Periodic Reporting for period 2 - HEFT (Novel concept of a low cost, high power density and highly efficient recyclable motor for next generation mass produced electric vehicles)
Período documentado: 2024-06-01 hasta 2025-11-30
The general objective of HEFT is to develop and test two variants of lower cost, higher efficiency and power density permanent magnet eMotors for mass produced cars and vans.
Two main technical objectives:
[MO1] Development of lower cost, higher efficiency and power density electric motors for mass produced cars and vans. HEFT innovations:
[MO2] Development of a resilient long-term strategy to face rare earth CRM (Critical Raw Material) supply chain possible issues. In HEFT project, high saving rates (>60%) of primary rare earth CRM will be achieved.
Two main technical objectives:
[MO1] Development of lower cost, higher efficiency and power density electric motors for mass produced cars and vans. HEFT innovations:
[MO2] Development of a resilient long-term strategy to face rare earth CRM (Critical Raw Material) supply chain possible issues. In HEFT project, high saving rates (>60%) of primary rare earth CRM will be achieved.
WP1
This WP finished and reported in the RP1.
WP2
All the delivered have been submitted and approved. Due to delays in D2.3 and D2.4 all the deliverables were submitted during this periodic report 2. T2.3 and T2.3 finished in the RP1.
T2.1 Improve Ce based magnets and recycled magnets:
Ce magnets and recycled magnets for a magnetic grade of N38H for A+B segment motor have been already delivered. Average values of remanence and coercitivity for Ce-based magnets are Br=1.249 T and HcJ=1147 kA/m whereas for recycled magnets Br=1.247 T and HcJ=1649 kA/m, in both cases Br is similar to N38H (minimum benchmark values of Br=1.22 T and HcJ=1353 kA/m), and in the case of manufactured Ce-based magnets the HcJ is lower.
T2.2 Circular strategy to recover magnets:
A new cost-effective full process to recover magnets from EOL rotors.. The extraction has been done in two different ways, with a previous thermal process and without heating the rotor stack. It has been noticed that there is not a relevant difference is needed force for extractions, but in case of previous thermal process, the risk to damage the magnet during the extration is mitigated, furthermore, the cleaning process is easier. Repetitive extraction tests have been applied for two rotor stacks. These tests validate the REE recycled route regarding to the direct reusing of the magnets in a second generation motor with reused magnets.
WP3
During this period the tasks T3.2 and T.3.3 have been developed.
T3.2 Improved SiC based drive control:
The deliverable D3.2 has been already submitted and the task T3.2 is finished.
T3.3 Optimal powertrain virtual validation:
Although the virtual model for A+B prototype is completed, ongoing in case of C+D prototype, we have not yet experimental data to optimize the model, so we will propose to extend the task and delay the deliverable in a new AMD.
WP4
D4.1 and D4.2 have been already submitted and approved. The major delay in this task due to difficulties in the stator overmoulding and continuous winding. In the case of the rotor and shaft, the delays are not relevant and deadline are mostly aligned with the planning define in the AMD.
A+B segment motor:
T4.1 Design of emotor active parts:
Drawings for manufacturing the rotor /shaft transferred from GKN to MGEP.
T4.2 Design of emotor cooling systems:
Drawings for manufacturing transferred from GKN to MGEP.
T4.3 Manufacturing process and prototype production:
After GKN exit, MGEP took the responsibility for rotor /shaft manufacturing. The rotor, haft and rest of components in charge of MGEP, with the exception of stator (UoN) and housing (Vyncolit) already manufactured.
UoN has significant delays to deliver the whole stator, UoN has already inserted the winding in two stators (A+B segment), pending terminals and some minor tasks to complete the stator, but they have not started with the insertion of windings in C+D prototypes. They are not able to do it before M42, so a project extension is needed, and this task needs to be extended.
The prototypes of A+B segment do not have overmoulding, they have slot liners, as this was an action to mitigate the delay in A+B prototypes.
WP5
T5.1 Testing procedures and testing set-ups preparation:
There is a short delay, especially due to the development of the cooling system, previously belonged to GKN. The testing procedure is defined in detail, some minor issues need to be fixed yet. MGEP and UoN will carry out the test as it was defined in the AMD.
