This report published with support from

The Advanced Propulsion Centre was formed in 2013, demonstrating the commitment between the government and automotive industry through the Automotive Council to position the UK as a global centre of excellence for low carbon powertrain development and production.
It is a central pillar of the Automotive Industrial Strategy created by the Automotive Council and focuses on five strategic technologies.
The APC focuses on the four shown in green, whilst the Transport
Systems Catapult addresses the fifth, Intelligent Mobility.
• Are a company with a prototype, innovative low carbon propulsion technology.
• Want to turn your technology into an automotive product developed in in the UK.
• Find partners and create a collaboration with other companies, suppliers and manufacturers.
• Access industry and government funding to share the risks and opportunities when preparing to bring your technology to market.
The APC is an industry wide collaboration with government, academia, innovators and producers of low carbon propulsion systems. It facilitates and supports partnerships between those who have good ideas and those who have a desire to bring them to market. The APC is also the custodian of the strategic technology consensus roadmaps developed by the Automotive Council which inform the UK’s research and development agenda.
The services provided by the APC enable projects which provide profitable growth and sustainable opportunities for the partners involved and builds the UK supply chain. The APC’s activities will build the UK’s capability as a Propulsion Nation and contribute to the country’s economic prosperity.
University Road
Coventry
CV4 7AL
2

3

4
EV VEHICLE
EM MACHINE
PE ELECTRONICS
PM PERMANENT MAGNET MACHINE
OBD DIAGNOSTICS
SME
SR
SMALL AND MEDIUM-SIZED ENTERPRISE
SWITCHED RELUCTANCE MACHINE
IM MACHINE
NVH NOISE, VIBRATION, AND HARSHNESS
SiC CARBIDE
GaN NITRIDE
ICE
HIL, SIL
AC, DC
TSB
EPSRC
INTERNAL COMBUSTION ENGINE
HARDWARE IN THE LOOP, SOFTWARE IN THE LOOP
ALTERNATING CURRENT, DIRECT CURRENT
TECHNOLOGY STRATEGY BOARD
ENGINEERING AND PHYSICAL SCIENCES
RESEARCH COUNCIL
IGBT
FCV
INSULATED-GATE BIPOLAR TRANSISTOR
FUEL CELL VEHICLE

ELECTRIC MACHINES AND POWER ELECTRONICS WORKSTREAM
CONCLUSIONS AND CONSENSUS ROADMAP
It is commonly accepted that the increase of CO2 emissions into the atmosphere has had an adverse effect on the global climate. The automotive industry is a significant contributor to the CO2 emissions and therefore legislation has been passed in many of the developed countries of the world to combat the increasing trend. The legislation introduces targets for vehicular CO2 emission reduction. The legislation will act as a push factor in the development of new technologies, all of which include some form of electrification. This ranges from stop-start micro hybrid electric vehicles (HEVs) through to full electric vehicles (EVs). Figure 1 shows the architectural roadmaps which illustrates significant breakthrough points in energy storage technology i.e. improved batteries, fuel cells etc. Those technology milestones suggest that a case can be made for mass market EV and fuel cells vehicles (FCVs) in future.
EU Fleet Average CO
2
Targets (g/km)
130
Demonstrators
H
2
Infrastructure
Charging Infrastructure
Niche EV’s
Demonstrators
95 TBD
Fuel Cell Vehicles
Fuel Cell & H
2
Supply/Storage Breakthrough
Mass Market EV Technology
Energy Storage Breakthrough
Plug-In Hybrid
Energy Storage Breakthrough
Full Hybrid
2000
Micro/Mild Hybrid
IC Engine and transmission innovations (gasoline/diesel/gas/renewables/H
2
)
Vehicle Weight and Drag Reduction
2010 2020 2030
Figure 1: Vehicle CO
2
Reduction Strategy
2040
Figure 2 summarises the strategic technologies for the UK industry for vehicle CO2 emission reduction. This report focusses on the Electric Machines (EM) and Power
Electronics (PE) sectors.
Research and development of EM and PE must be an essential focus for automotive as these are enabling technologies for the medium and long term reduction in CO2 emissions. The UK has excellent fundamental technology around EM and PE design, with good innovative companies showcasing revolutionary technologies coupled with application expertise providing a route to commercialisation. This underpinning technology is only the initial step towards commercially available, mass produced, advanced technology of interest to automotive OEM’s and
Tier1’s.
The UK is now in a position where the steps towards reducing CO2 emissions are possible.
Figure 2: Strategic technologies for the UK industry
5

