With over 15 years of dedicated research, Hyundai Motor Group (the Group) has made significant advancements in battery management systems, known as BMS. Widely referred to as the vehicle’s “brain,” BMS effectively provides the necessary control information to ensure optimal utilization of batteries, giving EV owners peace of mind.

What is BMS? 

A key role of the Group’s BMS is precise battery system monitoring. By swiftly detecting any abnormalities in the battery’s performance, it assesses the level of risk and performs necessary safety controls within the vehicle. When necessary, it also alerts the car owner of those anomalies, thus preventing any major issues from arising. 

EV battery fires can occur for various reasons, but the majority are due to cell defects or cell shorts caused by impacts. To watch out for any irregularities in this regard, the Group’s BMS constantly monitors the battery during driving and charging, and even periodically during parking. 

Among the variety of factors monitored by the BMS are voltage deviation, insulation resistance, current and voltage fluctuations, as well as temperature and overvoltage. In the Group’s latest released vehicles, the systems are equipped with additional capabilities to detect instantaneous and micro-short circuits, enabling them to identify potential faults that might have occurred several days or weeks prior.

Recognizing the effectiveness of these short circuit detection technologies in spotting potential battery fires, the Group plans to implement them in all newly sold vehicles. For previously sold EVs, the Group intends to develop relevant update tools by the end of the year for gradual application. 

How Does BMS Work? 

When the BMS detects signs of abnormalities, it promptly initiates necessary safety controls and, depending on the severity of the risk, immediately notifies the car owner. This involves communicating the detected signs to a remote support center, which then triggers an automatic text message to be sent to the owner, advising them to bring the vehicle in for inspection.

Going forward, the Group is looking to further improve the BMS so that it automatically alerts local authorities of severe risks. Other efforts include developing an “onboard-cloud integrated safety management system,” which combines advanced diagnostic technology and cloud server-based remote precision diagnostics, utilizing physical and machine learning models. 

3-Step Overcharging Prevention System 

Throughout the history of the Group’s EV vehicles, there hasn’t been a single case of an EV fire caused by overcharging. This can be attributed to the effective monitoring capabilities of the BMS and its seamless coordination with the charging controller. 

The Group’s overcharging prevention technology incorporates a reliable three-step system that guarantees safety: 

Step 1. The BMS and charging controller constantly manage the charging process of high-voltage batteries, ensuring safe charging within the optimal current range. 

Step 2. The BMS monitors the battery’s charging status in real-time. If it discovers any deviations from the normal range, it quickly triggers the charging process to halt. 

Step 3. In the unlikely event that both the vehicle control unit and battery control unit malfunction, a physical safety circuit is triggered, forcibly disconnecting the current pathway.

Cell Balancing Technology 

Another key aspect of the Group’s BMS is its cell balancing technology, which comprehensively manages the battery cells to maintain optimal durability and performance. 

The BMS detects any cases of voltage variation among cells and performs cell balancing control to minimize the voltage difference. It also constantly monitors battery temperature and overall condition to calculate and control the maximum power output that the battery can provide. 

Disclaimer: Features may vary depending on region. Please contact your local Genesis retailer for more information.

The technology was introduced at the 2024 Cannes Lions International Festival of Creativity in France last June, as the Group was invited to talk about innovative technologies transforming the world. It was the first time that a car manufacturer presented at the seminar, which traditionally delves into marketing insights and solutions. 

Minjae Lee, a Senior Research Engineer at the Group’s Energy Devices Research Team, took the stage and explained how the Group’s Nano Cooling Film effectively lowers cabin temperatures by more than 10 degrees Celsius without window tinting. This not only creates a more comfortable environment for passengers but also significantly reduces the energy consumption needed to cool the interior, lowering energy costs in a sustainable manner.

Unlike conventional tinting films that block external heat, Nano Cooling Film also allows internal heat to escape, thanks to a unique composition of three layers. The film’s outer layer radiates heat at mid-infrared wavelengths from the interior of the vehicle to the exterior, while the inner two layers reflect incoming heat at near-infrared wavelengths, reducing the total amount of heat that enters the vehicle from the outside. 