T5.2 T5.4 T5.6 and T5.7 tests validation tasks have not started yet due to the lack of prototypes.
T5.5 Rotor dismantling and magnets reusing and recycling:
There is a short delay in the task due to a delay in magnets delivery, but the final extraction of magnets will be done in December 2025 or January 2026, and then the new stack with the reuse magnets will be sent to Vyncolit for magnets fixation. Several tests have been carried out to improve the extraction tool and extraction process, so we do not preview difficulties in the final extraction.
WP6: New Circular Economy model
Task 6.1: Recyclability and resource efficiency of the new eMotors
In this task, we have estimated the potential coverage of future EU demand for rare earth magnets through the recycling of PMs from end-of-life EVs.
Results show the establishment of an EV PM recycling chain within the EU contributes an estimated 29-69% to the overall demand between 2025 and 2030.
Task 6.2: Criticality of the supply chain
In this task we have assessed the criticality of the supply risk associated with REEs and other critical metals used in PMs of EVs. The first draft of the results shows that among the critical metals used in PM production, Dysprosium has the highest probability of supply disruption and poses the greatest risk to the product system. D6.1 was submitted in July 2025.
Task 6.3: Life cycle assessment
The goal of the LCA is to evaluate the environmental impact of four types of magnets that will be developed in HEFT project. Mining and production of raw materials and magnet manufacturing for C2 magnet are already modelled in Gabi. Raw materials production and the powder preparation are the major contributors to the environmental impact. We have a short delay in the deliverable due to demanded changes in the original document during the internal revision. We expect to submit the deliverable in January 2026.
Task 6.4: Life cycle costing
The results indicate that recycling and reuse scenarios have the potential to be economically profitable for PM industry manufacturers.
Task 6.5: New circular scenarios
This task involves integrating the findings from the previous tasks to develop new circular economy scenarios. Ongoing.
WP7
Contacts with three insitutions in the advisory board.
WP8
An AMD was released in December 2024 due to the exit of GKN and GKN AIC from the consortium.
This WP finished and reported in the RP1.
WP2
All the delivered have been submitted and approved. Due to delays in D2.3 and D2.4 all the deliverables were submitted during this periodic report 2. T2.3 and T2.3 finished in the RP1.
T2.1 Improve Ce based magnets and recycled magnets:
Ce magnets and recycled magnets for a magnetic grade of N38H for A+B segment motor have been already delivered. Average values of remanence and coercitivity for Ce-based magnets are Br=1.249 T and HcJ=1147 kA/m whereas for recycled magnets Br=1.247 T and HcJ=1649 kA/m, in both cases Br is similar to N38H (minimum benchmark values of Br=1.22 T and HcJ=1353 kA/m), and in the case of manufactured Ce-based magnets the HcJ is lower.
T2.2 Circular strategy to recover magnets:
A new cost-effective full process to recover magnets from EOL rotors.. The extraction has been done in two different ways, with a previous thermal process and without heating the rotor stack. It has been noticed that there is not a relevant difference is needed force for extractions, but in case of previous thermal process, the risk to damage the magnet during the extration is mitigated, furthermore, the cleaning process is easier. Repetitive extraction tests have been applied for two rotor stacks. These tests validate the REE recycled route regarding to the direct reusing of the magnets in a second generation motor with reused magnets.
WP3
During this period the tasks T3.2 and T.3.3 have been developed.
T3.2 Improved SiC based drive control:
The deliverable D3.2 has been already submitted and the task T3.2 is finished.
T3.3 Optimal powertrain virtual validation:
Although the virtual model for A+B prototype is completed, ongoing in case of C+D prototype, we have not yet experimental data to optimize the model, so we will propose to extend the task and delay the deliverable in a new AMD.
WP4
D4.1 and D4.2 have been already submitted and approved. The major delay in this task due to difficulties in the stator overmoulding and continuous winding. In the case of the rotor and shaft, the delays are not relevant and deadline are mostly aligned with the planning define in the AMD.
A+B segment motor:
T4.1 Design of emotor active parts:
Drawings for manufacturing the rotor /shaft transferred from GKN to MGEP.
T4.2 Design of emotor cooling systems:
Drawings for manufacturing transferred from GKN to MGEP.
