UPDATE - The Phoenix Contact innovation magazine · 2019. 12. 17. · The longest railroad tunnel...

MobilityWhat drives a European metropolis?Over land, on water, on the tracks, and on foot – the mobility profi le of Amsterdam

The refrigerated innovationWhy e-mobility will only break through once the connector is cooled

The Phoenix Contact innovation magazine

2002

321,000

250,000

500,000

750,000

1,000,000

1,250,000

1,500,000

1,750,000

359,000 400,000450,000

595,000

830,000

960,0001,100,000

1,378,0001,448,000

1,528,000

2006 2010 2011 2012 2013 2014 2015 2016 2017 20180

3.51

6.7

4.1 billion

75.5 million 458.45 meters

57.1 km

FACTS AND F IGURES

airline passengers worldwide (2017)

bicycles in Germany (2018)

The longest ship in the world, the tanker Jahre Viking (scrapped in 2010)

The longest railroad tunnel in the world (Gotthard Base Tunnel, Switzerland)

1,545 bus routesin Shanghai alone

110,000 kilometersLength of waterway network in China (2013)

IstanbulThe largest airport in the world – built in just 4(!) years82 kilometers

The length of the two-lane Panama Canal

New YorkLargest city in America

(21.25 million inhabitants)

UtrechtThe most bicycle-friendly city in the world (2019)

136,500 kilometersLength of freeway network in China (2017)

New passenger vehicle registrations (in millions)

Germany

China

of all Americans consider the public transport system

to be well developed

of Munich's transport infrastructure serves as

parking space (2018)

of new vehicle registrations in Germany are electric

passenger vehicles (2019)

of global CO2 emissions is generated by air transport (2015)

Total length of traffi c jams on motorways in Germany in the years 2002 to 2018 (in kilometers)

Source: Statista 2019

Leng

th o

f tra

ffi c

jam

s in

kilo

met

ers

18% 12.5% 1.0% 2.69%

Route 66 the legendary interstate

highway (3945 km), opened in 1926

150 tPayload of the new heavy-duty Big Falcon Rocket from SpaceX

The Phoenix Contact innovation magazineUPDATE 3/192

Action, please!

Michael Heinemann and Ralf Döhre, General Managers, Phoenix Contact E-Mobility

Dear readers,Mobility is not just something technical, useful, or fast. Mobility is also something emotional. Something that we ourselves, in the truest sense of the word, live and experience every day.

Naturally, as the General Managers of Phoenix Contact E-Mobility, the subject of electric mobility is close to our hearts. After all, Phoenix Contact has been shaping the field of e-mobility with a wide range of products and technologies since 2011, with the development of the cooled High Power Charging solution currently in focus. Starting on page 28, read about how a single component led to the development of the complex HPC charging system that is suitable for everyday use.

A very special “Charging chitchat” section, starting on page 34, takes a look at day-to-day driving with electric cars and individual experiences. Phoenix Contact employees describe their experiences of mobility with a connector – and demonstrate that e-mobility has long been ready to be a part of our everyday lives.

But mobility is much more than just electric mobility. Using Amsterdam as an example, we will be taking a look at what means are necessary to cope with individual mobility in the age of ever-expanding cities. The modes of transport employed in the innovative Dutch metropolis could hardly be more varied. The mobile treasure hunt begins on page 14.

Incidentally, we will be revealing more about ourselves and these subjects on the blog accompanying our UPDATE innovation magazine. Among other items of interest, you will find further images, reports, and news on Phoenix Contact there. The blog can be found at update.phoenixcontact.com.

E D ITORI AL

The Phoenix Contact innovation magazine UPDATE 3/19 3

Water versus land, car versus bicycle and railroad – how does a metropolitan area fi nd a balance?

14

The fairings of a bright red sports car represent the dynamics of mobility in all of its fascinating and challenging facets

LOOKING BACK FROM THE FUTURE

Do you remember, back in 2019 ...?How do we explain expressions such as exhaust pipe, smog, gas station, and traffi c jams to our grandchildren? | 8

Urban mobilityWhat will the future of transportation look like in Amsterdam, the ancient metropolis of trade? | 14

MobilityWhat drives a European metropolis?Over land, on water, on the tracks, and on foot – the mobility profi le of Amsterdam

The refrigerated innovationWhy e-mobility will only break through once the connector is cooled

The Phoenix Contact in-novation magazine


What is behind the plastic casing of a fast charging connector?

28

Editorial | 3From the industry | 6Behind the scenes | 44Legal notice | 47Preview | 47

SWISSLOOP

Swiss accelerationWhat are Swiss students looking to do with SpaceX's high-speed tube and circular connectors from Phoenix Contact? | 24

HIGH POWER CHARGING

The future of E is HPCThe rapid development of fast charging technology | 28

E-MOBILITY IN EVERYDAY LIFE

Charging chitchatElectric vehicles have long since become a part of everyday life. Talking shop at the charging station | 34

FAST CHARGING

Charging in the fast laneThe first 450 kW charging station has been opened near the A8 freeway | 38

IN DEMAND

Between big block and TeslaHow is the home country of automobile mobility dealing with the rapid technological shift? | 40

Everyday life with electric mobility – An adventure no more

34

TECHNOLOGY

A modern approach to transit upgradesWhen expanding its track, a major transit agency improved the safety and efficiency of its communications and signaling system | 42

The USA – a country full of contrasts:

What is life like between big block and Tesla?

40

A modern approach to transit upgrades

42

P ION E E RS


Plugging inElectric vehicles are becoming more common on U.S. roads. In the long term, this will help reduce air pollution and other environmental issues, but it has led to infrastructure and parking challenges in American cities. Fortunately, many municipalities are adopting EV-friendly policies. The Environment America Research & Policy Center released a report, “Plugging In: Readying America’s Cities for the Arrival of Electric Vehicles,” that highlights proven strategies for solving urban issues around EVs. A few of the recommendations include:

• Partnering with businesses to use existing parking infrastructure while providing EV charging

• Encouraging sharing of e-mobility options, such as car sharing, ride sharing, and bike sharing

• Developing apps so that EV drivers can easily fi nd available chargers and dedicated EV parking

https://environmentamericacenter.org/reports/amc/plugging

FROM THE IN D US TRY

Who is ready to spring into the air?Thanks to fuel cell and drone technology, our airspace will become accessible with practically zero emissions

The question above is no longer as strange as it once was. Following on from global shipping companies stating their intentions to use airspace to deliver parcels, the fi rst start-ups are looking into the realistic possibility of sending ultralight taxis into the air.

The start-up company Alaka'i is demonstrating just how close this idea is to being ready for series production. The Massachusetts-based company commissioned the BMW subsidiary Designworks to undertake a study. Together with the American company,

Designworks has now unveiled the fi ve-seater Skai air taxi. The technological features include a six-motor drone with a fuel cell that gives it a range of up to 640 kilometers.

According to a statement issued by BMW itself, however, the parent company is rather

skeptical of the idea, because the noise, a lack of landing space, and environmental regulations render urban applications rather improbable.

skai.co

Developed by Designworks: The Skai air taxi

Centimeters instead of metersLightning-fast reactions make autonomous driving safe

Using the new radar sensor modules, the Berlin Fraunhofer Institute wants to make autonomous driving much safer and more feasible. When a person driving at 50 km/h recognizes an emergency situation, it will take around 1.6 seconds for him to react. During this time, he will have travelled more than 20 additional meters. Although the sensors used today need just 0.5 seconds to react, the new controllers developed by the Fraunhofer Institute can react up to 50 times faster. From detecting a hazard to applying the brakes, the vehicle will have travelled just 15 cm.

This is made possible through neural networks connected to radar and video sensors. The data is fed directly into a module. Only the relevant data is read out and evaluated via machine-learning

processes. Only reaction instructions are sent to the actuators.

The research project is expected to be completed as early as

2020. Testing is currently underway in the dense jungle known as Berlin traffi c, and there has been considerable success in this process.

fraunhofer.com


http://www.skai.co

http://www.fraunhofer.com

https://environmentamericacenter.org/reports/amc/plugging

A team of researchers and roboticists from Carnegie Mellon University are working with Pittsburgh city engineers to give more Pittsburgh drivers the green light.

Surtrac is a real-time, intelligent traffic signaling system currently in a pilot project that will improve traffic flow in the city. The traffic signal system first senses vehicles, pedestrians, bikes, and other forms of transit to build a real-time model of travelers and where they are headed. Next, the system plans how to best move travelers through

the intersection by optimizing over the model second-by-second. Then, the traffic signal communicates with neighboring intersections to coordinate traffic flow in real time. Finally, the system acts to control the state of the traffic signals at the intersection.

