How do you provide a large SUV with sporty road-holding properties and minimal body roll without impairing ride comfort? Audi has resolved this by implementing electromechanical roll stabilization (eAWS). Assisted by the 48-volt onboard electrical system and powerful actuators, the stabilizers on the front and rear axle can be actively controlled according to the driving situation. As a result, the models retain their high level of ride comfort in straight-line driving. By contrast, in cornering and load alteration situations, they impress with enhanced lateral dynamics combined with minimal body roll. The technical advantages of Audi’s electromechanical solution: it is energy-efficient, operates in near-real-time and is virtually maintenance-free due to the absence of hydraulic elements.

What challenges do large SUV models pose to chassis engineers?

Customers of larger SUVs are thrilled by their many practical elements – from ample space in the cabin to cutting-edge chassis technologies to powerful engines and advanced control and assistance systems. Plus, an SUV can deliver superb performance off paved roads. Due to their design, these vehicles feature a higher curb weight and a higher center of gravity. This means that the body of an SUV leans more toward the outside in cornering than it does on models with a lower center of gravity.

What technology counteracts body roll and body movements?

In cornering, the body leans toward the outside due to the centrifugal forces, in other words, the wheel on the outside of the corner goes into jounce travel while the one on the inside of the corner goes into rebound – the vehicle rolls around its longitudinal axis. Torsionally flexible anti-roll bars between the left- and the right-hand side of the axle are proven means of compensating for this effect. They help reduce the body’s tendency to roll by applying reverse torsion torque to the suspension on the outside and inside of the corner, thus counteracting the body’s tendency to roll. This passive suspension component has the same effect in both cornering and straight-line driving. However, an effect that is desirable in cornering may impair ride comfort in straight-line driving on roads with bumps or potholes on one side of the surface. While passive solutions can reach their limits here, Audi has resolved this by means of electromechanical roll stabilization. Using sensors to capture and detect the situation, the system is designed to intervene with pinpoint precision only when less body roll is desired. Thus, the spring rate of the stabilizers on uneven and straight roads is lowered to a basic level and the spring and damper forces act by and large independently on the left- and right-hand wheels.

How does electromechanical roll stabilization work?

A conventional stabilizer operates passively. In other words, it just balances the suspension movements on both sides by means of mechanical coupling. By contrast, electromechanical roll stabilization can be specifically controlled. The system consists of two stabilizer halves per axle, with an electric motor operating between them on both the front and rear axle. It can rotate the stabilizer halves in opposite direction of each other and thus generate torque that counteracts body roll torque – individually for each wheel. As a result, it reduces the body roll angles and actively supports them against the physical effects of the driving situation. The system receives its commands via control units on the front and rear axle, which are part of the Electronic Chassis Platform (ECP). The ECP is the central brain of the chassis. Within milliseconds, it matches a variety of parameters such as speed, ride height, roll and pitch movements of the car, the friction coefficient of the road surface, the current driving condition such as under- or over-steer, plus the data of the chassis systems involved. From this input, the system calculates the ideal responses for the integrated components and adjusts them quickly and precisely to each other. The required electrical energy is supplied to the eAWS by a powerful 48-volt onboard electrical system. Within milliseconds, the system calculates suitable actuation values for the stabilizers. The electric motors deliver their power output via three-stage planetary gearboxes, with torque levels of up to 1,200 Nm being generated at the stabilizers.

What is “Vorsprung durch Technik” in the case of an electromechanical solution?

The 48-volt system enables an immediate system response even at low speeds. Latency between the sensors detecting body roll and the response by the electric motors is just a few milliseconds. Unlike hydraulic solutions, the eco-friendly electromechanical system does not require oil circuits and is maintenance-free. It is even able to recuperate energy by capturing suspension impulses on its electric motor, converts them into electrical energy and stores it in the lithium-ion battery of the onboard electrical system. The electromechanical solution uses energy more efficiently as well. In contrast to hydraulic circuits, it does not have to store and provide pressure.