6
The UK now needs to build on the research work and take the opportunity presented to develop the supply chain for these technologies through to mass production and become a world leader in this field. Sector growth will depend on collaborative supply-chain innovation and development across systems and components such as the development of an integrated electric drive train solution as proposed in Figure 3.
Electric Machines and
Power Electronic
Technology Development
Low PM
(REM) content
Low Cost
EM and
PE
Components and Systems
Commonised
Key
Enablers
Improved Mission
& Cycle Definition
Sensor-less monitoring
Highly
Integrated
Ssytems
Improved
Thermal
Control & management
Novel EM
Architectures
Higher temperature
Electronics &
Materials
Plug and Play
E-mobility systems
Better Component system and cycle
Simulation
Flexible
Manufacturing
Capacity
Higher volumes
Improved Component and System test and sign-off
Consensus on operating
Voltages
Standardization of E vehicle interface
Adaptable
Control
Integrated
Electric
Drive
Improved energy recovery interfaces
Figure 3: Integrated electric drive train solution
Some of the technology highlights for the integrated electric drive train are:
• Shared cooling solution
• Increased system coolant temperature to 105°C
• OBD/EOBD standardised
• Cost improvements and volume manufacture
• Minimising cabling and connectors
• Minimal changes to the vehicle architecture
Year
2015
2020
2025
Cost € /kW
kW/Kg
18 to 30
12 to 17
8 to 15
1.2
1.4
1.5
kW/I
3.5
4
4.5
Efficiency
>93%
>94%
>95%
Table 1: Expected improvements of traction drive systems; specification: 55kW peak for 18 sec, 30kW continuous, 15 year life
Cost is the driving mechanism for the development of supply chain across the world.
Table 1 shows the target cost and efficiency trends of the traction drive systems: it is widely agreed that these are “golden target values”. Key technologies need to have a step change in performance, cost or both to enable these targets to be met: current technology is unable to meet the challenge.

Objectives Cascade
Figure 4: Work stream cross sector approach
Verified Recommendations
To deliver new technologies to meet both government and OEM targets, as well as promote investment in the R&D landscape in EM and PE systems, a work-stream crosssector team has been established which represents key stakeholder groups from OEM and Tier1 through innovation SME’s to academia. This will also facilitate they study of how to develop an integrated UK supply chain for these technologies. The following areas are under consideration:
• Emerging automotive sector
• Maturity of suppliers and technology
• Rate of technology change
• Market volume uncertainty
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8
ELECTRIC MACHINES AND POWER ELECTRONICS TECHNOLOGIES
2.1 ELECTRIC MACHINE TOPOLOGIES
Development of a competitive EM starts with the initial focus on topology to understand fundamental machine parameters. Figure 5 depicts three basic EM topologies: permanent magnet machines (PM), switched reluctance machines (SR) and induction machines (IM), mapping them in terms of predicted performance development against time.
Mixed Technology Machine
PM Machine
Topology
Improvements SR Machi nes
IM Machine
Sync
R Mac hines
Control & Electronics
Improvements
Time
Figure 5: Estimated performance improvement of EM topologies
15
SR
Low REM
40
PM
10
Advanced materials and manufacturing
Induction
SR
PM
30
2015
Induction
Limited
Improvements Topology
Improvements
20
5
Improving
SR control
2020
SR
PM
SR
2030+
10
0
0.5
1
Specific Power kW/kg
1.5
2
0
Figure 6: Motor Unit Cost Technical Targets Adapted from US Department of Energy, Electrical and Electronics Technical Team Roadmap 2010
PM motors are commonly accepted to provide the highest torque dense (per volume and per weight) approach for performance. However, there is resistance to the use of rare earth material driven by the supply has required non-PM solutions to be considered. Globally industry supply is reliant on China (with growing resources from the USA being available). In 2010 China announced that export quota would be reduced by 40% on the 2009 level resulting in huge volatility in the global value of magnetic rare-earth material. Another aspect of the shift away from PM designs is the move to higher temperature materials with targets based on system coolant operating temperatures of 105°C beyond 2015.