About 15 percent of Pittsburgh intersections have already been equipped with the smart system.

https://www.cmu.edu/news/stories/archives/2019/october/traffic-moves-at-speed-of-technology.html

FROM THE IN D US TRY

Positive train control progressThe Federal Railroad Administration (FRA) today provided a quarterly status update on railroads’ progress in fully implementing positive train control (PTC) systems. Based on railroads’ Second Quarter 2019 PTC Progress Reports, which were due to FRA by July 31, 2019, the 42 railroads subject to the statutory PTC mandate are making steady progress.

As of June 30, 2019, PTC systems were in operation on approximately 50,300 (87 percent) of the nearly 58,000 route miles required to be equipped by Congress. This reflects a 4% increase since Quarter 1 of 2019. Nonetheless, railroads must still complete significant work to fully implement their PTC systems by December 31, 2020, especially with respect to activating PTC systems on the remaining required main lines and achieving the necessary interoperability with their tenant railroads.

https://railroads.dot.gov/newsroom/federal-railroad-administration-publishes-railroads%E2%80%99-second-quarter-2019-positive-train

Panta rhei – Everything flowsUsing watercourses to generate electricity

In the case of the “Strom-Boje” power buoy, the above ancient Greek quote is not meant in a purely philosophical sense. The Austrian company Aqua Libre is dedicated to the development of turbines for rivers. The company's launch of the Strom-Boje power buoy marked the introduction of a power generation system that will draw energy from the Middle Rhine section of the Rhine River.

A total of 16 underwater turbines with an individual length of 11 meters and a weight of seven tons will be installed in the

Prinzenstein waterway close to St. Goar in Germany. At the average speed of flow, the system power is approximately 65 kilowatts. The operators of the MittelrheinStrom Middle Rhine electricity project in Bingen expect to produce up to 400,000 kilowatt hours of electricity per year. An enormous advantage of this type of regenerative electricity generation is that the weather and the time of day do not have any effect.

strom-boje.de

Surtrac allows traffic to move at the speed of technology

Photo courtesy of Carnegie Mellon University


https://www.cmu.edu/news/stories/archives/2019/october/traffic-moves-at-speed-of-technology.html

https://railroads.dot.gov/newsroom/federal-railroad-administration-publishes-railroads%E2%80%99-second-quarter-2019-positive-train

http://www.strom-boje.de

LOOKING BACK FROM THE FUTURE

8

à

Anyone of a certain age surrounded by younger people today will be the most likely to notice the rapid pace at which our world

is changing in terms of technology. And anybody who uses terms such as “rotary dial,” “tape recorder,” or “record player” will earn a questioning look from the youth of today.

Mobility is undergoing a dramatic transformation that has really picked up pace in recent years. Where will this journey take us? How will people be trav-eling in the year 2040? In order to find out, we took a short journey through time. At least, intellectually – and with expertise. Our companion on this journey was Dirk Kunde, a journalist based in Hamburg who is right at the center of this “new mobility”: Urban, without our own car, constantly on the move, always online, connected, right through to Elon Musk.

Read on to listen in on Conversation 2040 and the recollections of 2019 …

Do you remember, back in 2019 ...?How will we judge today's developments in mobility in

20 years’ time? How will we explain terms such as traffic

jams, gas pump nozzles, smog, and exhaust pipes to our

grandchildren? A visionary look back at the year 2019.

A knowledgeable companion in the journey through time: Dirk Kunde, journalist and e-mobility expert


è True, they have disappeared completely from the cityscape.Today, charging is almost always inductive. Do you remember the foul smell of diesel on your fingers after filling up? Or wrestling with heavy electric cables?

è What was all the noise about 20 years ago about whether e-mobility would really break through or not?It's truly strange. A whole bunch of old habits had to be broken back then. The car makers did not want to give up their positions. Today, young people have no idea how bad the air was in the cities. Do you still remember the old photos taken in the big Chinese cities, or even in Stuttgart? What was the word for it again … ah, that's it – smog.

è In the beginning, the e-vehicles hardly had any range at all.That's right, that was a problem at the start. But today we understand transportation differently – the all-in-one mentality has changed. Nobody does that any more – using just one car to drive to the baker in the morning, to drive to work daily, even to drive on holiday. Back then, people wanted to drive electric vehicles in the same way as they drove gas or diesel vehicles. We very quickly learned that this was not feasible.

è Technologically, of course, a great deal has happened. Once the step was taken to produce electric motors, further development of the storage media took place. The end result

è Dirk, now that it is 2040, what is life like in your home city of Hamburg today?Great. Just like 20 years ago, although Hamburg has grown a little – it now has three million inhabitants. But Hamburg is and will always remain the Pearl of the Elbe River.

è Three million inhabitants: What effect does that have on mobility in the city? Just as before, transportation remains one of the challenges of society. There are always traffic jams because people still like to sit in their own personal environment. Parking spaces are just as scarce as 20 years ago. Thankfully, driving is now autonomous – our vehicles now head off and search for a parking space alone once we have climbed out.

è True, that is a very radical change. People no longer need their own car …… but many still have one. Nowadays, however, it is not because of necessity, but for nostalgic reasons. Having said that, most of us, of course, travel emission-free – thanks to car sharing and the public transport system.

è Yes, the good old treasures. Do you still have a car that runs on gas or diesel?No, I haven't had one for more than 20 years. I was one of the first people to renounce their own car. And where would I find a gas station today?

Graffiti will probably still be a part of life in 2040: Public charging station in the Schanzenviertel quarter of Hamburg

LOOKIN G B AC K FROM THE FUTURE


is the light-metal solid-state batteries of today, with their enormous energy densities.

è The Middle East was once peppered with ultrarich desert monarchies. Do you still remember the terms “petrodollars” and “oil sheikh”?Back then, we even talked about fossil fuels, as if these valuable raw materials were just used for fuel. The fixation on crude oil was one of the biggest obstacles to the further development of global value chains. Electricity was considered to be an expensive raw material in those days. Thanks to our decentralized and intelligent power grids, this is no longer an issue – there is plenty of electricity.

è But the railroad is threatened with extinction as a result.That was already evident in 2019. The railroad never managed to modernize. Back then, the passenger trains were spectacularly unpunctual. We were often left hanging around at the train stations. And for goods transport, the railroad was simply too inflexible. With the breakthrough of hyperloop technology, the railroad is just something for the nostalgic.

è Speaking of hyperloop – whatever happened to Elon Musk? Back then, you had a few spectacular interviews with this innovative lateral thinker. Ah yes, Elon. He relocated to Mars in his old age when his company, SpaceX, was taken over by the Chinese. He had it written into his contract that he would be among the first settlers. I heard that he has had himself frozen.

è The car makers had a tough time in the 20s. Many were very close to shutting down.To start with, they were “too big to fail” – but a number of them failed anyway. I have just been reading some old articles that discussed the diesel scandal. Back then, it was a huge controversy, but from today's perspective, it was the kick that sustainable mobility needed. This opened up a gap that was quickly taken advantage of and filled by logistics companies such as Amazon and Alibaba, and Internet giants such as Google and Apple, with their own vehicles, and also innovative start-ups such as StreetScooter, which now dominates the market for light commercial vehicles.

è Dirk, please complete the key sentence of our discussion. Mobility is …… still one of the most emotive subjects of our society, but has long since freed from the stigma of not being able to unify nature and technology. Individual mobility is a precious asset in a free society. (lo)

www.textkunde.de

“Individual mobility is a precious asset in a free society.”Dirk Kunde

2019, still innovative, 2040, old hat: Making individual mobility electric


http://www.textkunde.de

12

MOBILI

TY13

URBAN MOBIL IT Y

14

Amsterdam in motion

Since time immemorial, many paths

have converged on the historic

trading metropolis of Amsterdam.

Transportation is a central theme in

the Dutch capital, making it exactly

the right place to get closer to the

phenomenon of urban mobility.


And how is Phoenix Contact contributing to these? We wanted to experience the answers to this question fi rst hand. Upfront and personally. One day. One city. As many different modes of transport as possible. related to Phoenix Contact. To put it another way, a mobility treasure hunt right through Amsterdam, the Dutch capital.

In the middle ages, Amsterdam was the largest port in the world. Water is still shaping the cityscape today. A network of canals, locks, and bridges ensures that the water-based traffi c reaches the heart of the city.

