Fuel efficiency, aerodynamic, design, EV development, autonomous driving: All key simulation technology

Japan, which is poor in energy resources, is forced to struggle with the tide of carbon nectar around the world.

The industry that is particularly influenced is the automotive industry.In addition to responding to global electrification shifts, the mobility revolution and the fourth industrial revolution are urging industrial structural reforms in the automotive manufacturing industry.

What is the situation surrounding the automotive industry?What are the issues of electrification?How do you respond to these?A seminar was held to answer this ambitious question.At the online seminar entitled "The forefront of the EV / Battery Increased in Carbon Neutral," four experts from the Ministry of Economy, Trade and Industry, the Yano Economic Research Institute, Ancis Japan, and the Nagoya University Future Social Creation Organization were invited.

The Ministry of Economy, Trade and Industry Manufacturing, Industry, Industry, Industry, Industry, Industrial Planning, Director Yuki Aoki, explained the car policy for carbon nuits, and Yen Tanaka Tanaka is the chief researcher at the Yano Economic Economic Research Institute Industrial Technology Unit Device & Machinery Group, Yoshiaki Tanaka.Prospects, APAC APAC Automobile Division Chief Evangelist Automotive Executive Officer Takamasa Yoshimura, Mr. Takahiro Yoshimura, EV Power Train Development, a professor at Nagoya University Future Social Creation Organization Visit Professor / Espec Seating Advisor Sato Sato.We gave a lecture on battery buying trends.

Domestic electrification market issues ... Ministry of Economy, Trade and Industry

How is the Ministry of Economy, Trade and Industry analyzing the current electrification market?Mr. Aoki explains that 20-30 % of new car sales by 2030 will be electric vehicles (HV, PHEV, EV, FCV) by 2030.However, in 2020, it was about 1 % even if EV and PHEV were combined.The FCV is very low at 0.04 %.Suppose a considerable measure is required to achieve the goal.

The EV does not spread because the hurdle exists in all of the supply chain.As has been pointed out in various places, it can be assigned to products, such as prices and practicality, and issues such as battery technology, systemary power supply, recycling, and ecosystem, including the used car market.The government is promoting the spread of EVs with legal measures by strengthening fuel consumption regulations and mainly vehicle purchase subsidies (CEV subsidies).

China is strongly promoting policy support for the battery industry.The EU is also promoting industrial competitiveness by strengthening battery alliance in the region and revision of the EU command.Japan is developing support and strengthening measures for the battery industry.The company will also support related industries to improve safety, improve energy density and output density, promote the development of next -generation material batteries, support factories, secure resources such as rare earths, and commercialize all solid batteries.

The XEV market is predicted on a policy base and market basis ... Yano Economic Research Institute

In the domestic market, there are many issues for EV shifts and electrification, but when viewed globally, a different market can be seen.The Yano Economic Research Institute analyzes the world XEV market in two scenarios, a policy -based prediction based on a high growth rate, and a market -based scenario based on low growth rates.Policy -based scenarios are expected to be based on exhaust gas regulations, sales regulations, subsidies and tax incentives, and SDGs.The market base is a model that takes into account the cost of XEV, charging infrastructure, business model, and user awareness.

For example, the 2025 XEV market is expected to account for 37.43 million units on a policy basis, about 38 % of the total.Looking at the numbers limited to EVs and PHEVs, the total is 15.35 million units (about 15 % of the composition).According to market -based predictions, the XEV market is 16.73 million units (17 % configuration ratio), and the EV + PHEV market is 7.7 million units (composition ratio).

According to the world trends in the XEV market, China has slowed up 2 million in 2021 due to extension of subsidies and low -capacity and low -priced EVs, although the growth rate has slowed up to 2020.The EU is linked to policy and market movements, and combined with the Green Recovery (large -scale investment by green decide policy), the EV / PHEV in 2020 is higher than China.The market is expected to extend for 21 years, and the construction of battery value chen is also progressing.

In the United States, fuel consumption and ZEV regulations have begun to operate again due to the replacement of the Biden administration.The movements of the market, such as regulations and subsidies, are ahead, and the market movement is now difficult to predict.

The main OEM is analyzed as follows.Renault, Nissan, and Mitsubishi share the EV platform with Renault (A, B Seg) and Nissan (C, D Seg), and Mitsubishi is responsible for PHEV.Nissan looks at the domestic market and develops both EVs and E-POWER (Series Hybrid).However, in the business of the entire group, the Japanese market is only 8 %.It accounts for 80 % of the total in Europe (40 %) and China and the United States (20 % each).In the XEV strategy, the challenge is how to absorb the temperature difference between Japan and Europe and the United States and Europe and China.

GM has a 92 % business only in the United States and the Chinese market.By 35 years, he has announced the abolition of gasoline vehicles, and the EV shift is clear.Developing LG and Ultium battery and doubling battery factory investment.

Hyundai, which has completely penetrated Europe and the United States (nearly 70 % of the regional sales ratio), states that the EV ratio will be 78 % by 2040.We have developed an EV -only platform development, and LG has launched a battery procurement JV in Indonesia.

Honda has a regional sales ratio of 43 % in China, 38 % in the United States, which is not an OEM that can only be seen in Japan.It can be said that the switch to an EV shift was inevitable.In North America, the alliance with GM holds the key to tactics.Fusion with energy services and mobility services (HONDA EMAAS).