SR and mixed (PM/Synchronous Reluctance) technology are cost effective solutions and provide a really possibility to providing future potential for step improvements in performance vs cost. Further improvements in machine designs and control algorithms may lead to a breakthrough on synchronous reluctance machine performance.
Among the key barriers for high volume and low cost SR machines are torque ripple, availability of suitable power convertors and poor noise, vibration, and harshness
(NVH). All of these barriers point at limits of both power electronics and the available topologies. Furthermore, anticipated improvements in the area of PE systems and their control will provide step changes as suggested in Figure 5.
2.2 HIGH PERFORMANCE TRACTION MOTORS AND GENERATORS (100KW+
Figure 7 shows the Automotive Council roadmap for high performance motors and generators i.e. with power greater than 100kW. These electric machines predominantly utilise PM designs driven by package weight, and performance criteria.
Permanent magnet
Induction
PM content reduction
Hybrid Motors
Switched Reluctance
Synchronous Reluctance
Multistage
Thermal Management
Modular single speed
Traction motion gearbox
Integrated electric powertain & vehicle cooling
Multispeed torque cut gear shifts Multispeed power shift
2010 2015 2020
Wheel motors: geared drive
Wheel motors: direct drive
2025 2030
Prototype Production
Figure 7: High performance motors and generators roadmap
PM machines are well established in the industry but there are still key enablers which could bring the technology further. The most important from them are:
• Advanced control electronics
• Material improvements – Low loss soft magnetics
• Improved temperature behavior
• Lighter and improved conductivity wire/windings
• Topology advancements
• Reduced thermal barriers
• Internal thermal conduction
• Improved manufacturing and fault tolerance
2.3 MEDIUM PERFORMANCE AND LOW POWER TRACTION MOTORS
AND GENERATORS (<40KW)
The segment of medium performance and low power traction machines (Figure
8) shows opportunities for alternative (non-PM) topologies. SR and hybrid PM/
Synchronous Reluctance topologies constitute greatest potential for future step changes in technology. Both of these are however, dependent on advancements in control and electronics at an acceptable cost. In addition, PM machines have a key place in this power range as well. Development of automotive specification and lighter induction machines could be also beneficial for city type vehicles predominantly due to the anticipated cost.
9

10
Permanent magnet PM content reduction
Induction
Development of lighter weight induction machines
Hybrid Motors
Switched Reluctance
Synchronous Reluctance
Advanced electronic control provides step change
Multistage
2010
Thermal Management
Modular single speed
Traction motion gearbox
Prototype
2015
48V Micro/mild hybrid
Integrated electric powertain & vehicle cooling
Integrated single speed traction motion gearbox
Multispeed torque cut gear shifts Multispeed power shift
2020
Wheel motors: geared drive
Wheel motors: direct drive
2025 2030
Production
Figure 8: Medium performance and low power motors and generators roadmap
2.4 POWER ELECTRONICS
Power electronics is a critical contributor to the overall performance, efficiency and cost-effectiveness of electric machines. The current focus of PE is driven by high-temperature, wide band-gap materials as SiC and GaN with components now commercially available. Once again, the cost of these components needs to be assessed as is indicated in Figure 9 and Figure 10 and it is believed that it will be driven by economies of scale on SiC and GaN devices.
High power density invertors
Low cost invertors
11kW/kg + 9kW/I
7.9S/kW
12kW/kg + 12kW/I
5S/kW
High temp inverters ~90°C
High temp inverters
2010
PE system level integration
PE system level integration
Prototype
2015
Production
2020
14kW/kg + 13kW/I
3.3S/kW
>150°C
IGBT (SiC/GaN/SICN) drive
Power electronics monitoring
Autotuning invertors
Resonant convertors
Integration of invertors & motors
Integration of DC/DC & chargers
2025 2030
Figure 9: Power electronics roadmap
Intensive research and development of high temperature and higher power density inverters is anticipated where extensive monitoring is required to better understand the performance in the field and also understand driver use profiles. Additionally, it is evident that technology improvements will shape the future topologies of the inverter.