Mischa Braam is the infrastructure industry manager at Phoenix Contact Netherlands. When it comes to bridges, tunnels, and locks, his knowledge is second to none. The fi rst stop on our tour is the Schinkelbrug bridge system, a part of the A10 orbital freeway surrounding Amsterdam.

“The system is made up of a total of seven bridges, all of which can be raised and lowered,” explains Braam. “The subway, intercity railroad, freeway, pedestrian paths, and cycle paths all cross over the river.” If a large ship wants to pass through, the bridge elements are raised. This almost only ever happens at night, when the traffi c is lighter. “We are developing the complex signal control system, which starts a long way before the bridge,” Braam says. All products used must be SIL-certifi ed; that is to say, they must satisfy the safety directives. Communication with the various signaling devices is carried out via cable.

The metropolises of our planet are becoming ever larger. The megatrend of urbanization marches on uninterrupted. When

transportation becomes a problem, how will it be feasible to transport goods and passengers? What problems will individuals be faced with? What are the alternatives for preventing or reducing the chances of traffi c gridlock and pollution?

The Schinkelbrug

1972Year of completion

14meters is the maximum

navigable width

160meters

total length

7bridges for road and

rail transport, subway and pedestrians

#sil

#signallights#remotecontrol

#safetycontroller

URB AN MOB IL IT Y

16

à

We also drive to the next infrastructure project by car. It takes us to the Amsterdam Harbor. We approach a tunnel system between the docks and high barriers. “Like the Schinkelbrug, the two pipes of the Coen Tunnel are a part of the orbital freeway system surrounding Amsterdam,” explains Braam. “The tunnel lighting here has been equipped

The Coen Tunnel passes below the harbor and the Ij River

8lanes

2pipes

1,263meters long

200,000vehicles per day

The Coen Tunnelwith our control modules. The lighting in a tunnel is divided into different light zones, which can be controlled such that the driver does not drive into darkness and isn't blinded at the exit by the sudden sunlight.”

Electronic control and communication are also necessary if the signals on the crossbeams above the carriageway are to react to the fl ow of traffi c. Furthermore, the camera units have to transmit their data to a traffi c control room. “We are currently developing a solution for such applications together with our German colleagues that is easy to install and connect. Communication can then be wireless, for example, with the Radioline wireless system,” Braam says.

We continue on to the city center. To the left, a canal; to the right, apartment blocks – typical Amsterdam. The waterway is called the Westerkanaal and is an extension of the Singelgracht canal. Back in 1660, this still formed the city limits.

#tunnellighting #controlengineering

#surgeprotection#profi cloud #ventilation

#cameratransmission

Mischa Braam, Phoenix Contact NL


The lift bridge in front of us is called the Singelgrachtbrug bridge, which means canal bridge, and is a combination of three railroad bridges.

The canals are not just omnipresent here, they are also an active means of mobility. Around 200 of them are shaped in a ring around the old city center. The other modes of transport have to pass either over or under them. As is the case here, a multi-track railroad. What is unusual here is that many of the bridges can move, either by a lifting or swiveling mechanism. This is a huge advantage because there

is no need for long access ramps, and so the structures fi t neatly into the cityscape, saving space. There are more than three times as many bridges in Amsterdam as there are in Venice.

A disadvantage for all those who are not traveling by water: They will sometimes have to wait. The signal routing system that guides such a wide range of vehicles through the traffi c streams while limiting their effects on each other as much as possible is exciting. Data transmission, power supplies, control rooms, control cabinets – there’s a broad fi eld.

1,281bridges

200canals

75kilometer-longcanal system

Even the transportation routes themselves are mobile here

The Singelgrachtbrug

#radioline #controlcenter

#cameratransmission

#traffi clightcontrol

URB AN MOB IL IT Y


à

1977Inauguration

295,000passengers per day /107.7 million per year

52.2kilometers in total

The Metro

Multimedia installations help with orientation

#infraredsensortechnology #passengercontrol

#cabling

#datatransmission

We continue toward the city center and visit a parking garage. We park our car in the Heinekenplein square, a place steeped in history. Beer is an important part

of the history of the city of Amsterdam – as early as 1323, the then fl edgling city gained the monopoly on importing beer from Hamburg. Nowadays, the Heineken brewery is the second-largest brewery in the world.

Beer, however, is not a part of our travel plans today. We are going deep into the underground of Amsterdam. Above us, time-honored, below, ultramodern: The fi rst parts of the Amsterdam subway were inaugurated in 1977. However, the term “subway” is not entirely correct – just 10.6 of the 52.2 kilometers are actually underground.

The construction costs were enormous because the solid foundation of Amsterdam fi rst starts 18 meters below ground – above that, it is just silt and mud. The route that we are taking, line 52, was only inaugurated in July 2018. The stations are just as ultramodern as the line. The architecturally challenging solutions are typical for Amsterdam. The Vijzelgracht, which is the name of our station, gleams with multimedia installations and a sophisticated passenger navigation system.

The detection of the users is important for controlling the trains. The passengers are detected and counted by infrared sensors above the automatic doors. This is an application for which Phoenix Contact provides solutions.


Just two more stations, and then we leave the subway again – incidentally, at a depth of 21 meters. We have reached the heart of Amsterdam. Three artifi cial islands and 9,000 wooden piles were needed to create the foundations for the Amsterdam Centraal transport hub. The train station was opened in 1889. The subway passes through here directly below the antique construction.

Although from the outside this looks like other old buildings, it is technologically state-of-the-art. Eurostar, ICE International, and Thalys provide the connection to the high-speed network of European intercity railways. Buses head for their own terminal inside, the IJzijde Bus Station, with a sophisticated passenger and bus stop control system. This bus terminal lies below an enormous 22-meter-high glass dome roof with a length of 360 meters and a width of 22 meters, and features a fantastic view of the Amsterdam Harbor. Incidentally, as of 2022, diesel-powered buses will no longer be permitted in the center of Amsterdam.

More than 200 streetcars move passengers along 16 routes. Most of these pass through the Centraal Station junction. The S5 alone carries more than 37,000 passengers per day.

1889year of completion

160,000intercity rail passengers per day

100buses use the terminal per hour

Centraal Station

Towering at a height of 22 meters, the bus terminal has 24 stops

#streetlighting#controlbox

#pushin


à

We, on the other hand, head off to the waterfront, to the Waterplein Oost terminal, where ferries are a part of urban mobility. In the midst of a crowd of bicycles and pedestrians, we board one of the fl oating vehicles. Carrying passengers neatly separated into Voetgangers (pedestrians) and Brumfi etse (mopeds), the ferry crosses the Ij, the river on which Amsterdam is built. The ferry voyage lasts just a few minutes, and then the bow door opens and crowds of cyclists and pedestrians stream onto terra fi rma.

We are on the lookout for charging stations for canal boats. Two-cylinder engines have been banned since 2017, and as of 2025, all combustion engines will be banned on the waterways of Amsterdam. This is a drastic step, because more than 20,000 boats use these canals. A large number of these, however, are already powered by electricity alone.

In addition to inner-city shipping, Amsterdam is a major cruise ship port where maritime cruise ships and river cruisers dock.

7ferry routes

110canal boats

>3.8million passengers

per year

5,500houseboat residents

Harbor ferries

#signalcontrol #motorcontrol

#shippingcontrol

URB AN MOB IL IT Y

“Fietsers” or cyclists have priority everywhere

21

Amsterdam is the city of bicycles. They are omnipresent throughout our tour. With around 900,000 inhabitants, the city has approximately 880,000 bicycles. Bicycles account for an unbelievable 58% share of inner-city traffi c.

However, our tour does not include riding bikes – participating in the “Fiets” fi ght for survival requires special skills. Here, the otherwise relaxed way of dealing with each other is thrown out of the window. Simply parking is only possible on special pontoons on the water, on which the bicycle parking spaces are spread over two levels. Around 11,000 new parking spaces have been created at the Centraal Station in recent years. Visitors stand in amazement in front of all the walls of steel pushbikes.

900,000residents in Amsterdam,

owning a total of

881,000bicycles

2million kilometers per day travelled

by cyclists in Amsterdam

6,000bikes are fi shed out of

the canals per year

The bikes

The number of e-bikes is surprisingly small. Clearly, the residents of Amsterdam prefer to ride on their typical Dutch bikes, which are neither particularly ergonomic nor light. E-bikes tend to be used by the Dutch mainly for their weekend trips.

Meanwhile, our path has led us back to the parking garage. At least here there is a small charging station and some chic rental bikes with electric motors.

URB AN MOB IL IT Y

#arewenotinvolved#wewillbe#?


