CompositesWorld

NOV 2018

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NOVEMBER 2018 46 CompositesWorld FOCUS ON DESIGN is, perhaps, should be expected. Williams Advanced Engi- neering is, after all, the technology and engineering services sibling of the renowned Formula 1 team started by Sir Frank Williams (the FW in FW-EVX). Created in 2010, the Williams Advanced Engineering division opened a new facility in 2014 and now has more than 250 employees and 80 completed projects under its belt, with 40 underway. Williams' expe- rience in EV tech- nology is extensive. It has developed world-leading exper- tise in both flywheel and kinetic energy recovery systems (KERS) for automo- tive, public transport and energy applications (see Learn More). As the sole supplier for the ABB FIA Formula E Championship — the world's first fully- electric international single-seater street racing series — Williams has also developed high-power-density batteries and electric motors where high-performance, endurance and predictability are non-negotiable. e equivalent of more than 1,100 Formula E cars have traveled 240,000 miles on Williams batteries since the first race in 2014. A collision during that race also demonstrated the company's commitment to the highest safety performance. Other notable developments include a high-performance battery for VW Audi, and its leadership of the H1PERBAT consortium, chosen by the UK government to develop a hybrid battery that will deliver higher power using fewer cells that last longer and charge more quickly than current technology. In fact, Williams Advanced Engi- neering announced in September that it will form a joint venture with Unipart Manufacturing Group (Cowley, Oxford, UK) called Hyperbat Ltd. It will open the UK's largest independent battery manufacturing facility at Unipart's Coventry site in early 2019. e launch customer will be the limited production Aston Martin Rapide E. As Williams has developed this range of EV technologies, it has also developed the trademarked and patent-pending 223 and RACETRAK composite processing technologies. Aimed at high- volume, low-cost automotive applications, these solutions were created in response to the challenge of how to maximize EV perfor- mance and efficiency. However, due to Williams' innovations in the fast processing of lightweight, carbon fiber-reinforced plastic (CFRP) structures, they are attracting interest from aerospace and wind energy companies, as well. Integrating systems into structure F1 racecars are exemplars of streamlined efficiency — everything is designed to work together. Williams brings that ideal into the FW-EVX through a series of utilitarian yet elegant integrations. e core of the FW-EVX structure is its 250-mm-thick "skate- board" monocoque, which stores the battery modules between two hollow, load-bearing, CFRP side rails (side sills). ese rails Read this article online | short.compositesworld.com/FW-EVX Read more about Williams Advanced Engineering's fold-to-form CFRP battery boxes and HP-RTM wishbones | short.compositesworld.com/WEA Read about the RACETRACK process in Engineering UK | theengineer.co.uk/ williams-electric-vehicle-platform Systems as structure Lithium-ion batteries are housed in CFRP boxes within the chassis' monocoque battery compartment (left). Made using the 223 fold-to-form process, these exoskeletons protect the FW-EVX's 38 battery modules while providing torsional and bending stiffness for the chassis, enabling its CFRP side rails to be lighter. Those side rails (right) house aluminum-finned radiators, chan- neling air to cool the battery modules. Source | Jeff Sloan, CW (left), Williams Advanced Engineering (right)

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