15
10
5
HP Density Inverters
High temperature materials enable higher power density
Low Cost Inverters
2015
HP Density Inverters
Cost driven by IGBT economies of scale
Integration with motor and 105°C cooling system
Low Cost Inverters
Low Cost Inverters
HP Density Inverters
2020
HP Density Inverters
PE Integration 2030+
System Level
Integration
40
30
20
10
0
0.5
10
Specific Power kW/kg
15
Figure 10: Technical Targets Adapted from US Department of Energy,
Electrical and Electronics Technical Team Roadmap 2010
20
0
11

12
There are 19 main universities located in the UK that are involved in EM & PE, shown in Figure 11. The majority of EM & PE research is currently focused on industrial and green energy with some groups branching out into aerospace and automotive applications. These groups have research topics ranging from full electrical system integration projects to component level research.
1
University of Edinburgh
2
Newcastle University
3
Durham University
6
7
4
University of Leeds
5
University of Lincoln
Loughborough University &
The University of Nottingham
Coventry University
The University of Warwick
8
University of Cambridge
9
Cranfield University
10
Imperial College London
11
University of Southampton
12
University of Bath
13
University of Bristol
14
Cardif University
15
University of Oxford
16
The University of Manchester
17
University of Liverpool
18
Queens University Belfast
18
1
16
17
4
2
3
6
5
7
14 13
12
15
11
98
9
10
Figure 11: UK EM&PE Research Institutes
To understand the current research situation and topics in the UK in detail, a survey was sent to all above mentioned universities and research institutes; 11 responded.
The survey consisted of 5 questions about:
• Research staff and head count
• Facilities and capability
• EM&PE research projects and funding
• Outputs
• SWOT analysis and industrial/international links

The overall feedback received from the survey is that there is a good fundamental EM and PE research capability in the UK with a number of advanced topology and hybrid design ideas already being tested in prototype form. Furthermore, there is significant investment from overseas organisations in UK academic research. As anticipated, a great percentage of the ongoing R&D is in the area of green and power, driven by the same effort as for automotive, towards CO2 reduction.
The focus on CO2 reduction for the energy generation sector has significant benefits as this can be refocused onto the automotive sector requirements with significant technology overlap. Changes to the research, to provide real automotive focus, would require additional considerations such as the inclusion of secondary attributes (e.g.
NVH, automotive qualification, etc.).
The data obtained shows that significant automotive R&D is ongoing for non-UK based OEMs and tier 1’s by UK universities. Based on this, it is clear that there is a need to highlight and support UK-based companies with automotive technology requirements and prioritise these in academic research. The detailed results of the survey are presented in the following sub-sections.
3.1 RESEARCH STAFF AND HEAD COUNT
Current staff and researcher head count in EM&PE area is shown in Table 2 and graphically in Figure 12. The highest proportion of staff consists of doctoral research students followed by research associates and assistants.
Full-Time Equivalent Academic Staff
Research Associates / Assistants
Doctoral Research Students
Technicians or other direct support staff
Total
Table 2: Current Staff and Researcher Head Count in EM&PE area (11 universities)
71
106
239
39.5
455.5
Headcount Breakdown
Technicians or other direct support staff
(9%)
Full-Time Equivalent
Academic Staff
(16%)
Doctoral Research
Students
(52%)
Figure 12: Headcount breakdown
Research
Associates/Assistants
(23%)
13

14
Comparison between EM & PE and internal combustion engine (ICE) sectors is of greatest interest when comparing the answers provided to the other questions on the survey. Figure 13 summarises the differences with regard to headcount. It shows that there are similar levels of research associate headcount despite the difference in funding as it is described in the following sections. The biggest variation comes in the doctoral research students between the two research areas.
Comparison of Headcount between EM&PE and ICE Research
140
120
100
80
60
40
20
0
200
180
160
Research Associates/Assistants (FTE)
Doctoral Research Students (FTE)
ICE Headcount EM&PE Headcount
Figure 13: Comparison of headcount between EM&PE and ICE research
3.2 FACILITIES AND CAPABILITY
Overview of current university facilities and capability based on the performed survey shows:
• 57 Electrical machines research/test rigs
• 29 Electrical machine dynamometers ranging from 1kW – 1 MW
• 11 Dynamometers known to be suitable range for EV/REEV electric machines
• 8 of the 11 Dynamometers are capable of >150 kW
• 3 facilities have dynamometers and battery simulator/battery for system level research
• Advance manufacturing facilities for EM&PE
• Climatic test chambers facilities for PE
• 2 dSPACE HiL Labs
• Other facilities include: bearing test rig, high speed test rig, drive train condition monitoring and capacitor discharge
Universities that have electrical machine test facilities seem to be primarily focussed on industrial and wind applications. The number of electrical machine test rigs without a vehicle dynamometer outweighs the number with this dynamometer capability.
This implies that the majority of automotive research is at component level rather than system level. If system level capability exists then it is likely to be in the virtual domain (HiL) or in demonstrator vehicles. Only 3 of the 11 university test facilities with