Thijs van den Akker, Phoenix Contact NL

We are meeting Thijs van den Akker, our Dutch colleague and product manager, device connections and e-mobility. We travel the next few kilometers with his VW Passat hybrid set to e-mode. The Dutch metropolis promotes the power of the battery and charging station – despite the fact that it is close to the coast, it is heavily polluted.

The target was to have 4,000 charging stations in the metropolitan area by the end of 2018. By 2040, the entire transportation system is to be electrifi ed – an ambitious goal. Our next stop is one of the Fastned fast charging stations on the Amsterdam orbital freeway. The wooden structure with its solar-

E-mobility

Mobility summary

paneled roof can be seen from a long way off – this is not a dingy backyard corner on the outskirts of the refueling business. As Thijs drives up, three vehicles are currently being charged, two of them at the 350 kW fast charging column.

The name Fastned says it all – it is an amalgamation of fast and ned (for the Netherlands). Fastned relies on the technology of Phoenix Contact E-Mobility, which Thijs is proud to point out. The vision was to have a fast charging station every 40 kilometers along the freeway network – this has already been achieved in the Netherlands.

At the end of the day, our feet are sore and our heads spinning. It is impressive how determinedly Amsterdam is on the move toward the big E, and how alternative mobility concepts are integrated with each other. Although almost unnoticeable, anybody looking for Phoenix Contact products will always fi nd them at the heart of it all. (lo)

2012Year of foundation

40freeway kilometers between each fast charging station

21,000vehicles charged per month

(September 2018)

#chargingstation #chargingcable

#HPC #solar

Further information on transportation in Amsterdam, on the city itself, and on solutions for mobility applications from Phoenix Contact is available at update.phoenixcontact.com


http://www.update.phoenixcontact.com

SWISSLOOP

NCIS Zurich. It is not the banking district that is in the public eye this time, however, but the campus of ETH Zurich, the Swiss Federal Institute of Technology.

This is where Swissloop – an innovation project at the highly prestigious international training and research center – is based.

The aim is to develop innovative technologies for fast tube transportation systems with speeds of up to 1,200 km/h, in line with the hyperloop vision of Tesla founder Elon Musk. The research on this and the modifi cations are carried out globally by different teams. Once a year, a major competition – the

Hyperloop Pod Competition – is held at Musk's company, SpaceX, in Los Angeles, where attendees demonstrate what their vehicles can do. Of the original (approximately) 1,000 teams who entered the competition in 2018, only 18 remained. After fi nishing third in 2017, the Swissloop team again set their sights on claiming one of the top spots in the 2018 competition. However, a problem with the motor

The Swisslightning boltThrough the tubes at 500 km/h – Swiss precision and

Blomberg innovation are paving the way for the

high-speed transportation of the future.

Hanno Kappen was a member of the Swissloop Team 2018

à

The E-rocket from Switzerland uncovered

controller in the vacuum tube thwarted the team's expected leap onto the podium at the last second.

Hanno Kappen, still an electrical engineer student at ETH Zurich in 2018, was one of the 20 or so members of the student team that made up the 2018 development group.

Acceleration like a super-sports car“The project vehicle, referred to as the pod, has to accelerate to the highest possible speed within a few seconds in the test tube of Musk's company, SpaceX, and come to a stop in time,” explains Kappen. The race between the driverless pods is held in the USA in a SpaceX-developed hypertube, a partially evacuated tube that is 1.25 kilometers long and has a diameter of 1.8 meters. The vehicles are propelled along an I-rail that is anchored into the fl oor and that runs through the entire length of the tube. The requirement profi le is reminiscent of dragster races: The winner

is whoever reaches the highest maximum speed in the available distance – and at the same time manages not to crash at the end of the track. The drive energy must be generated (without a combustion engine) on board the pod. The vehicle designed by Swissloop is powered with 250 kWh, supplied by batteries. The propulsion is generated by one 110 kW hub motor in each of the four wheels, which are coated with a special PU foam that enables high acceleration and braking forces to be transmitted. The Mujinga generates a total output of 540 PS. The goal for


the Swissloop team in 2018 was to reach a speed of around 500 km/h. This demands an average acceleration of around 12 m/s2 – a magnitude that is normally only achieved by super-sports cars.

High-tech down to the last detail“Teams from different disciplines have to work in very close cooperation in order to be able to achieve such speeds,” Kappen tells us. Experts from the fields of machine building, vehicle technology, and electrical engineering/electronics, as well as hydraulics and pneumatics, worked together on the pod.

The entire vehicle is designed to be ultralight in construction. The chassis and a wide range of other components are made of light construction materials such as carbon fiber and aluminum. The weight of every component was evaluated and every trick attempted in order to save just a few grams in one part or another. This approach is the only way possible to be able to keep the total weight within the range of 300 kg despite the enormous power.

E-racer at Formula 1 level “There were particular challenges in the area of the sensor technology, controllers, and actuators,” explains Kappen. Due to the high speeds, these components had to operate at the limits of their capabilities. At 500 km/h, even the slightest unevenness in the rail causes considerable impact forces on the wheels and

the entire mechanism, which then have to be compensated for at lightning speed. The axles, suspension, and absorbers must satisfy Formula 1 demands.

The vehicle does not have steering. Directional changes have to be performed through minute readjustments to the individual wheel drives. Contact with the I-rail is particularly sensitive because this is done using small rollers, and not only on the side, but also vertically from below. These rollers are pressed onto the rail by spring and absorber links, and report positional deviations to the controller via sensors. This then has to react in the millisecond range, because the tolerances for rail deviation are extremely tight. Furthermore, the vertical rollers also have to apply controlled pressure forces to control the vertical inclination angle of the vehicle – such as during accelerating or braking.

Teamwork with the industry“Without the support of a large number of companies, we would never have been able to complete this project,” admits Kappen. This was not only true for the large number of pod components, but also for the advice on the design and operation. Only advanced technology was utilized. His group, made up of four e-technology students, was given the task of overcoming all of the challenges faced in the field of energy supply and control. These included battery management, various electronic

At speeds of more than 500 km/h, extremely resistant connections are needed

S W IS S LOOP


subsystems for sensors and actuators, and the development of the linkage network via which the flow of data and commands between the controller and the numerous peripheral units had to be managed.

Neural pathways in green“It was of great value for our e-technology group to be able to call upon Phoenix Contact, which is known worldwide for its high quality, as a partner for the electrical networking,” says Kappen. Furthermore, Phoenix Contact also engaged in intensive consulting and support. “From this, it became apparent that the M12 circular connector was best suited for our application.” The team members were able to assemble the multiposition cables themselves where needed. For this, Phoenix Contact promptly delivered the suitable cable material. Due to the green end caps, these “neural pathways” are clear to see, in particular in the central network controller PCB developed by Kappen, which has a total of 20 multiposition communication connections. “I was particularly impressed at how the company was able to provide fast, nonbureaucratic, and above all, very professional assistance

through its local Swiss branch,” says Kappen, summarizing his experiences. Today, he lives and works in Los Angeles.

Naturally, the team from the Swiss Federal Institute of Technology in Zurich does not want to give in after the ignominy of the technical knockout of 2018 and has long since been working on improvements and the next attempt. There is also a deeper aim, because as a land of tunnels, Switzerland is planning its own version of the evacuated high-speed tube and will need suitable vehicles.

Klaus Vollrath, freelance technology and science journalist

The 2018 pod was named Mujinga

“If you get up in the morning and think the future is going to be better, it is a bright day. Otherwise, it's not.”Elon Musk


The future of E is HPCE-mobility is old hat. Even the oldest motorized

vehicle had an electric motor. The problem back

then was the same as today: How do I store as

much energy in the mobile

energy storage system as

possible, as quickly as possible?

A good 140 years later, we

have come a long way.


HIGH POWER CH ARGING

29

Dirk Moseke is one of the developers of the Phoenix Contact High Power Charging system

HIGH P OW E R C H ARGIN G

As far back as 1881, the French inventor Gustave Trouvé unveiled his sensational tricycle. Similar in appearance to a stagecoach, it could travel at 12 km/h. With a range

of about 14 kilometers, the vehicle was pretty much suitable for everyday use because at that time horses were the only other competition for longer journeys.

Werner Siemens, Andreas Flocken, Ferdinand Porsche – the list of e-pioneers is long and includes some astonishing names. Between 1896 and 1939, there were 565 different electric vehicle brands in the world. In New York, the e-vehicle share of the market was 50% in 1901 (the rest were steam-powered vehicles or naphtha-, acetylene-, or pneumatic-driven vehicles). Even Henry Ford developed a Ford Model T with an electric motor, although it was never put into series production.