How does the driver benefit from the system?

The system helps reduce the body’s tendency to roll, provides a sportier and more confident handling impression and emphasizes the versatile character of the large SUV models. It can actively distribute roll torque to the front and rear wheels and influence the car’s intrinsic steering characteristics such as the tendency to under- or oversteer. The Audi drive select driving dynamics system offers various setup options for this. Electromechanically active roll stabilization imparts to the driver a dynamic and precise feel in a variety of situations and enables enhanced handling characteristics. It is one of various systems that perfect the dynamism of the top-end models of the Q range. The Audi Q7, SQ7, SQ8 and RS Q8 models with their controllable stabilizers respond to the driving situation precisely as expected by the driver. On uneven road surfaces, the body movements are reduced while ride comfort increases. In sporty driving and at high cornering speeds, the car feels more stable and at ease. It pushes itself into a bend in the road. Audi has deliberately selected a setup that does not completely neutralize the roll angle but continues to impart an authentic feel of the driving dynamics situation.

How is the system on the racetrack and the real world?

Impressive proof of the influence of the controllable stabilizers was provided by race and test driver Frank Stippler in the fall of 2019. As part of the development work for the Audi RS Q8 the professional race driver, who in 2019 won the 24-hour race at the Nürburgring for the second time with Audi, set a new lap record for production SUVs. He managed to drive the 20.832-kilometer distance of the race track in the Eifel region in just 7:42 minutes. Forty percent of global Audi customers who have ordered a large Audi SUV model have chosen the option of electromechanical active roll stabilization. (MT)

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Researchers at Chalmers University of Technology, in collaboration with industry partners, have published a study in Nature Communications demonstrating that reconfigurable battery pack architectures can extend electric vehicle battery operational life by more than 20 percent under specific conditions.

In conventional electric vehicle battery packs, cells are wired in a fixed series configuration, meaning the weakest cell dictates the overall capacity, performance and lifespan of the entire pack. The architecture evaluated by the Chalmers engineering team uses integrated electronic switches and a centralised battery management system to monitor individual cells or cell groups. When a cell experiences accelerated degradation or reduced capacity, the system bypasses the degraded unit while electric current continues to flow through the remaining functional cells.

Albert Skegro, a PhD student at the Department of Electrical Engineering at Chalmers University of Technology, said, "They must all move at the pace of the slowest person and stop when that person stops, regardless of how much energy the others have left. With the architecture we have modelled, the battery can instead bypass the cell that is causing problems and continue using the remaining cells."

Changfu Zou, Professor at the Department of Electrical Engineering at Chalmers, said, "Reconfiguration is not an on-or-off choice. It is a spectrum. Where a manufacturer chooses to position itself on that spectrum determines how much of the potential benefit can be realised."

In a representative modelling scenario featuring an 80 kWh battery pack driven 12,000 kilometres annually over an 18.8-year vehicle lifespan, the reconfigurable system deferred battery replacement by approximately 14 months. The researchers noted that the technology yields the highest performance gains in high-voltage vehicles, including 400-volt and 800-volt electric passenger cars and commercial trucks, where higher cell counts in series increase the statistical probability of individual cell variance.

A techno-economic analysis included in the study determined that implementing cell-level switching hardware increases initial pack production costs by approximately nine per cent based on prototype-scale volumes of 1,000 units. The researchers identified an economic break-even threshold at a 12 percent cost increase, noting that volume manufacturing would lower component costs and increase financial viability for fleet operators and private owners. While prototype applications such as Volvo Cars' SmartCell concept and experimental road vehicles exist, mass-production vehicles using reconfigurable battery packs are yet to enter the commercial market.

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Jakson Green Vehicles has selected Dassault Systèmes’ cloud-based 3DEXPERIENCE platform to manage the design and development of its electric vehicles.