dynamometer test rigs, suitable for system level EV/REEV automotive applications, have battery simulators or vehicle battery architectures suitable for high dc voltage systems. Of the universities that responded, one has large scale test facilities exclusively for ac power electronics, and no research interests in electrical machines or drives.
Processing of the acquired data identified test facilities which are currently not available or the quantity is not sufficient. Those involve test facilities for:
• Electric machines
• Power electronics
• Power ratings and durability
• Systems development
• High voltage component testing
• Subsystem level
• Drive train level
• Burst test rotors
3.3 EM & PE RESEARCH PROJECTS AND FUNDING
The total amount of funding in research activities for EM and PE (green energy, wind, power, and automotive) between April 2009 and March 2012 was £75.389m.
This amount consisted of grants, industry funding, and in-kind support.
Research Funding
Industry Funding
15%
In-kind Support
2%
Total Grants
83%
Figure 14: EM&PE Research Activities and Funding April 2009 – March 2012
The rough funding split, which is depicted in Figure 14, suggests that the vast majority of financial support flows from government grants. The grants shown in Figure 15 are of four types based on the grant authority – Technology Strategy Board (TSB) (since renamed as InnovateUK), Engineering and Physical Sciences Research Council (EPSRC),
European Union (EU) and other including government and charity.
15

16
Other
(Government and/or Charity)
37%
Research Grants
TSB
12%
EU
24%
Figure 15: Nature of the research projects
EPSRC
27%
The funding shown is specified for the entire area of EM and PE regardless of the targeted application sector. Further break down, with reference to individual application sectors is shown in Figure 16. Automotive research is valued at £21.5M, involving 57 major projects and represents 26% of all EM and PE research projects.
These project employ / fund 27% of all EM & PE research fellows and 29% of all
EM & PE doctoral students on automotive projects. It is believed that this situation represents a good balance between value of funding and number of project/funded research staff.
Funding Split from £74.4m Total Funding
Undetermined Funding
£18.8m
(20%)
Automotive Research
£21.4m
(12%)
Non-Automotive
Sectors, £53m
(57%)
Figure 16: Funding breakdown with reference to the application sectors

EM&PE Automotive Sector
(£21.4m Total)
Industry Funding
£3.5m (16%)
In-Kind Support
£1.3m (26%)
TSB
Non-Automotive Sector
(£53.0m Total Funding)
In-Kind Support
£0.2m (0%)
Industry Funding
£9.2m (17%)
TSB, £2.1m (4%)
EPRSC
£11m (21%)
Other
(Government and/or Charity)
£3.3m (15%)
E
Other (Government and/or Charity)
£15m (28%)
EU
£15.5m (30%)
EU, £2.2m (10%)
Figure 17: Comparison of Funding Sources (automotive versus non-automotive)
Comparison of funding sources between automotive and non-automotive research projects is depicted in Figure 17. The balance between grants and industry support is similar in automotive and non-automotive sectors, approximately 80:20 in both cases.
Automotive Sector EM Funding
In-Kind Support
£1m (14%)
Automotive Sector PE Funding
£9.8m
Industry Funding
£0.3m (3%)
In-Kind Support
£0.2m (2%)
Industry Funding
£1.9m (25%)
EU
£9.4m
(95%)
Figure 18: Funding Comparison between EM and PE sectors
The 80:20 ratio is not applicable to the entire automotive sector as there is tremendous difference between the EM and PE funding, as shown in Figure 18.
Even though, the PE research funding is greater than EM funding, industry funding is focused on EM research with little investment in PE research. 95% of PE research is funded by grants. In general the PE grants are worth twice the value of those for
EM research. In-kind support can be discounted as it is such a small percentage of income in all responses analysed.
EM&PE Automotive Sector
(£21.4m Total)
Industry Funding
£3.5m (16%)
In-Kind Support
£1.3m (6%)
TSB £5.5m (27%)
ICE
(£41.5m Total Funding)
In-Kind Support
£5m (12%)
TSB, £56m (13%)
Other
(Government and/or Charity)
£3.3m (15%)
EPSRC
£5.7m (26%)
Industry
Funding
£15.4m (38%)
Other
£2.2m (5%)
EPRSC
£11.6m
(28%)
EU, £2.2m (10%) EU, £1.7m (4%)
Figure 19: Funding Comparison with Internal Combustion Engine Research
17