What followed was almost 100 years of the e-mobility version of Sleeping Beauty.

The reawakening of electric mobilityIt was not until 2010 that the subject picked up speed again. At Phoenix Contact, it was initially just about individual components. Early on in the revival, there were applications such as heavy-duty connectors for battery packs that are still in use on Chinese buses.

However, the calls for faster charging times for cars very quickly became louder. Phoenix Contact was involved in some of the first preliminary developments in this field. One of those who has been there practically from the beginning is the developer Dirk Moseke, who describes the steps that followed:

Warm, yes; hot, no“Even the requirement specifications and standards were under development. There simply weren't any. And that was only two years ago! And so we had to develop them ourselves. What do we have to do to develop something completely different from the existing CCS standard with the defined mating face? 200 amps were not a problem, but then 300 amps and more were being called for. Today, we are up to 500 amps. In buildings, a yellow sign would be placed in front of the access point to these high currents with the warning ‘Access forbidden.’ And yet here we were, attempting to make these systems freely accessible on the market, where they would be subject to the weather and possible mishandling.

“The starting point was the development of suitable cables. With such currents, there were only two options: larger cable cross-sections or significant warming. The cable couldn't be too thick, however, because otherwise it would be too heavy and stiff. And so, we committed ourselves to the issue of heat buildup.


à

A visit to the E-Mobility production facility in Schieder

First, we had to determine exactly where the heat was being generated. It is in fact the cable itself that heats up. The heat can, however, also come from the vehicle – that is to say, from a point over which we have no control. The next idea was to use fluids for cooling – that is to say, to bathe the copper directly in a heat-dissipating medium. We discarded an oil-based solution because the handling was far too complex – and anything but innovative.

Research in the braiding shop“We then tried it with air. To do this, we blew air into hoses in which the hot cables were laid. The air, however, has to go somewhere, and it escaped through the connector. Furthermore, air doesn't dissipate the heat very quickly at all. It's impractical. We therefore continued researching alternative coolants and finally came up with the easy-to-handle and environmentally friendly glycol. In addition, we incorporated thermal grease into the cable. That was quite successful in part, but was not suitable for series production.

“In the meantime, we also realized that it is a good idea to make the surface area as large as possible. The greater the surface area, the better the heat dissipation. We therefore performed trials with large numbers of individual litz wires. At times our work resembled a braiding shop, with shrink sleeves, cable ties, and tape all over the place. This was basic bare-knuckle research that you will also find at every higher education institute. Today, we have a cable that carries two sets of two 25mm2 copper conductors: Two for positive, two for negative. This ensures that the cable is not too heavy and that it is flexible.

“We have incorporated a layer into the outer sheath that shows when the cable is worn or damaged. Furthermore, because the cable can be touched, the standard states that it may not become hotter than 60 °C. This is monitored via sensors and is coupled with a disconnect unit. Communication wires also run through the cable because the connector and station need to communicate.

“The next challenge was the connector itself. Initially, it was stated that we even had to cool the vehicle inlet via the cable. This is not possible, however. That would be like opening the fridge door to cool a bottle of beer that is standing on the windowsill.

Enabling fast charging – the cooled HPC connector

“In buildings, currents this high are normally hidden behind a door marked ‘Access forbidden.’ ”Dirk Moseke on handling HPC currents


Designed by PHOENIX CONTACT

High Power Charging Technology

HIGH P OW E R C H ARGIN G

The most innovative system in the world“We have developed a heatsink that initially consisted of a turned copper pipe with a sheath molded around it and that was connected to the hoses. This was successful, but again, it was too complex in its construction. Today, we have a heatsink that is 3D-printed in series production that encloses an insulating body. We can thus provide cooling right through into the contacts.

“All of the sealing points had to be perfect in readiness for the prototype tests – 13 or 14 sealing points, in part made of sensitive material compositions, and equipped with leakage sensors. We tested various materials in our in-house test laboratory, in particular for their conductivity. Naturally, no manufacturers share this information. This took a great deal of effort.

“We carried out this development in cooperation with our colleagues from Protiq, another Phoenix Contact subsidiary. Today, we measure and monitor the temperature at the hottest points of transmission, right at the tips of the contacts. With this approach, we are protecting our entire system from external infl uences; for example from the vehicle side. Currently, this is the most innovative system in the entire e-mobility industry. We have patented the real-time temperature measurement system.

Basic material in connector production

Contact carrier with excellent thermal conductivity properties also acts as a heatsink

Microprocessor and sensor technology transmit analysis data in real time

Replaceable mating face enables inexpensive maintenance and repairs

Leakage sensor signalizes any coolant leaks

Integrated temperature sensors measure the development of heat in real time

Indicator in the cable sheathing warns of cable breaks

Environmentally sound low-maintenance coolant dissipates the heat and prevents overheating

Ergonomic handle ensures easy handling


asking about the price. This gave us an insight into how Elon Musk must have felt while he was collecting blank-check orders for his Tesla cars.

Development without end“Our HPC connectors went into series production at the end of 2018. At the same time, we started working on solutions for the international markets – some of which have completely different standards in force.

“In terms of power, 500 amps is sufficient for the medium-term future. But, naturally, we are continuously working on optimizations. After all, it is more than simply just a connector. There is so much intelligence integrated into the system that using it is completely safe. Furthermore, we are in constant dialog with the charging station manufacturers on subjects such as remote maintenance and charging cable management. We are not short of things to do.” (lo)

“There is a locking system that prevents the vehicle from starting during charging. If the connector is dropped and damaged, it does not have to be completely replaced. We have designed the mating face frame to be replaceable, ensuring that maintenance is inexpensive and flexible.

Feeling like Elon Musk “The next step, in cooperation with our tool shop, was the development of the pre-series tools. In part, we drew upon technologies that were completely new to us, such as ultrasonic welding of the copper cables to the contacts and casting the DC contact area.

“Establishing this production of the highly complex components is, as before, a challenge, because growth continues to be turbulent. In pre-series, it took two days to produce a connector – like it would in a workshop. We have since entered into series production.

“Just how dynamic the development of e-mobility has become became apparent once we presented our first samples in early 2018. Some of our customers placed orders without even

Challenge: Series production – Dirk Moseke works closely with production

Production demands a great deal of specialist expertise

500amps of charging power is considered sufficient for the medium-term future


E-MOBIL IT Y IN EVERY DAY L IFE

Is it time for you to make the move to electric mobility? A number of Phoenix

Contact employees have already taken the step and invested in EVs or plug-in hybrid

vehicles. We recently invited drivers to chat about the pitfalls and joys of e-mobility

in everyday life.

Charging chitchat

Ben Bomgardner 2014 Chevy Spark EVBen has been driving his Spark since May 2015 and was one of the first American Phoenix Contact employees to move to a fully electric vehicle. While his family still has a traditional van for driving with the kids and on long trips, he says his next car will “absolutely” be an electric vehicle. “They are much simpler than gasoline cars and extremely easy to maintain….There are no performance trade-offs for this ease of ownership, and the routine of daily charging is much friendlier than standing at the pump,” Ben said.

Lonnie Swarr 2014 Ford Fusion Plug-in HybridLonnie saw his vehicle at a local dealer near his house. “I liked the look, it was affordable, and it was appealing to take advantage of the plug-in charging stations at work provide by Phoenix Contact,” Lonnie said. He said he enjoys the savings at the pump. “Instead of filling up one time a week, I know only fill up one time every two weeks, and for $20 to $30 less than what it cost to fill the tank of my previous SUV…I’ve been happy with what I own now, so I would consider buying a hybrid the next time around.”

Ben Bomgardner


Dave Skelton Tesla Model S 70DDave took a test drive in 2015, he was sold. “Once you feel the instant torque available, it’s not hard to immediately want to drive this every day. Following this, researched range, cost of ownership, and reliability. On paper it all looked very good; in practice, it was even better than originally anticipated. “The most frequent question I am asked is how far you can go and where do you charge. My car is able to travel about 240 miles on a single charge. Normal charging is done either here at work or at home…This car has been on frequent trips from Florida to New Hampshire. The Tesla Super Charger Network is convenient to major routes…Today, the car navigates to the chargrs along the route, so I don’t really need to think about it.”

