The Emerging Electrical Markets for Copper
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- Figure 30: Additional Copper per Vehicle (kg)
- High Voltage Wire Harness
- Figure 31: High Voltage Wiring in a PHEV 5
Electric Motors The core of the electrical propulsion system is the electric motor. Power, space and longevity requirements are likely to ensure that this motor will be copper. The size of motor will vary by vehicle type. We estimate that an HEV motor will typically contain 5 kg of copper, a PHEV 10 kg and a BEV or FCEV 14 kg of copper. Figure 30: Additional Copper per Vehicle (kg) 
Space constraints and energy efficiency requirements are likely to mean the use of relatively small motors able to create a large amount of power. This can be done by running a motor very fast, which has positive indications for copper in the need to dissipate heat or run the area around the motor at very high temperatures, or with intrinsically more efficient motors. The US Energy Efficiency & Renewable Energy (EERE) Technology Program is looking for a 10% increase in motor efficiency and, to reduce weight, a 55% increase in power density for automotive propulsion motors. Taking the above into account, if a high copper solution is to be found, we would expect the motors serving this market to have a high fill rate in the stator windings (around 80%), with a design avoiding efficiency losses due to eddy current effects in winding heads. Some auto manufacturers are thought to be looking at AC-induction drive motors for passenger vehicles. Space constraints are probably not sufficient to make this a market for square copper winding wires to be employed. While these are options, however, the lower copper permanent magnet type motor is favoured by the automotive industry. CMR (die-cast Copper Motor Rotor) designs could find a role, but motor weight and size is likely to prove to be an issue. Any high copper solution will have to compete with permanent magnet motors, the current favoured option of the auto manufacturers. In total, we forecast that copper use in electric traction motors in alternative vehicles will increase from 15 kt in 2010 to 343 kt in 2020. The figures for Europe run from virtually zero to 67 kt. The market is dominated by winding wire, although some rod and bar and strip will also be required. High Voltage Wire Harness In addition to the normal 12-volt or 42-volt battery (low-voltage system), a hybrid electric powered automobile is equipped with a high-voltage battery (today normally 200 volt or higher), which drives its high output electric motor. Depending on the type of vehicle, this voltage is further boosted several times before being supplied to on-board devices. Wiring capable of handling voltage ranges in excess of 300 volt is now required, with 900 volt current carrying capacity in BEV and PHEV vehicles likely in the near future. The connectors and terminals incorporated within such harnesses are chunky items with as much as 300 AMP rating, normally of pure copper or maybe with a little tin. Some are pressed, some machined. To protect the driver and mechanics, the HV harness is entirely separate from the low voltage system in a hybrid vehicle, and as such can be regarded as a separate market. The safety and durability requirements for the high voltage power distribution system are significantly greater than those for the conventional low voltage power distribution system. This is because the high-voltage system operates in a much tougher environment, characterized by high temperature, electromagnetic noise, and vibrations, due to the large electrical current it handles. The new configuration will mean a lot of copper, but also an intense pressure to replace copper with aluminium, on both cost and weight grounds. Already, the trend is well in place for the large battery cable. Also, the cable from inverter to the motor is under threat, with some replacement likely in the latter half of the next decade. Figure 31: High Voltage Wiring in a PHEV5 
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