18
The comparison between EM & PE and ICE research was of great interest in the survey and the results are presented in Figure 19. By value, funding from research grants are comparable in both automotive EM & PE research and ICE research, at approximately £20m.
• The total funding in EM & PE research is half that recorded for ICE research over the same period (April 2009 – March 2012)
– Industry support in automotive EM & PE research is lower than the equivalent industry support to ICE, 15% compared to 37%
– The total difference in funding between the two research sectors is attributed to industry support.
– Research grants in automotive EM and PE research make up 80% of funding compared to ICE grants which equate to 51%
– TSB funding is the same for the two research sectors.
• Across all sectors, the mean % split between EM and PE focused research projects was 44/56
– The split for EM & PE research project funding is 34% and 66% respectively.
– In the automotive sector the research focus % split is 27/73 with a funding split of 44% and 56% respectively.
– In non-automotive sectors the research focus % split is 44/56 with a funding split of 30% and 70% respectively
– In the automotive sector the funding appears to be equally split, however, there are a greater number of PE focused projects
– In the non-automotive sector the research focus is evenly balanced and the funding is largely devoted to PE research
3.4 OUTPUTS
The survey yielded following results in terms of research output:
• Journal Papers:
• Peer Reviewed Conference Papers:
440
567
• Researchers Moved into Industry:
• Others: o Electric Vehicle software o Consultancy reports o Spin-out company
85
3.5 SWOT ANALYSIS AND INDUSTRIAL/INTERNATIONAL LINKS
Representative response from SWOT analysis is summarised as follows:
• Strengths:
– The UK has strong and internationally recognised knowledge, research and experience base
– Track record on EM and now for PE has attracted overseas investments and students
• Weaknesses:
– Research is split by application not fundamentals
• Better collaboration required between automotive and industrial application
– Lack of co-ordination between universities
– Industrial research collaborations are limited to small niche companies
• More support is required from global companies help the industry grow.

• Opportunities:
– Groups in EM & PE to work on automotive applications
– Link market drivers and research to ensure vitality and sustainability
– UK EM&PE research currently represents good value to investment
• Threats:
– Competition from Asian universities
– Gaps between UK industry and research
– Lack of UK graduates and academics with appropriate skills
3.6 SURVEY RECOMMENDATIONS AND POTENTIAL RESEARCH THEMES
Further analysis of survey results, or a more detailed questionnaire, is needed to identify split and value of automotive research against green renewable and industrial research more in detail.
The most important task is the identification of methods to co-ordinate research between automotive and other industries. Furthermore, co-ordination of component level research between universities to allow a multi-collaborative system-level research project is crucial because it will have better buy-in from large global companies.
However, industry has to better formulate its ideas and needs into tangible research projects with real world applications to excite the academic community.
It was agreed that an Automotive Council Industry-Academic Joint Committee for Automotive EM & PE Research should be formed. This should comprise senior industrialists and senior academics who are actively involved with EM & PE research.
It needs to have a direct and tangible link with the EPSRC and the TSB. It will provide:
• Up to date guidance for government and research councils on the research needs of the community
• A forum for tackling national EM&PE research issues to ensure a strong, active community that continues to provide impact
• To provide, where appropriate, a collective national and international voice
Research themes which are crucial for the development of EM&PE capabilities in the
UK are:
• Reduced rare earth machines
– Achieve high power densities using novel new topologies
(hybrid, SR, ferromagnetic etc.)
• Reduced cost of machines and drives
– Reduce manufacture costs, material cost and overall system cost to improve EV uptake
– High temperature power electronics
– High strength magnetic composites to replace current lamination stacks
• Integration of duplicate systems i.e. drive & charging systems
– Reduce mass, reduce cost, improve packaging
• Advanced manufacturing
– How to move towards competitive mass production of EV systems in the UK
• Test and facilities
– How to standardise testing and specifications of machine
– Development of centralised testing facility (MIRA, Millbrook etc.)
• Safety and reliability
• Training and servicing
– How to prepare service workshops for new technology
– Methods of standardising diagnosis
19