Tom Olsen Tesla Model 3 PerformanceTom purchased his Tesla in March 2019. He likes that the Tesla is one of the fastest cars on the road, “certainly in my price range.” The touch screen took some getting used to, but he anticipated this. He stated, “I like having all of the ‘old-fashioned’ controls in front of me. I enjoy the process of driving and have always had a stick shift. Again, I knew that giving that up was a trade-off. Electric cars are a no-brainer for commuters. However, long trips require more planning, as you can’t fill up on every street corner. In my case, I have to allow a half hour of charging every 200 miles. I do a lot of weekend trips and have driven 25,000 miles in six months. I maintain a list of charging stations between home and my destination.”

Dave Skelton

Ed Panyard2013 Ford Fusion HybridEd, who works in Ann Arbor, Michigan, bought his Ford Fusion in January 2013. He chose a hybrid because “I normally drive around 750 miles a week. The cost of gas was getting outrageous.” Like others, he cited the low cost of maintenance as one of the key benefits of his car. “I have 167,000 miles on the vehicle and have not had to replace the front brakes, and the rear brakes only once. No other major repairs.” While he would opt for an all-electric vehicle, “the distances I drive are not covered on one charge, even with the longest-range Tesla. I usually hold onto my cars for ten years. By the next time I buy, I suspect all vehicles will have some hybrid technology in them.”

Tom Olsen


Kevin Zak 2018 BMWQ 530E (plug-in hybrid)

Kevin has been driving his hybrid for about a year. “I desired to move toward an electric car initially for the gas mileage improvement, as well as the performance features. I decided to go halfway and purchased a hybrid based on my assessment that the charging infrastructure is not ‘ready for prime time.’ Since I only live ten miles from work, I charge at home during the evening and at the office during the day, making my commute fully electric. Lastly, I have a sense of pride in that – albeit in a small way – I am becoming more energy-efficient and thoughtful toward our planet,” Kevin said. “Since my purchase, I have averaged over 55 miles per gallon. During period when I am not traveling on long trips, I can go upwards of five weeks on a tank of gas (12 gallons) and average well over 70 MPG. I also truly enjoy not having the engine noise when in electric mode, as it brings a bit of Zen to rush hour traffic.” Kevin states, “I would love for my next vehicle to be all-electric, but that will depend on the EV charging station infrastructure improvements that occur between now and 2022, when I will likely buy my car.”

Dan Fenton Tesla Model 3, Long-range, rear wheel drive optionDan is another relative newcomer to the EV world, purchasing his Tesla in April 2019. His primary reason for selecting an EV was “concern over climate change and a desire to do my part. My wife still drives a 2012 Ford Escape, but she’s pretty enamored with the Tesla. I don’t think her next car will be an ICE.” He enjoys driving his car for several reason. He says, “Honestly, though, the big one that stands out for me seems so small and silly, but there’s no feeling like waking up and knowing your car has a full, uh, ‘tank’. Sure, it’s five to ten minutes for most people, but it’s one less decision that I need to find time for on a weekly basis, and I value that. And it extends to maintenance in general, too. There’s no oil changes, the brakes have a much longer lifespan because the regenerative braking handles most of my decelerating (I drive with one pedal most of the time), and a lot of the other things that would put your car into the garage for a night or two just don’t exist. All I need to do routinely is rotate the tires.”

Kevin Zak

Dan Fenton


E-MOB IL IT Y IN E V E RY DAY L IFE

Ron Gaudelli Dual Motor Tesla Model 3 Ron has been driving the long-range version of the Tesla (310 miles of range and a 75 KWh battery) since April of this year, but he previously drove a Ford Fusion Energy (a plug-in hybrid) for five years. “As a curiosity and in the face of increasing gas prices, I started researching hybrid and electric vehicles more than 10 years ago. Early-model hybrids were definitely more fuel-efficient than their ICE counterparts, but overpriced and somewhat uninspiring,” Ron said. “The Ford Fusion Energi, a full-sized, well-featured car with a 7.6 KWh battery, good for about 20 all-electric miles, and a 141 HP gasoline engine serving as part of a hybrid system was a great combination of local electric driving economy and long-range and fuel-efficient hybrid travel. At the time, Tesla’s Model 3 was still not available for sale. When it finally rolled out, I patiently observed its reviews, issues, development, and pricing. I was definitely interested but hesitant to make the switch to all electric.” A trip to Germany helped convince him to make that move. “Ironically, one of the key decision points for me came when I was in Stuttgart on a business trip. The taxi I wound up taking from the train station to the hotel was a Tesla Model S. I sat up front asking the driver countless questions about the car and his experiences with it. He was more than happy to share all he knew and demonstrate everything the car could do. I was sold.” Ron loves two things about his car, including the “instantly available, silent, ridiculous acceleration.” He also describes

the Model 3 as a “truly software-driven hardware, which is continually being optimized, enhanced, and expanded with the new capabilities. Multiple times a year, a new software is pushed. It’s like getting a brand-new car many times over. “While it is still fundamentally a means of transportation, driving an EV on a regular basis requires a different mindset. There are differences in driver interface, acceleration profiles, braking, maintenance, car noise (or lack thereof), other drivers’ attitudes (at least for now) toward an electric car, and of course, charging and travel planning. None of these are difficult to adapt to, but they are different and must be understood to ensure a safe and enjoyable ride,” Ron said.

Kyle Gingrich2019 Tesla Model 3

Kyle purchased his Tesla in March, and it already has 20,000 miles on it. He said, “I was in the market for a new car and wanted a vehicle that could last me 150K+ miles. Diesel vehicles were my go-to vehicle for reliability in the past, but after the VW emissions scandal, it wasn’t an option anymore. The new battery technology and moving parts have shown real-world life expectancy of 500K miles for a Tesla. “I love the instant torque and no shift points from a transmission. I also really enjoy the fact that I can just pull in my

garage and plug it in. There is no need to stop and get gas when it is cold outside, snowing, or raining. I also enjoy the fact that I pay about 75 percent less for fuel compared to my previous car (about $175 a month). Lastly, minimal maintenance saves me about $50 a month with my driving habits.” Like many other EV drivers, Kyle plans to purchase another in the future. “After having my Tesla for just once month, I don’t know that I could ever go back to an internal combustion engine.”

Dan Felton

Ron Gaudelli


Charging in the fast lane

E-mobility has not fully taken off yet. Range, price, charging

options – apart from the early adopters and their Teslas,

customers are not quite ready to switch over to e-mobility. But

one argument against it no longer applies: the charging time.

FAST CH ARGING


The scene: Jettingen in Bavaria. Business is brisk at the service station. Cars are being filled with gas and diesel, trucks thunder past. It’s the daily routine on the A8

freeway. Among all of this hustle and bustle, there is a gathering of photographers, cameramen, journalists, and e-mobility experts. The reason for this illustrious crowd to visit this unspectacular location? The commissioning of the first 450 kW High Power Charging charging station for public use.

The black beast with hidden secretsEverybody is still waiting for two of the main stars. They drive up, one behind the other: a lively BMW i3, whose rear seat and dashboard, peppered with cables, computers, and electronics, give away the fact that this is not a production car, and a black truck with secrets hidden inside. When the hatch opens, curious eyes are met with a strange black passenger – an e-prototype by Porsche, not approved for public roads, adorned with wild attachments and even more packed with power electronics than the Bavarian small car.

These two cars are here to demonstrate what will be technologically possible from now on. As it stands, there are not yet any production vehicles in existence that can take the enormous charging power of up to 450 kW that the Allego charging station delivers. Therefore, the two prototypes from BMW and Porsche are serving as demonstration vehicles at the inauguration of the first public HPC charging station.

Along with Phoenix Contact E-Mobility, Porsche, BMW, Siemens, and Allego, as the charging station manufacturer, are

Innovation with industrial partners

Ultrafast charging becomes a way of life – suitable vehicles are yet to come

involved in the ambitious FastCharge project. The aim is to test the “technical and physical limits of all components and systems involved in the charging process,” as Project Manager Stephan Elflein, who works at consortium leader BMW, explained.

Three minutes for 100 kilometersThe now officially inaugurated charging station is the first to be publicly accessible. When approached by “normal” electric cars, the electronics in the charging station detect the maximum possible charging power of the vehicle and automatically reduce the current output so that the sensitive batteries are not damaged. If, however, the full charging current is drawn, then the enormous currents will cause the components to heat drastically. Up to 920 volts and up to 500 amps are reached. In order to keep this within acceptable limits, the cable and connector are cooled with the help of an environmentally sound glycol-water solution.

A component part of the innovative charging station from Allego is an automatic registration and billing process.

