Gallium nitride (GaN) semiconductor developer VisIC Technologies and mobility technology company AVL have integrated VisIC’s D³GaN power modules into the traction inverter of an AVL vehicle demonstrator.

The demonstrator, a platform for evaluating electric propulsion technologies, combines the GaN inverter with an e-axle, power electronics and vehicle control technologies. The project includes technology from AVL, NXP Semiconductors and VisIC.

The companies say that in earlier WLTC drive-cycle testing on AVL’s e-motor test bench in Germany, an inverter using VisIC’s D³GaN technology achieved 99.67% efficiency at 10 kHz and more than 99.8% at 5 kHz. They say the inverter showed an improvement over comparable SiC inverters and a reduction in inverter energy losses of more than 60% under the tested conditions. The inverter was developed with an NXP driver, AVL’s PI850e Inverter Development Platform and AVL control software.

VisIC’s D³GaN technology is designed to combine low switching and conduction losses with high power density for high-power automotive applications. Reducing switching losses during partial-load operation can improve inverter efficiency and reduce cooling requirements.

AVL and VisIC previously announced plans to extend VisIC’s GaN-on-silicon platform toward 800 V power modules for higher-voltage battery and drivetrain systems. The companies say the GaN-on-silicon approach can use established silicon manufacturing infrastructure and is compatible with 200 mm and 300 mm silicon foundries.

“Bringing D³GaN from the test bench into a fully operational vehicle is an important milestone for high-power GaN,” said Tamara Baksht, CEO of VisIC Technologies. “The AVL demonstrator shows that GaN is no longer limited to discussing future potential. We can demonstrate the technology in the traction inverter of a real electric vehicle and show automotive manufacturers what higher efficiency, lower losses and higher power density can mean at system level.”

“Integrating a GaN traction inverter into a vehicle demonstrator is an important step in understanding the opportunities and challenges of bringing this technology into future automotive applications,” said Mathias Deiml, Technical Lead GaN Inverter Development at AVL Software and Functions.

Source: VisIC Technologies

The transition toward 800V+ architectures, SiC/GaN MOSFETs, and highly integrated power conversion systems (x-in-1) is accelerating, creating new challenges for automotive electronic design.

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Canadian EV charging operator Hypercharge Networks has acquired REVS Charging, a Texas-based provider of turnkey Level 2 EV charging solutions for multifamily, condominium, hospitality and commercial properties.

The acquisition will provide Hypercharge with an established US business, customer relationships, local operating capabilities, and a foundation for further expansion across North America. Hypercharge already operates charging stations in 14 US states.

REVS owns more than 500 Level 2 charging ports, and operates 700 customer-owned charging ports in the US. The acquisition will expand Hypercharge’s network to over 10,000 charging ports across North America. According to the companies, REVS generates over C$1 million in annual charging and services revenue.

Hypercharge will continue to pursue additional acquisition opportunities in North America.

“This is an important step in Hypercharge’s growth strategy,” said Hypercharge CEO David Bibby. “As a Canadian company, we’ve had to navigate changing trade policies and tariffs. Having operations on the ground in the US gives us more flexibility in how we serve customers, build partnerships, and source equipment. By combining REVS’ experience owning and operating charging infrastructure with Hypercharge’s technology, purchasing power and operational capabilities, we have a strong foundation to grow across the US market.”

Source: Hypercharge Networks

Battery developer Greater Bay Technology (GBT) has begun series production of all-solid-state battery cells at its plant in Nansha, Guangzhou, on 1 GWh of converted lithium-ion capacity.

China has published GB/T 48093.1-2026, a standard that defines a solid-state battery. Under the standard, an opened cell is baked for six hours in a vacuum at 120° C and must lose less than 0.5% of its mass. Cells with a meaningful share of liquid electrolyte do not pass. GBT says its two production cells met every requirement of the standard in testing by the National Power Battery Innovation Center. .

GBT says its platform supports specific energy of 260 to 480 Wh/kg across generations. The first generation uses automotive-grade pouch formats and established electrode materials so that the cells can be qualified in vehicle programs. Higher-energy generations with lithium-metal anodes will follow on the same platform.

GBT says the cells have passed all cell-level safety tests required by China’s GB 38031-2025 safety standard. In third-party testing, a nail driven fully through a fully charged cell caused no fire or explosion.

GBT signed strategic cooperation agreements with lithium-ion battery-pack maker Hubei Liming Lithium Technology and the Shenzhen Vertical Take-off and Landing Aircraft Innovation Center, an electric vertical take-off and landing (eVTOL) development platform. In Europe, GBT works with FLYNT, an electric light commercial vehicle developer, as its strategic partner.

