The automotive MOSFET family offers two drain-source resistance levels across all device variants. All variants are rated for the 150V voltage class and deliver the lowest RDS(on) available in this class, reaching as low as 2.5mΩ. This enables minimal conduction losses and high efficiency. The tight distribution of the gate threshold voltage (VGS(th)) supports synchronization when multiple MOSFETs are used in parallel configurations, which is particularly relevant for high-power automotive systems. The devices also feature low switching losses up to high frequencies, allowing for highly efficient operation in fast-switching applications such as modern DC-DC converters. In terms of thermal performance, the variants achieve a thermal resistance as low as 0.4K/W. This significantly improves heat dissipation, reduces system-level cooling requirements and lowers associated expenses.

The devices are available in three package types that offer specific advantages. The TO-Leadless (TOLL) 10 x 12mm² enables a compact design. The 10 x 12mm² TOLG package is footprint-compatible with TOLL, with the additional feature of gullwing leads for high robustness against thermal-mechanical stress. Meanwhile, the 10 x 15mm² TOLT package features a top-side cooling concept that enables efficient heat dissipation on the system level, making it well-suited for thermally demanding applications in space-constrained environments.

Infineon’s OptiMOS 6 150 V MOSFETs are qualified by Infineon Automotive Quality and exceed the requirements of the AEC-Q101 standard. In addition, they are PPAP capable.

In related news, Mahle has begun producing e-compressors at its Morristown, Tennessee, location. Nearly 50 new employees will be manufacturing e-compressors for the North American market

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Kubota sought a portable and efficient dynamometer that could accurately simulate real-world towing loads for UTVs and recreational vehicles, without the burden of excessive size or weight. The system needed to maintain high accuracy, durability and mobility to be integrated effectively into the company’s testing environment.

In response, MAE engineered the MDT-8KN-UL, a lightweight tow dynamometer, designed to meet the performance and portability requirements of Kubota’s engineering team.

Key design elements include a reduced weight frame and housing, making it 1,000 lb lighter than MAE’s standard model MDT-8KN Tow Dyno. It offers a minimum speed of 1.0mph (1.5km/h) and a maximum speed of 60mph (100km/h), and can provide grade simulation up to 80% for a vehicle weighing 4,200 lb (1,900kg). Data acquisition systems enable engineers to capture and analyze vehicle performance under load in real time.

Available control modes included Manual Control, Constant Force (Draw Bar), Constant Speed, Constant Power and Vehicle Simulation (A, Bv, Cv2, weight, grade). Another key feature of the MDT-8KN-UL tow dyno is script testing, which enables the operator to create unique test cycles based on time or distance. The operator can easily configure the software to change between control modes while the tow dynamometer is executing the test cycle.

Other features include turnkey installation, automated sear shifting, metered transmission oil system and fully automated test-out sequence.

The delivered tow dynamometer has significantly improved Kubota’s R&D capabilities by enhancing the precision of performance testing for UTVs and recreational vehicles, enabling realistic, field-simulated testing in a controlled environment and providing a cost-effective and scalable solution for future product development.

In related news, ZF has developed a technology to measure the temperature deep inside an electric motor, with the data it produces used to optimize electric motors and extract more power. The technology works without additional hardware and uses artificial intelligence (AI)

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AKM has been developing the EZ232L, a linear Hall IC for coreless current sensors. AKM says that with its high resolution and accuracy, this technology enhances the efficiency of traction inverters that require operation over a wide current range. The companies used EZ232L to develop a power module that integrates a current sensor to address the limitations of conventional magnetic core-based current sensing. This technology aims to improve energy efficiency, as well as enable compact and lightweight designs for ultra-high current applications using next-generation SiC power devices.

Traction inverters are the core component that powers the motors of electric drive systems in xEVs, serving as the bridge between the battery and electric drivetrain. Specifically, they play a critical role in converting direct current from the battery into alternating current. To ensure smooth and efficient control across varying driving conditions, low or high speed, cruising or accelerating, precise current sensing over a wide dynamic range is essential.

“With this joint technology validation, we have set a new standard for current sensing in power modules, and we are proud to combine AKM’s expertise with SAL’s research capabilities to achieve this innovative result. We expect that the power module integrating coreless current sensor technology will contribute to smaller and lighter xEV traction inverters,” said Toshinori Takatsuka, general manager of AKM’s current sensor business.