While the energy supply comes from Siemens and the charging station from Allego, Phoenix Contact contributes the charging cable and the cooled charging connector, along with a number of electronic components within the charging station itself. If the power is fully utilized, then enough electricity will flow in three minutes for a range of 100 kilometers. It takes just 15 minutes to charge an electric vehicle to up to 80 percent. This time is just long enough for a coffee in the service station. (lo)

phoenixcontact-emobility.com/en/


http://www.phoenixcontact-emobility.com/en/

Between big block and TeslaAs the director of e-mobility North America, Vince Carioti has his

finger right on the pulse of the American automotive industry. We

asked the 60-year-old manager for his thoughts on the differences

between the American and European interpretations of mobility.

management and business development. At Phoenix Contact, I am currently responsible for the development and establishment of our e-mobility solutions in the North American market, that is to say, Canada, the United States, and Mexico.

è You come from the country of the big block, V8, muscle cars, pick-ups, and cheap gas. However, at the same time, Tesla is showing the rest of the world what the possibilities of e-mobility are. How does e-mobility fit into the American way of life?First of all, I have to say that it was indeed the entrepreneur Elon Musk who was the first to seriously confront us with the subject of e-mobility in North America, by a long shot. He continues to dominate the market with Tesla. The Model 3 is the best-selling electric car in the USA.

There are distinct differences in terms of mobility. Naturally, the people on the West Coast are further ahead than those in the Midwest. But the large car makers are investing significant resources into driving this subject forward. However, there is still a lot of catching up to do, especially in terms of infrastructure, i.e., charging. Between 80 and 90 percent of all vehicles are charged at home or during work, rather than at public facilities.

In fact, just one German manufacturer is spending billions on developing the infrastructure, in particular in the field of DC charging technology. This is not, however, entirely voluntary, but a part of the penalty imposed due to the diesel scandal. Of course, we still think big. But having said that, a fully electric

è Hello, Vince. Tell us about your professional experience and what your tasks are at Phoenix Contact.I have been working at Phoenix Contact for 22 years. I am an engineer by trade, but have been working on subjects such as electrical design, software, and even hardware for a long time. Over the course of my professional life, however, my tasks have

become oriented more toward

IN DEM AND


version of the best-selling vehicle in the USA, the F150 Pickup, will be launched soon (smiling to himself).

Charging times, infrastructure, and a limited choice of vehicles – this alternative drive technology still has a way to go. All of this will change in 2020, though. All of the big manufacturers have announced new models for next year.

è In Europe, and above all in Germany, the car must be able to do everything as the number 1 choice of transport: the trip to the supermarket, the drive to work, but also the business trip and the road trip vacation across Europe. The USA is an enormous country: two heavily populated coasts, with huge swathes of open land between. How do average Americans travel from place to place? What modes of transport does they use? Are airplanes or trains an alternative?The car is also the number 1 means of mobility in the USA. Think about how expensive it is when a family with two or three children has to travel. In this case, the car is by far the best value. And our public transport system, our infrastructure, is abysmal, both bus and rail. This usually leaves the car as the only option.

But even here, we are seeing the beginnings of a paradigm shift. Younger people today are increasingly turning to Uber or car-sharing models – the car is losing its significance. This in turn is changing usage behavior.

Incidentally, we are also working on the electrification of heavy and light commercial vehicles. That is an enormous market, both here in the USA and globally.

è Phoenix Contact E-Mobility in Germany and Phoenix Contact E-Mobility USA – what challenges are facing both companies?

The development of this technology is clearly controlled and initiated here from Germany. As an autonomous e-mobility division, we have only been present in the USA for two years, so we have not been active in the U.S. market for very long.

We do not work with our own developers in the USA. The Schieder facility in Germany works on development. Of course, we define our country-specific requirements here, and then our German colleagues implement these requirements. Looking to the medium term, we need our own development and production in the U.S. because our market is huge. But this, of course, is only my personal assessment.

è Hybrid or fully electric cars – which technologies are currently leading the way in the USA? Personally, my tendency is toward fully electric cars. And Tesla is very clearly setting the standard. Naturally, there are also proponents of hybrid technologies, in particular due to the issue of limited range. But for me, this is merely a bridging technology.

Incidentally, traditional engine construction is also currently undergoing a huge change in the USA. None of the large manufacturers are investing in the development and production of new gas or diesel power train systems any more.

è What kind of car do you drive? A BMW M3. But we also have a 5.7 liter big block Chevy in the garage. For me personally, the ranges are not really ideal yet. If ranges of 300 miles were possible, and if manufacturers such as Mercedes, Audi, and BMW were involved, then it would be really exciting for me. (lo)

Vince Carioti, Director E-Mobility North America


A modern approach to transit upgrades

Jason Gomez, vice president of Engineering at B&C Transit, explained, “Ethernet is helping to bring the signaling world into the 21st century. We get an opportunity to take old relay systems that are 30 years old and upgrade them to microprocessors and computers. We do that all over the country. So it’s a little bit of old-style solutions, that is relay logic, being put into new computer-style boxes.” B&C partnered with ATSI to build and wire the required bunkers that would house these new systems. ATSI specializes in fast wiring and fabrication. Ken Basore, vice president of ATSI, said: “We are a wire fabrication shop, and the concept here is to use the latest and best processes possible to provide our customers the highest quality possible.”

1940s technology cannot support modern electronics Protecting those sensitive electronics is critical to continuous operation. Since the 1940s, the railway industry has relied on the American Association of Railroad (AAR) ice-cube-style surge protectors. This method required a lot of wrenching to install

“If it ain’t broke, don’t fix it” has long been the unofficial motto of the rail industry. Since the rail industry’s inception, it has relied on electromechanical communications. As federal regulations require higher safety standards, however, these old technologies are becoming obsolete, setting the stage to change this traditional approach. A major transit agency began a project to add miles of new track and stations to its light rail system. The expansion required new C&S technologies along the route, so the transit agency contracted with B&C Transit Inc. to modernize the electronics in the C&S system. B&C Transit Inc. has served the public transit sector for over 25 years in automated train control design, technical engineering, system installations, field testing, networked and stand-alone control, office monitoring systems, station communications, and design-build engineering. B&C Transit deploys many projects for light rail, and communications are primarily based on Ethernet technology and serial links to connect different public address systems, SCADA systems, and traction/power systems.

Today’s rail transit industry requires sensitive electronics to operate sophisticated communications and signaling (C&S) systems


or replace. With this old technology, if a lightning storm hit the area, there was no easy way to know if surges had triggered the SPDs so they were no longer working. The technicians had to visually inspect each module for smoke damage and rewire each replacement module, which was a time-consuming process. Gomez stated, “The biggest problem that we had with it [the AAR solution] was that the assembly time is… pretty cumbersome. It’s a process of putting on nuts, putting on washers, putting on more nuts and then more nuts again, over and over again. One of the big reasons we wanted to switch to the VAL MS-AR or a different solution in general is to make our installations faster, and also to find something that is current and designed to work for microprocessors, not just because it had worked in the past. We wanted to find a better mousetrap, as it were.”

A new technology for wayside protectionB&C chose Phoenix Contact’s VAL MS-AR surge protective devices. The VAL-MS AR series protects the critical circuits defined in 49 CFR Part 236 and enables the monitoring requirements to extend to the surge protection for these circuits. Also, the series is AREMA C&S manual-compliant. Installing the pluggable VAL MS-AR SPDs is easy. There is no wiring or bolting, and there is visual indication, so the technician knows for sure if the SPD has expired. If a module needs replacement, the VAL MS-AR has a hot-swappable design, so the technician just needs to plug in a new unit. “The VAL MS-AR as a product is different than everything else out there... it’s given us an opportunity to separate ourselves

by putting in something that’s modern and current and designed to work with the microprocessors that we are putting in today,” said Gomez.

Reducing time to market with Push-in Technology and fast wiring The team also specified Phoenix Contact Push-in Technology wherever possible: in terminal blocks, connectors, power supplies, and relays. Dorothy Barnett, field sales engineer at Steven Engineering, explained that the Push-in Technology saves time: “They don’t have to go back and torque and make sure every connection is tight.”

Results: Remote access pays offThe final result will help the transportation industry transition to newer, cost-efficient C&S technologies that will extend far beyond this single project. Basore said his company wants “less footprint and a higher-end product” so that ATSI can move customers away from older technologies and bring them into the future. He stated, “I believe the transit agencies will benefit greatly from Phoenix Contact product incorporated with ATSI expertise.” Gomez concluded, “It’s been kind of the culmination of what we’ve been working on the past five years since the first product was put in service… we had some successes, and we had some things that we’re going to deploy, maybe on the next round, but I think overall, our design hasn’t been better in our history.”

