While the European Euro 6d standard limiting pollutant emissions into the atmosphere came into force in January this year, the European Commission is working on several options for the content and date of application of Euro 7. To develop their next products, manufacturers are already basing themselves on reference values.

The 114-kW fuel cell in the Toyota Mirai has a power density of 3.1 kW/l, one of the best scores of any of the fuel cells currently on the market. Due to their number and thickness, bipolar plates contribute a large share of the cell volume. A great deal of R&D is actively being carried out on this topic, and some of the results offer the hope of achieving a power density of 6 kW/l in the medium term.

Renault is currently launching the Clio on the market with the hybrid version of its E-Tech transmission, a remarkably innovative system presented in detail in our dossier "Renault E-Tech, an efficient and affordable full-hybrid transmission". The Captur will also go on sale before the summer, but this will be a plug-in hybrid version, and the Megane Estate will follow shortly afterward. A 9.8 kWh battery and charger are installed in the platform, the voltage has been increased to 400 V and a Sport Mode combines the power of the petrol engine and the two electric motors.

After exiting the cylinder head, the exhaust gases from the latest supercharged petrol engines pass through the turbocharger turbine and then through a 3-way catalytic converter. Their path must be as short as possible in order to limit heat loss and reduce the time required to initiate post-cleaning after a cold start. However, this proximity complicates the operation of the catalytic converter, which receives unstable gas flows of different temperatures and different lambda coefficients (oxygen content). Continental has developed a turbine outlet integrating a mixer internal to the catalyst and an overflow valve that does not interfere with the post-cleaning operation.

As indirect liquid cooling of batteries gradually takes over from air cooling, a new technology is helping to boost the charging power: immersing cells in a dielectric fluid.

Spurred by the need to roll out electric vehicles, auto manufacturers and suppliers are developing electric motors with greater power densities and higher efficiencies, while making cost trade-offs.

Since its invention nearly 200 years ago, the electric motor has become so popular that its use is ubiquitous in many fields. Is there nothing more to invent? Well, yes actually because the auto industry has been adapting the electric motor — improving its efficiency (which is not as great as so often advertised), increasing its power density, and reducing its weight, form factor, and cost — to meet growing demand for electric and hybrid cars. Of all the types of electric machine technologies, only a few have been chosen by auto manufacturers and suppliers.

Valeo unveiled its latest innovations in driver assistance systems and self-driving vehicles at its Investor Day. The limitations in perception of household sensors are constantly being pushed back, be it for Valeo's second-generation SCALA LiDar, single-lens cameras that can determine distances, or ultrasonic detectors that now operate concealed behind bumper covers. In addition to the intrinsic performance of these devices, the quality of their measurements can also be maintained at a high level by a number of automatic cleaning solutions. Valeo also offers innovative in-vehicle detection systems.

The range autonomy of an electric vehicle (EV) depends on a multitude of parameters, particularly battery capacity. A 10% improvement in powertrain efficiency amounts to a similar increase in battery capacity without any added weight and with a much lower extra cost. The development of silicon carbide (SiC) semiconductors that can be integrated into power electronic systems instead of silicon (Si) semiconductors makes this possible. Powerful electronic control units (ECUs) such as those in self-driving vehicles will also benefit from their advantages. SiC semiconductors are already being used by a some high-end makers and their widespread use is not far off. However, the main challenge today is industrial, not technical.

Company’s comprehensive portfolio aligns with the industry’s needs for electrification.