20
There are a number of key players in terms of EM & PE development and production spread across the whole UK as suggested in Figure 20.
1
Sevcon, Gateshead
2
Nidec, Harrogate
3
Magtec, Sheffield
4
Aeristech, Kenilworth
5
Zytek, Lichfield
6
Lotus, Norwich
7
Pamantys, Cambridge
8
Ricardo, Leamington
9
Ricardo, Shoreham
10 Evo Electric, Woking
Protean Electric, Farnham
11 PG Drives Technology,
Christchurch
12
Ash Woods, Exeter
13
Honiton Lee Motors, ??????
14
Gravitron, Stroud
15
Yasa Motors, Stroud
16
Prodrive, Banbury
1
13
12
Figure 20: UK Development and Production
14
15
16
11
2
3
4 5
10
7
8
9
6
Table 3 to Table 6 classify and describe the companies more in detail with the focus on EM and PE activities (i.e. the total amount of employees could be bigger but only the number of them focussed on the above mentioned activities is given).
Company
Sevcon
Location Employees
Market
Segment
Comment
Gateshead,
UK
Around 100 worldwide
Automotive,
Industrial,
Leisure
Core business is development and manufacture of motor controller/inverters for full electric and hybrid vehicles. Industrial vehicle heritage for over 50 years with many new products focused on growing demands of the on-road automotive industry.
Products designed to integrate with most of the significant motor manufactures
PG Drives
Christchurch,
Dorset, UK
Industrial,
Leisure
Wheelchair and mobility originally, but moved up power a little into some industrial vehicle sectors
Amantys
Cambridge,
UK
Table 3: Power Electronics

Company
YASA
Location
Abingdon.
Oxfordshire
Employees
Market
Segment
20
Comment
Automotive,
Motor sport
The University of Oxford spin-off
2009. Very high torque density direct drive PM axial flux motor with range and motor speed increasing with newer models.
Starting to work with vehicle manufacturers
EVO Electric
Woking.
Surrey.
30
Automotive,
Motor sport
Imperial College spin-off 2007.
High torque PM electric axial flux motors and generators.
In a JV with GKN
Ashwoods Exeter 20
Automotive,
Utility
Original core business in developing/installing retrofit hybrid systems. Now developed their own range of 48V/80V motors although technology not fully tested yet
Lee
Motor Co
Honiton.
Devon
Gravitron
Stroud.
Gloucester
Magnomatics Sheffield
<10
<20
DC brushed motors only.
Off-road.
Marine.
Originally Lynch motor company.
Specialise in DC brushed PM motors
Leisure
Core business is design/ manufacture of electric vehicle
& ride for leisure industry.
Also developing their own
AC induction motors
Automotive
Sheffield University spin-off
2006. Specialise in a double rotor ("electric gearbox") concept to generate very high output torque.
Magnetic
Systems technology
Sheffield
Automotive -
Hybrid Bus
Parker Industrial
Table 4: Motors
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Company Location Employees
Market
Segment
Comment
Zytek
Lichfield,
UK
190
Automotive vehicles
Split between automotive and motorsport divisions. Offer a range of automotive design and manufacture services including
EV and hybrid. Bespoke motor and controller packages for clients. 50% owned by
Continental since 2008
(partnership)
Proteon electric
Farnham.
Surrey
Motor/ controller combined,
Automotive
Active again after new financial backing.
Magtec Sheffield Automotive
Design and manufacture of electric drive systems and components for a wide range of vehicle types including off-road multi-wheeled and tracked military vehicles
Nidec Harrogate 50
SR drives specialist
A lot of industrial work, but growing automotive interest in
SR technology.
AMG Northampton
Table 5: Electronics and Motor systems