Unlike the AAR-style SPDs used since the 1940s, the VAL MS-AR SPDs have a visual indication, so technicians know when they need to be replaced. If replacement is necessary, it is easy, thanks to a pluggable, hot-swap design

Phoenix Contact’s Push-in Technology – available in terminal blocks, connectors, power supplies, relays, and other products – reduces the team’s wiring time significantly

Watch a video about this application at: https://www.youtube.com/watch?v=xgE8vqfG-iQ

TECHNOLOGY


https://www.youtube.com/watch?v=xgE8vqfG-iQ

B E HIN D THE S C E N E S

Happy holidays from Phoenix ContactPhoenix Contact thanks you for your support throughout 2019. As a reminder, we will hold our annual holiday shutdown from Monday, December 23, through Friday, December 27. Our last regular shipping day will be Friday, December 20. We will return to normal business operation on Monday, December 30. Happy holidays to you and your family, and we wish you a healthy and prosperous 2020!

UPDATE now also available onlineDigital presence supplements the printed edition

Phoenix Contact is now supporting the printed edition of the UPDATE innovation magazine with a dedicated digital presence. The blog – available in two languages – features reports, interviews, and technical developments. Additional images, comprehensive links, follow-up subjects, and completely new content supplements the printed edition of the customer magazine, or indeed, transforms it into a full-fledged communication channel, which can be read anywhere in a mobile-optimized version.

update.phoenixcontact.com

Phoenix Contact and ExxonMobil discuss open automation On October 30, Phoenix Contact hosted a private discussion in Houston with ExxonMobil and ARC Advisory Group. This discussion coincided with the U.S. release of Phoenix Contact’s PLCnext product, an open PLC that supports virtually any software development environment and programming language. ExxonMobil has chosen to integrate PLCnext as one controller in the prototype phase of its own internal open process automation (OPA) initiative. This work will take place at the new ExxonMobil test bed facility near the company’s Spring, Texas, campus. In addition to releasing this new product, Phoenix Contact is beginning to develop an ecosystem that can leverage the openness of PLCnext in today’s automation and infrastructure projects.

www.arcweb.com/blog/phoenix-contact-exxonmobil-discuss-open-automation

4th-graders gear up for STEMPhoenix Contact welcomed fourth-graders from Foose Elementary School in Harrisburg, Pennsylvania, and encouraged them to “Think BIG!” about the possibilities of science, technology, engineering, and math (STEM) education. On Thursday, October 17, students visited the company’s U.S. headquarters, where they played virtual reality games and built industrial control assemblies in preparation for a yearlong STEM curriculum taught by Phoenix Contact employees. From November through May, Phoenix Contact volunteers will visit the school once a month to teach hands-on lessons related to solar and wind energy. Phoenix Contact developed the program in partnership with the Harrisburg School District to ensure that it meets school and state standards.


https://www.arcweb.com/blog/phoenix-contact-exxonmobil-discuss-open-automation

http://www.update.phoenixcontact.com

Roland Bent, Dr. Jens Butenandt, Werner Neugebauer (from left)


Security, signed and sealedPhoenix Contact certified for the development of IT security

Phoenix Contact is the first-ever company in Germany to have been certified by the TÜV Süd certification body for its work in the field of security, both for the development of secure-by-design products (IEC 62443-4-1) and the design of secure automation solutions (IEC 62443-2-4). These certifications emphasize Phoenix Contact's strategy of providing standardized security in products, industry solutions, and consulting services to ensure the future-proof operation of machines, systems, and infrastructures.

Secure-by-design means that the security requirements on software and hardware are already taken into consideration during the development phase. In a world of interconnected things, this task is becoming ever more important. For automation solutions, a security concept is devised with the required protective measures. “Secure-by-design is an integral part of our development process for security products,” explains Roland Bent, CTO Phoenix Contact.

New building automation partnerPhoenix Contact has welcomed Broudy Precision, based in Conshohocken, Pennsylvania, to its Building Automation Channel. Founded in 1964, Broudy Precision has grown to become a nationally recognized source for the building automation contractor.

3D internationalNew production facilities in the USA and India

Additive manufacturing is absolutely key for the future. The Phoenix Contact subsidiary Protiq is a specialist in this and manufactures products both for in-house requirements and for external customers. The cooperation, in particular between the in-house tool shop and production, proved to be so successful that a selective laser sintering system for printing plastics has been installed in the USA. And in India, thanks to the installation of a selective laser sintering system, it is now also possible

to print metal objects for use in the in-house tool shop.

protiq.com


http://www.protiq.com


Apprenticeships at Phoenix ContactFrom November 11 through 17, the U.S. observed its fifth annual National Apprentice Week. Phoenix Contact has a robust Apprenticeship program, including programs in technical sales, information technology, mechatronics, and industrial maintenance. Quick facts:• Phoenix Contact currently has two Mechatronics Apprentices and 13 Technical Sales Apprentices.• Fifty-two current employees have gone through a Phoenix Contact apprenticeship.• 8.7 percent of the Phoenix Contact workforce has been through a Phoenix Contact apprenticeship program.

MIT scientists visited Phoenix Contact in Bad PyrmontOpenness as a basis for successful IIoT implementation

The Massachusetts Institute of Technology – MIT for short – is one of the world’s leading elite universities. The list of Nobel laureates who have worked or are working there is long. Two MIT poverty researchers have just won the Nobel Prize for Economics. Phoenix Contact was pleased to welcome four MIT scientists to its Bad Pyrmont location in October 2019. Prof. Suzanne D. Berger, Institute Professor, is currently travelling to Germany with PhD students Lindsay Sanneman and Lukas Wolters and former MIT graduate Prof. Jonas Nahm to research a new book.

In 2013, the study “Making in America: From Innovation to Market” was published. Prof. Berger examined the question of whether the United States needs to strengthen production capabilities in order to derive value from innovation. Together with her team, she visited more than 250 companies in the USA, Germany, and China, from start-ups to medium-sized companies and corporations. After almost seven years, a new project is now being launched: in the “Work of the Future” task force, employees from the various MIT faculties are working together on the question of what influence new technologies have on employees and their training.

While searching for companies on the cutting edge of implementing new technologies, the MIT team became aware of Phoenix Contact. During a World Economic Forum meeting at the end of 2018 in Tianjing (China), Phoenix Contact was honored as one of the nine worldwide leading Smart Factories that already use IIoT

technologies in practice. The four MIT scientists now wanted to examine this in Bad Pyrmont. A guided tour through the production area showed them that machines and systems can be easily converted to manufacture new products within a short period of time. A continuous data flow, innovative technologies, and assistance systems even make a conversion superfluous in some cases. Thanks to a digital twin, the products to be manufactured are so smart that they find their own way through the processing stations. Employees are relieved of strenuous (control) activities and can turn to more demanding tasks.


The next issue will focus on:

CommunityThe world is growing together. Communities,

but also production units, are becoming

increasingly networked, in particular thanks

to the new means of communication.

This togetherness will be the central

subject of the next issue of UPDATE.

Legal information

Phoenix Contact GmbH & Co. KGCorporate CommunicationsLutz Odewald (editor-in-chief and author)Telephone: +49 5235 3-42153E-mail: [email protected] Tegtmeyer, Christian Brill (graphics)Molly McGowan (U.S. editor)Jennifer Levering (U.S. graphics)Photo credits:Cover photo: © Ahmad Faizal Yahya/ShutterstockFrom the industry: Deutsche Telekom, Alakai, Fraunhofer-Institut, MittelrheinStrom, Carnegie Mellon UniversityAmsterdam: picture alliance/ANP, RijkswaterstaatCharging chitchat: Dave Riedel A modern approach: Paul Holzer Behind the scenes: Mesago/Mathias Kutt, Uwe Erensmann/@uepress, Paul Holzer, Zach Beidler

© Shutterstock: 4, 6, 7, 12, 15, 20, 22, 51-47

Copyright © 2019 Phoenix ContactAll rights reserved.

DIGITAL TWIN

Close linksOn the search for similarities between biological and technological doppelgangers

COMPLETE LINE

The extended familyWhat makes this comprehensive range so strong and successful?

AUTONOMY

Completely alone?Why entrepreneurial independence is anything but lonely. Questions for the Executive Board

P RE V IE W

mailto:[email protected]

“Automobiles are a passing phenomenon. I believe in horses.”

Kaiser Wilhelm II

“Where would we stand, if everybody told us, where we would stand, and nobody went to look, where we would stand, if we went?”

Kurt Marti, Swiss author and theologian

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