The film can be applied in tandem with conventional tint films, resulting in even greater cooling effects.

In a recent study, Nano Cooling Film was found to have reduced the temperature near the driver’s head by up to 10.98 degrees Celsius when compared to conventional tint films, and up to 12.33 degrees Celsius when no window tinting was applied. The crash pad temperature of the test vehicle with Nano Cooling Film was 15.38 degrees Celsius lower than with conventional tinting, and 22 degrees Celsius lower than without any tinting at all. 

To test its effectiveness is real-life scenarios, the Group applied the film to 70 customer vehicles in Lahore, Pakistan, earlier this year, where window tinting is illegal due to security issues and summer highs can fatally soar above 50 degrees Celsius. 

The Group plans to use empirical data from the pilot program to ensure quality and enter mass production in the near future. 

One, it accounts for nearly half the time involved in the entire car-making process. It also contributes to about half the carbon emissions generated. 

Hyundai Motor Group (the Group) is about to change that. 

Cutting Carbon Emissions 

The painting process of a car can be divided into four main steps: pre-treatment, primer, basecoat and clearcoat. 

In the clearcoat stage, the final color is applied and enhanced with gloss. The car then undergoes a high-temperature treatment in an “oven,” which is called the baking stage. 

Although baking is essential in preventing discoloration and ensuring the paint layer’s durability, it comes with serious drawbacks. 

It reduces the lifespan of painting equipment and significantly increases energy consumption in the car manufacturing process. A standard oven on the Group’s factory line operates at temperatures up to 180 degrees Celsius, emitting about 873 tons of carbon dioxide annually. It additionally consumes a large quantity of gas, amounting to 92.5 cubic meters per hour. 

To solve these issues, the Group has developed a new painting technology that utilizes urethane-based coatings, which undergo curing reactions at much lower temperatures than traditional coatings. When mixed with synthetic resin, they solidify at 80 to 90 degrees Celsius, greatly reducing the amount of heat consumed in clearcoats. 

A simple and cost-effective solution, the new method does not require additional infrastructure, only necessitating an adjustment to the oven temperatures and a change in paint. The lower temperature environment even extends the oven’s lifespan. 

Low-Temperature Paint Solution 

By applying the Group’s latest technology, it’s also possible to simultaneously paint different materials. 

With body shells composed of both metals (like iron and aluminum) and non-metals (like plastic), the conventional painting method has made it difficult to paint these two together given that plastics undergo heat distortion at around 130 degrees Celsius. 

The fact that the Group’s low-temperature paint method heats the oven up to only 90 degrees Celsius allows plastics and other materials to be painted at the same time without having their properties altered, ultimately saving time and energy costs.

Overcoming Challenges 

The Manufacturing Solutions Division, responsible for the overall vehicle body production process at the Group, has been applying these low-temperature curing coatings on test materials that are identical to the actual body panels, continuously working on material improvements and conducting various tests to meet production standards. 

Although the Division was able to confirm the new coating’s physical durability, its application to the actual body shell has faced challenges due to the characteristics of the body structure. The uneven heat transfer within the body shell has hindered the proper drying of the internal coating, making it susceptible to scratches and damage caused by external factors. 

To address this issue, the Division adjusted the ratio of resins composing the coatings and the added amount of slip agents that improve adhesion. They also re-calculated the drying temperature and heat supply in the interior and exterior of the body shell, to make sure that the interior and exterior materials could still be painted simultaneously. 

Testing of the first prototypes revealed that vehicles manufactured utilizing this new technology exhibited an impressive 96 percent gloss level when compared to current production vehicles. Although the difference is not easily discernible with the naked eye, the Group remains committed to refining the new technology until the gloss level matches that of the traditional method.

From Testing Grounds to Production Line 

Since July 2023, the Genesis G80 has undergone extensive testing with this new painting method, showcasing its capabilities across over 18,000 kilometers in real-world road conditions. 

The Group is fully committed to integrating this technology into production vehicles within the next two years and, in the longer term, implementing it across all global manufacturing plants. 

Intelligent Front-Lighting System 

Since the introduction of LED light sources, the design and utility of headlamps have taken significant steps forward, quickly replacing halogens and high intensity discharge (HID) lamps. 