Company
Ricardo
Location
Cambridge,
Leamington
Spa,
Shoreham
Employees
Market
Segment
50-100
Comment
Automotive vehicles,
Pass-car, commercial & military vehicles, Power generation (wind, wave), growing capability in EM and PE
Lotus
Hethel
Nr Norwich,
Norfolk
NR14 8EZ
50-70
Automotive vehicles,
Vehicle & Systems integration. Vehicle
Control Software and Hardware.
Safety case development. EV,HEV,PHEV, systems test and development.
Drivetrain development.
Pass-car, commercial & military vehicles, growing capability in EM and PE
HIL and SIL development hardware and software at vehicle and system level
Vehicle dynamics and homologation development facilities
Prodrive
Banbury,
Oxfordshire
15
Automotive vehicles, drivetrain development,
Power electronics
Motorport background, but now working on pass-car, light CV, mechanical HEV as well as full-EV and HEV design & integration
AVL
Kidderminster,
Coventry,
Basildon
150
Drivetrain development, calibration & testing
Controls development and calibration of full-vehicle, engine, transmission, and
EV/HEV integration
Aeristech Kenilworth 15
Electric boosting products
Design & make own SR motors, drives, and controls. Applications in pass-car, light- and heavy-CV.
Table 6: Consultancies
For all automotive companies, cost is a key driver for further development which is closely linked to the ramp-up of economy of scales. As the volumes of xEVs are still uncertain, increased attention should be paid to standardisation; e.g. diameter of electric motors, current ratings, standard PE units for Tier1’s and OEM’s. Additionally, a systems approach is needed to manage overall vehicle / subsystem costs for
OEMs as well as availability of required facilities and available manufacturing. As to the last point, it was observed that technology companies have no clear route to manufacturing for automotive which seems to impede the desired development in the EM & PE sectors. Significant investment is required in advanced manufacturing route for volume of approximately 5k-20k pa which brings about high capital cost to grow volumes for most SME’s. The opportunity of shared facility should be considered which provides the manufacturing as well as the certification/sign-off at end of line.
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✓ Key focus area
Permanent Magnet
Induction
Hybrid Motors
Switched Reluctance
Synchronous Reluctance
Multistage
48V micro/mild hybrid
Thermal Management
Traction Motor gearbox
Wheel Motors
High
✓
✓
✓
Low
+ Commercial Value -
✓
✓
✓
✓
✓
Table 7: Current EM capability in the UK
Table 7 lists the current UK capability in the EM sector highlighting the key focus areas which are:
• Permanent magnet machines with main focus on:
– Reducing rare earth materials
– Reducing weight of casing
– Increasing operating temperature for integrated cooling
• Switched reluctance machines with main focus on:
– Establish optimum topology
– Reducing torque ripple
– Improve NVH
• Synchronous reluctance machines

✓ Key focus area
High Power Density Inverters
Low Cost Inverters
High Temperature Inverters
IGBT (SIC/GaN/SICN) drive
Power Electronics Monitoring
Autotuning Inverters
Resonant Converters
PE System Level Integration
High
✓
✓
Low
+ Commercial Value -
✓
Table 8: Current PE capability in the UK
✓
✓
✓
✓
The equivalent overview for development in PE sector is shown in Table 8 and it is in line with the conclusions from section 2.4. The most significant topics are:
• Combined DC/DC converter, inverter and charger to enable increased bus voltage with comparable battery sizes and rates
• Modular power electronics building blocks which can be built into bespoke packages
• Applications with new GaN / SiC substrates for the next decade
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The clear challenge to the sector is to promote and deliver high value manufacturing solutions in a technology area open to a new supply base and supply chain which is key to delivering both the short and long term Low CO2 strategy. Electric machines and power electronics represent a key enabler for medium and long term
CO2 reduction in the automotive industry and therefore significant technology development of integrated electric drives is expected in the global market.
An emerging future technology and manufacturing opportunity with a worldwide demand leveraged through aligning a strong academic and innovation resource (SMEs) are possible. UK has excellent fundamental technology around EM and PE design with good innovation companies with first time technology application expertise looking to commercialise. Targeted investment and development and vertical integration of the EM & PE supply chain for these technologies can lead to mass production and the ability to compete with the emerging competitive countries. SME and leading innovation companies require access to better/more facilities capable of component, sub-system and system level pro. Such facilities should include multiple power sources and power sinks, environmentally capable test facilities (hot/cold test), integrated HiL/
SiL with test facility (drive the mission profile).
The technological steps required are the improved hardware integration with the topology, improved modelling of vehicles and systems, growth in SME experience and knowledge of OEM quality levels in components and systems. Last but not least, is the availability of facilities to allow prove out at vehicle and environmental level of complete car along with improved definition of vehicle sign-off criteria for highly electrified vehicles which is closely linked to OEM rationalisation of electrified product.

• Identification of key technologies
• Proposal on how to develop an integrated UK supply chain for these technologies
• Proposal to better align academic and industrial research agendas including process and governance to encourage collaboration
• A clearer vision of this growing sector and its potential for the UK
• A strategy to promote investment in the R&D of electric machine
& power electronic systems
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