The implementation establishes a collaborative engineering framework to maintain digital continuity across the product development lifecycle. By connecting internal teams and external suppliers, the platform automates workflows, standardises component libraries and manages engineering change requests during early-stage product design. Virtual twin capabilities allow the vehicle manufacturer to conduct virtual validation testing to resolve structural and systems design issues prior to physical manufacturing.

Deepak Thakur, CEO, Jakson Green Vehicles, said, "Using Dassault Systèmes’ 3DEXPERIENCE Platform enables us to apply a collaborative approach and re-engineer our product lifecycle from the ground up. Through this transition from legacy environments to a unified digital thread, it enables strong R&D to achieve twin objectives; accelerated time-to-market and mitigated development costs. This partnership is helping us to transform the early-stage innovation and product design processes."

Deepak NG, Managing Director – India, Dassault Systèmes, said, "As India continues its dynamic growth trajectory, virtual twin technology serves as a powerful catalyst for sustainable innovation, empowering industries to rethink how they design, produce and operate."

The software adoption forms part of Jakson Green Vehicles' plan to build urban zero-emission mobility vehicles and infrastructure across India.

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UK-headquartered energy technology company Gelion has entered into a material transfer agreement with a top 15 global automotive original equipment manufacturer to assess its NES cathode platform for future electric vehicle battery applications.

Under the terms of the agreement, Gelion will supply its sulfur-based cathode active material, coated cathodes and liquid electrolyte to the automotive partner. The manufacturer will evaluate the platform in both liquid and solid electrolyte cell configurations, testing compatibility across lithium metal and graphitic anode pathways targeting luxury and mass-market vehicle applications. The technology is designed to serve as a drop-in cathode material capable of integration into existing battery manufacturing lines without re-tooling.

Matt Wood, Chief Executive Officer, Gelion, said, "Our priority markets are commercial & defence drones, EVs and devices. We are honoured to be working with these major global automotive OEMs, and today’s announcement marks further progress towards the adoption of our technology and the generation of commercial revenues via funded programmes and eventually license and royalty revenue in the global EV market, alongside some of the industry’s leading companies."

"The growing engagement from global EV manufacturers reinforces the potential and attractiveness of our NES™ technology. This momentum is also mirrored in our agreements and partnerships across drones and devices, while our work with Tier 1 materials suppliers is advancing the scale-up of our unique, patented battery materials," Wood added.

The agreement expands Gelion’s ongoing industry testing programs with automotive manufacturers, extending the assessment of its sulfur-based cathode platform across liquid and solid battery systems.

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Honda R&D, a subsidiary of Honda Motor Co., has developed underlying technology for a magnetic coupling wireless power transfer road system in partnership with Taisei Corporation and Taisei Rotec Corporation.

The system enables wireless in-motion charging for electric vehicles, including passenger cars and heavy commercial fleets. The partners plan to initiate demonstration testing on public roads starting in FY2027.

The technology integrates high-power-density receiver and transmitter units from Honda with a high-response direct current power supply system from Taisei and road-embedding construction techniques from Taisei Rotec. By supplying power to electric vehicles while in motion, dynamic wireless power transfer reduces the need for stationary charging infrastructure. The initial commercial focus targets logistics and transport operations, where continuous operation offers economic benefits.

The ground assembly embedded in the roadway combines the inverter and coil into a single unit designed to connect via direct current distribution. This design reduces component counts, simplifies wiring and supports installation into existing road surfaces through standard milling methods. The road pavement structures are engineered to withstand continuous traffic loads from vehicles weighing up to 20 tonnes (20,000kg).

Testing conducted at Taisei Group’s T-FIELD facility in Satte verified system stability and structural durability. Starting in late 2026, the companies will build a test roadway at T-FIELD Tamura to evaluate long-term durability under one million wheel-load cycles, measure power transfer efficiency at outputs up to 150 kW and analyse electromagnetic shielding.

The partnership will also join the Tateyama Expressway demonstration project managed by East Nippon Expressway Company starting in 2027.

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