T4.3 Manufacturing process and prototype production:
After GKN exit, MGEP took the responsibility for rotor /shaft manufacturing. The rotor, haft and rest of components in charge of MGEP, with the exception of stator (UoN) and housing (Vyncolit) already manufactured.
UoN has significant delays to deliver the whole stator, UoN has already inserted the winding in two stators (A+B segment), pending terminals and some minor tasks to complete the stator, but they have not started with the insertion of windings in C+D prototypes. They are not able to do it before M42, so a project extension is needed, and this task needs to be extended.
The prototypes of A+B segment do not have overmoulding, they have slot liners, as this was an action to mitigate the delay in A+B prototypes.
WP5
T5.1 Testing procedures and testing set-ups preparation:
There is a short delay, especially due to the development of the cooling system, previously belonged to GKN. The testing procedure is defined in detail, some minor issues need to be fixed yet. MGEP and UoN will carry out the test as it was defined in the AMD.
T5.2 T5.4 T5.6 and T5.7 tests validation tasks have not started yet due to the lack of prototypes.
T5.5 Rotor dismantling and magnets reusing and recycling:
There is a short delay in the task due to a delay in magnets delivery, but the final extraction of magnets will be done in December 2025 or January 2026, and then the new stack with the reuse magnets will be sent to Vyncolit for magnets fixation. Several tests have been carried out to improve the extraction tool and extraction process, so we do not preview difficulties in the final extraction.
WP6: New Circular Economy model
Task 6.1: Recyclability and resource efficiency of the new eMotors
In this task, we have estimated the potential coverage of future EU demand for rare earth magnets through the recycling of PMs from end-of-life EVs.
Results show the establishment of an EV PM recycling chain within the EU contributes an estimated 29-69% to the overall demand between 2025 and 2030.
Task 6.2: Criticality of the supply chain
In this task we have assessed the criticality of the supply risk associated with REEs and other critical metals used in PMs of EVs. The first draft of the results shows that among the critical metals used in PM production, Dysprosium has the highest probability of supply disruption and poses the greatest risk to the product system. D6.1 was submitted in July 2025.
Task 6.3: Life cycle assessment
The goal of the LCA is to evaluate the environmental impact of four types of magnets that will be developed in HEFT project. Mining and production of raw materials and magnet manufacturing for C2 magnet are already modelled in Gabi. Raw materials production and the powder preparation are the major contributors to the environmental impact. We have a short delay in the deliverable due to demanded changes in the original document during the internal revision. We expect to submit the deliverable in January 2026.
Task 6.4: Life cycle costing
The results indicate that recycling and reuse scenarios have the potential to be economically profitable for PM industry manufacturers.
Task 6.5: New circular scenarios
This task involves integrating the findings from the previous tasks to develop new circular economy scenarios. Ongoing.
WP7
Contacts with three insitutions in the advisory board.
WP8
An AMD was released in December 2024 due to the exit of GKN and GKN AIC from the consortium.
Considering this innovation activities, HEFT concept will be built around a series of technological challenges:
1. New magnets with less REE content (NdCeFeB magnets or Dy free…)
2. Recycled NdFeB magnets
3. Improved rotor cooling system
4. Multibarrier rotor topology with alternative magnets
5. High strength magnet fixation compound
6. Composite structural motor housing
7. Advance stator cooling system
8. Jet cooling on motor end-windings
9. High voltage with an advance insulation system
10.Wave winding technology
11. eMotor improvements due to an optimized use of SiC inverters
12. Advanced Digital twin platform
13. New business models for eMotors in a circular economy and new opportunities in the eMotors value chain
1. New magnets with less REE content (NdCeFeB magnets or Dy free…)
2. Recycled NdFeB magnets
3. Improved rotor cooling system
4. Multibarrier rotor topology with alternative magnets
5. High strength magnet fixation compound
6. Composite structural motor housing
7. Advance stator cooling system
8. Jet cooling on motor end-windings
9. High voltage with an advance insulation system
10.Wave winding technology
11. eMotor improvements due to an optimized use of SiC inverters
12. Advanced Digital twin platform
13. New business models for eMotors in a circular economy and new opportunities in the eMotors value chain