“The designed power module offers an all-in-one solution, integrating the latest direct copper bonded power semiconductors along with gate driving circuits and current sensing capabilities. Using a standard PCB and off-the-shelf components, the module provides both flexibility and cost advantages for small-to-medium production volumes,” said Thomas Langbauer, team lead within the power electronics division at SAL.

AKM will present the results of the joint research with SAL at PCIM Europe 2025.

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The optimization software, developed by the company’s new electric performance brand, Polestar, increases the amount and frequency of torque distributed to the rear wheels, improving steering with enhanced turn-in, better control and engagement when cornering, and improving traction when pulling away, delivering a more engaging drive.

“We are always fine-tuning the driving experience of Volvo cars,” said Henrik Green, senior VP of research and development at Volvo Cars. “And this upgrade makes the all-wheel drive both smoother and more dynamic.”

The AWD optimization is engaged simply by selecting the Dynamic drive mode, or when the Electronic Stability Control is disengaged.

The new rear-wheel torque distribution feature adds another improvement to the latest Polestar software upgrade. The five existing areas include sharper throttle response, faster off-throttle response, quicker gear changes, optimized gearshift points and in-corner gear holding, as well as increased engine output.

The Polestar upgrade will be available for petrol and diesel models of the Volvo 90 series, 60 series and XC40 cars, from August 2018 onward.

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By accurately distributing torque between the front and rear axle, the supplier’s compact AWD solution promises high-torque accuracy for improved fuel economy as well as enhanced stability, traction and handling on a variety of terrains.

“At BorgWarner, we offer customers advanced solutions that are easily integrated into their specific applications,” said Dr Stefan Demmerle, general manager at BorgWarner PowerDrive Systems.

“We are very pleased to expand our long-standing cooperation with Volkswagen by providing our leading AWD coupling for the Volkswagen Crafter for the first time.”

To meet the challenges posed by Volkswagen and the Crafter’s rigid rear axle, BorgWarner has added an optional differential lock control with a new electronic control unit (ECU) to its AWD coupling.

The ECU features an adaptable vehicle dynamics software to facilitate the desired driving characteristics, and controls the optional differential lock to allow smooth starts by improving traction on split-friction road surfaces which in turn reduces tire wear.

The coupling’s electronically controlled wet multi-plate clutch allows the torque distribution to be varied between the two axles automatically, providing the rear axle with the required amount of torque for the driving conditions.

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Equipped with integrated vehicle dynamics software, the traction solution promises high torque accuracy and the ability to distribute torque between the front and rear axle on demand.

“Our coupling delivers both enhanced dynamics and traction for an outstanding overall driving experience,” said Dr Stefan Demmerle, general manager at BorgWarner.

“With our solutions for combustion, hybrid and electric vehicles, we offer our customers a variety of possibilities to further enhance the capabilities of their products. The expansion of our long-standing cooperation with Volvo reflects the trust customers put in our products.”

Fitted with an integrated electronic control unit (ECU), the supplier’s latest AWD coupling features adaptable vehicle dynamics software to provide the desired driving characteristics. The solution also features an electronically controlled wet multiplate clutch, which automatically distributes the required amount of torque between the two axles for optimal traction.

With independent operation of differential axle speed, the coupling can provide full locking torque at any given time and speed. The lightweight, high-performance design also enables greater fuel efficiency, handling and traction thanks to improved component response time as well as torque density and accuracy.

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“Seal performance was critical to the successful operation of this new system, and selection was made more complex due to the anodized aluminum manifold base material,” said Nate Moore, product manager at SFC Koenig.

“Installation of the existing ball plug seals was resulting in cracks and leaks. Our team worked with the customer’s engineering department to identify the best sealing components and installation equipment to provide reliability, safety and performance, while easily integrating into their high-speed production environment.”

The Koenig Expander MB 850-040E was chosen based on size requirements, materials, pressures, installation processes and the overall safety-critical nature of the application. The company developed an expansion design to combat previous issues. When inserted, the plug’s serrated sleeve was expanded into the base material and formed a reliable seal that required no sealant or additional machining.

During the selection, SFC Koenig’s engineers gave special consideration to ensure the anodized aluminum base would not wear during repeated thermal and pressure cycles. “The combination of our MB 850 and our installation equipment reduced the risk of contamination, streamlined seal installation, and in the long run has lowered their costs when warranty and rework expenses are considered.”

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