GBT’s organic-inorganic composite electrolyte is introduced into the cell as a liquid precursor and solidified in place, so electrode preparation, stacking, formation and testing use conventional lithium-ion equipment. The electrolyte-filling station was rebuilt for injection and curing in a dry, oxygen-free micro-environment. The remaining capacity of the 4 GWh plant can be converted as orders require. The converted line can also switch back to lithium-ion production.

“This is not a new line built from scratch; it is an existing line with a new core,” said Huang Xiangdong, founder and CTO of Greater Bay Technology. “We went from A-samples in April to series production in October.”

“Now there is a standard, and there is a certified cell coming off a line that any gigafactory operator will recognise—and could convert,” said Daniel Kirchert, co-founder of FLYNT. “For European manufacturers the question is no longer whether solid-state arrives, but how to bring it into the plants they already have.”

Source: FLYNT

The Washington Metropolitan Area Transit Authority (Metro) has exercised its second-year option under a five-year contract for 500 buses with New Flyer of America.

The latest order includes 75 Xcelsior hybrid buses and 25 Xcelsior CHARGE NG battery-electric buses.

Metro serves 4 million residents in a massive sprawl covering Washington DC, Maryland and Virginia. The Metrobus system operates a fleet of 1,300 vehicles and serves 7,500 stops.

Under its five-year contract with New Flyer, Metro order 100 hybrid buses in 2025, and 75 hybrids and 25 electric buses in 2026.

NFI President of North American Bus and Coach Chris Stoddart said: “Metro’s investment in our hybrid and battery-electric buses shows a strong commitment to efficiency and modernization. We’re proud to supply Buy America-compliant vehicles.”

Metro Chief Operations Officer Leroy Jones said: “Our newest buses have enhanced safety features, give customers more room, improved comfort, and the latest onboard features to enhance their travel experience.”

Source: NFI Group

For battery-powered applications, improving the efficiency of the entire power supply circuit extends battery life, and inductor efficiency is often a major design consideration. Careful consideration of inductor efficiency can mean the difference between having your battery work when you need it and having to stop in the middle of an important task to plug it into a charger.

Inductor efficiency is highest when the combination of core and winding losses are the lowest. Therefore, the goal of highest efficiency is met by selecting an inductor that provides sufficient inductance to smooth out the ripple current while simultaneously minimizing losses. The inductor must pass the current without saturating the core or over-heating the winding.

TE Connectivity has launched the TE MINI FAKRA connector system, a miniaturized coaxial connector designed to support data transmission in connected, automated and software-defined vehicles.

The connector system provides RF performance up to 9 GHz and supports data rates up to 24 Gbps. It is designed to meet bandwidth requirements in applications including advanced driver assistance systems (ADAS), surround-view and front-facing cameras, digital cockpit and infotainment systems, antenna modules and vehicle-to-everything (V2X) communication. Supported protocols include GMSL2/3, FPD-Link III/IV, APIX3, MIPI and Automotive SerDes Alliance (ASA).

The system is designed to support vehicle packaging and manufacturing efficiency. It has a controlled insertion force and anti-stubbing features designed to improve mating robustness. It is also designed to protect contacts from damage during assembly. TE says the system needs up to 75% less space than a standard FAKRA connector. The system is designed to be compatible with established Mini FAKRA interfaces and cavities.

The TE MINI FAKRA connector system is available globally.

“Vehicle manufacturers continue to face the challenge of integrating more data-intensive technologies into increasingly space-constrained vehicle architectures,” said Eylem Kolukisa, Product Manager at TE Connectivity. “The TE MINI FAKRA connector system combines high-speed connectivity, compact design and robust assembly performance to help meet these evolving requirements.”

Source: TE Connectivity

Indian electric powertrain developer Ferrstron Powertrains has road-tested a prototype 150 kW, 400 Nm powertrain in a 2.3-ton multi-utility vehicle. The powertrain’s motor uses ferrite magnets instead of rare earth magnets.

Ferrstron is developing electric powertrains for heavy-duty trucks and buses, high-speed trains and marine vessels, plus generators for direct-drive wind turbines and gensets.

Ferrstron says its motor designs, developed with its proprietary electromagnetic physics simulation technology, achieve 98% efficiency. The motors use an axial-flux, dual-airgap design, windings with in-coil cooling and a multi-phase flux control algorithm. Ferrstron says the on-road test of the fully integrated system brings its core technology to Technology Readiness Level 6 (TRL 6).

