHES FOR WEIGHT REDUCTION

Similar to COMBINING NON-STANDARD APPROACHES FOR WEIGHT REDUCTION (20)

More from iQHub

More from iQHub (20)

Recently uploaded

Recently uploaded (20)

COMBINING NON-STANDARD APPROACHES FOR WEIGHT REDUCTION