Tesla is a strong EV -only job.The sales volume in 2020 exceeded 108 % year -on -year, and the EV model alone handled 499,000 units.The company has expanded the production of Shanghai, Germany, the United States, and production bases (Giga Factory), and has announced a partnership with LG and Catl in addition to Panasonic in addition to Panasonic, and has announced its own development and in -house production for 4860 cells.

The global automotive industry is in a stagnation period due to Corona, and it is expected to return to the 2019 level around 2023.Among them, it is the XEV market that leads the car market.Although it is not yet expected to be a optimistic model, it is not yet expected to be expected, but the market in the future will be between the policy -based model and the pessimistic model market.

Japan's battery strategy emphasizes quality and safety ... Nagoya University

Battery technology and market trends are analyzed by Nagoya University Future Social Creation Organization.About 10 years ago, the lithium -ion battery boasted the top share of Japanese manufacturers, including in -vehicle and electronic devices.Not only battery packs and cells, but also many Japanese companies such as electrodes, electrolytes, and separators were also named by many Japanese companies.

Since then, he has lost its share year by year, and although Panasonic is currently working hard, it is exposed to LG, Samsung, CATL, SK, and other Chinese and South Korea.However, the market itself is expanding, so the business size is not as much as the share.Effective solutions in this state point out that it is necessary to reorganize and integrate the industry to keep the share from dropping.

There is another strategy for the Japanese battery industry to survive.It is a quality that is directly linked to reliability and safety.You may hear news about the fire accident of the Chinese EV.Batteries in each country have been ignitioned in various places.In 2019, Hyundai's LG battery fire led to recall, and in 2020 GM reported battery -related recalls, and Ford had an accident in Samsung's battery.

On the other hand, a Japanese -made battery and a Japanese -made EV have not been fired on public roads for 25 years.This difference lies in the concept of safety standards for each country and OEM.Lithium -ion batteries are ignited as materials and principles, and the danger of explosion cannot be eliminated.Therefore, the standards of safety performance are set for the standards and international standards of each country.However, Sato says this is the minimum starting point for the product.

Japan's standard, the procurement standard of Japan OEM, has its own safety standards based on international standards.Although it demands very severe quality, this is successful in terms of safety.Therefore, if the battery standard made in Japan is an international standard, it may increase the safety of the entire EV and increase the share of Japanese materials and parts manufacturers.

High quality Japanese batteries are valuable in the high -end market.It is easy to create an ecosystem such as recycling and reuse, which will create a recycling business.However, quality and safety cannot be relieved because China and South Korea manufacturers have been working hard.Efforts to increase quality and added value are necessary (Mr. Sato).He said hot.

Next -generation vehicles require structural reform in design and development ... Anthys Japan

The XEV market is only a technique of "E (electrification)" in CASE vehicles, but actually brings changes in energy, environmental issues, infrastructure issues, and even industrial structures and business models.Therefore, the automotive industry cannot discuss the orbit of electrification only due to the speculation of each company and the convenience of the industry.

One of the impacts is the product planning and design process of vehicles.The expansion of electrification platforms, enhancing autonomous driving and connected functions, applying to battery cycle, and emphasis on charging infrastructure has changed the usage style of vehicle and expanded the added value of software.

As a result, model development and software first concept are more important than ever before.Major OEMs, such as Toyota and Volkswagen, are focusing on integrated ECUs and vehicle OSs, and have been strengthening the departments and suppliers that used to be a "electric category".The key to determine the future vehicle value is the inner production of major ECUs, firmware, and cloud software.

The focus of this part is the session by Mr. Takahisa Yoshimura, Japan.The company's solution is a simulation related to most vehicle design.Simulate various events such as crash tests, cockpit evaluation, UI/UX evaluation, EMC (noise measures), electronic circuit evaluation, optical analysis, thermodynamics, and fluid analysis.

The characteristics, seasoning, and added value of vehicles designed with a common XEV platform are often dependent on software control.There are many OEMs that simulate each component, but the design of such a next -generation vehicle is indispensable for simulation and prototyping as a whole system.

What you need here is an environment and systems that can be evaluated by integrating individual simulations.This requires an integrated simulation based on the cloud.

As an example, by integrating vehicles, HMIs, sensors, etc., you can evaluate safety visibility, night sensor evaluation, automatic driving and ADAS function evaluation from the driver's perspective (Dirver in the Loop).If the design design and CD value can be calculated and visualized by machine learning, the evaluation of the model variation can be simulated.

In some cases, the design of the electric powertrain has been reduced from 12 months to 2 months from the validity verification of hardware combinations and the trade -off analysis of response tests.In the design of the battery, it also contributes to the analysis of heat runaway and the efficiency of short circuit and pressure tests (shortening the time by simulation from the test verification).WLTC evaluation is also possible to simulate in a state close to the actual vehicle.

R&Dやモータースポーツのような特殊用途でも効果を発揮する。アンシスのシステムは、たとえばポルシェのフォーミュラE車両のセッティングに活用されている。フォーミュラEではバッテリーとシャーシがイコールコンディションになるよう厳密なレギュレーションで管理されている。それ以外のコンポーネントのチューニング、各部のすり合わせ・最適化が車両の性能を左右する。高度なシミュレーターなしには開発できない領域だ。

Volkswagen is designed by EVs for Pike Speak Hill Climb, and has succeeded in air -cooled battery temperature control by making full use of the company's simulation.The weight of the cooling system is large in competition vehicles.

In the XEV market, the development of models using simulators can be more and more important.