Ferrite magnets are abundant but weaker than rare earth magnets in magnetic strength and in their ability to withstand demagnetization. The motor is designed to compensate in four ways:

• generating more overall magnetic flux;
• creating higher armature reaction, so less flux is needed from the magnet;
• reducing the demagnetizing effect of armature reaction;
• using multi-phase flux control to shift the magnet’s internal operating point away from the demagnetization limit.

“This unique electromagnetic balance has been achieved by a combination of innovations in multiple areas—architecture defining magnetic circuit, geometry and placement of key elements within the magnetic circuit, winding with in-coil cooling and finally a proprietary multi-phase flux control algorithm,” said Vishal Sharma, founder and CEO of Ferrstron.

Ferrstron plans to build its product range from stackable motor cartridges. Concept designs, validated in simulation, include:

• a 400 Nm cartridge, used singly or in pairs for up to 800 Nm, for passenger vehicles and light commercial vehicles;
• a 1,100 Nm cartridge, stacked up to five for 1,100 to 5,500 Nm, for medium and heavy-duty trucks, buses and distributed-traction high-speed trains.

“Ongoing discussions with global Tier 1 and OEMs show the desire to eliminate the use of rare earth materials; we are spot on,” said Randolph Toom, Ferrstron’s Head of Global Strategic Partnerships. “We are talking to investors to raise our next round of investment to achieve TRL 8 and start production.”

Source: Ferrstron Powertrains

EV charging provider Plugit has conducted what it calls Finland’s first public Megawatt Charging System (MCS) charging session.

MCS is a charging standard developed for heavy-duty vehicles. It enables electric trucks’ large batteries to be charged during a driver’s scheduled break.

Plugit charged a Volvo FH Aero Electric truck at its PRO charging station in Kotka, Finland. The truck was successfully charged using both the Volvo Open Charge service and Plugit’s charging cables.

Plugit offers public MCS charging at stations in Kotka and Lieto, Finland. The company operates some 350 public charging points, including nine designed for heavy-duty vehicles. A tenth heavy-duty EV charging site is under construction in Eskilstuna, Sweden. Delivery vans and smaller commercial vehicles can also use Plugit’s public charging network.

The Volvo FH Aero Electric truck supports charging at up to 700 kW, and has a range of up to 700 km.

Volvo Product Manager for Electric Trucks Janne Silvonen said: “Finland’s first public MCS charging session is a significant step toward the electrification of heavy goods transport in Finland. A long operating range and fast MCS charging make electric trucks a viable option even for longer transport journeys.”

Source: Plugit

Power conversion developer Hillcrest Energy Technologies has announced peer-reviewed test results comparing its zero-voltage-switching (ZVS) inverter technology with a conventional hard-switched silicon carbide (SiC) inverter.

Hillcrest says that in side-by-side testing, ZVS reduced motor-terminal voltage overshoot by more than 90%, from 50% above the DC-link voltage to 4% above it. The test used an 80 kW motor on a 2-meter shielded cable at 400 V DC and 20 kHz. At 470 V DC and 40 kHz, voltage slew rate (dv/dt) fell from approximately 16 V/ns to 1.4 V/ns, and emissions above 5 MHz were approximately 25 dB lower.

The results are documented in the paper “High-Performance ZVS Inverter for Traction Systems Under Reflected Wave Conditions,” accepted for the IEEE Energy Conversion Congress and Expo (ECCE 2026) in Vancouver.

Because SiC devices switch faster than silicon devices, impedance mismatch between inverter, cable and motor produces repeated voltage reflections. Motor-terminal voltage can reach twice the DC-link voltage even with cable lengths of only a few meters. The resulting overvoltage accelerates insulation aging and can lead to premature failure of motor windings.

The standard mitigation is passive filtering at the motor terminals or the inverter cabinet. These filters add cost, size and power losses. Hillcrest says that by commutating each device when the voltage across it is near zero, ZVS extends the voltage transition roughly tenfold.

Hillcrest says that under worst-case double-pulse conditions with a 50-meter cable at 470 V DC, peak load voltage remained below twice the DC-link voltage, at approximately 920 V. For the configuration analyzed, ZVS extends the critical cable length to approximately 18 meters.

“Controlling dv/dt at the switching event removes the cause instead of treating the symptom,” said Emanuel Serban, Hillcrest’s Vice President of Engineering. “Both theoretical analysis and experimental results demonstrate a significant reduction in EMI and motor-terminal overvoltage in cable-fed systems.”

“Peer-reviewed validation is what drive manufacturers require before committing to a new power conversion architecture,” said Don Currie, Hillcrest’s CEO.

Source: Hillcrest Energy Technologies