LEDs offer excellent visibility, quick response and high energy efficiency. As compact light sources, LEDs give automakers more freedom to design and configure their models, with the ability to be individually controlled when linked with sensors and cameras. The Group has leveraged these advanced features in its development of the Intelligent Front-Lighting System (IFS). 

While high beams provide better visibility on quiet, dark roads at night, the glare they emit impairs the vision of oncoming vehicles. General high-beam assist technology addresses this issue by automatically switching off the high beams when another vehicle approaches, but the Group’s IFS takes this technology to the next level. 

The IFS featured in the Genesis G80, G90, and GV80 models utilizes information from the front camera to recognize surrounding vehicles, partially dimming the LED headlamps accordingly. It maintains the high beam except for areas where other vehicles are present, allowing continuous visibility. The IFS is an improvement over high-beam assist systems that simply turn off the high beams when another vehicle is detected. 

Digital Side Mirror 

The Digital Side Mirror (DSM) system is another prime example of the Group’s innovative use of optical technology. DSM technology, available as an option in the Genesis GV60, revolutionizes the conventional side mirror by utilizing high-definition cameras and OLED monitors as replacements.

One notable drawback of traditional side mirrors is their limitation in providing a clear rear view during night-time or in bad weather. The high-resolution camera of DSMs, however, ensures a clear view even in low-light situations. The indoor OLED monitor effectively solves visibility issues caused by rain, snow, or other adverse weather conditions.

The DSM system further enhances safety by offering a viewing angle that is 11 degrees wider than that of conventional side mirrors, reducing blind spots and thus lowering the risk of accidents. 

Benefits of DSM are also evident during parking. Vehicles equipped with DSMs can activate the rear parking screen enlargement function when in reverse. When the car is within 1 meter of an obstacle, orange parking assistance lines appear on the screen, and when within 0.5 meters, red lines show up.

With aerodynamic designs being crucial for maximizing EV mileage, DSM technology is prone to grow more significant in the EV era in terms of functionality and design. 

Avoiding Collisions With Camera Assistance 

Radar and ultrasonic sensors are commonly utilized in collision prevention assist functions, but the importance of cameras is growing in recent times. The Group’s Forward Collision-Avoidance Assist (FCA) system exemplifies this trend as it incorporates a high-resolution camera to scan the road, alerting drivers when danger is sensed ahead and applying the brakes if necessary. 

The latest version of the Group’s FCA systems has been enhanced to include a wider detection range, encompassing pedestrians, cyclists, oncoming vehicles at intersections, and vehicles crossing the driver’s path. 

Another technology that leverages front cameras is the Road-Preview Electronic Control Suspension (Preview ECS). By combining front camera data with navigation map information, the system can analyze and evaluate road conditions in real time, adjusting the suspension’s damping force accordingly. 

Preview ECS comes with a high-performance electronic control unit (ECU), which performs calculations up to 100 times per second. Based on the results, Preview ECS adjusts the damping force at 0.001-second intervals, effectively reducing shock and vibration for an exceptionally comfortable ride experience. 

Some latest models of the Group, such as the Genesis G90, are equipped with Parking Collision-Avoidance Assist (PCA) for the front, rear and side detection areas. Models with this feature include a wide-angle camera mounted on the front grille, side mirrors and trunk lid, which identify blind spots for safer driving. 

3D Instrument Cluster 

As cars undergo digital transformation, analog elements within the cabin are gradually vanishing. Traditional buttons on the center fascia are being replaced by sleek touch displays. The classic engine vitality indicators represented by sharp needles on the instrument panel are being substituted with digital screens. 

But not everyone is a fan of this transition. While the digital instrument panel may offer a wealth of information, some say they lack the visual appeal of its predecessor. 

To address this issue, the Genesis G70 introduced the world’s first 12.3-inch 3D cluster, a feature that adds a stereoscopic effect to the car’s digital instrument panel by implementing the illusion of depth with 2D imagery. The screen is built with eye-tracking technology to accomplish the effect without the need for glasses.

Promising Future 

The world of automobiles is on the brink of a transformative shift, with EVs, connected cars and autonomous driving becoming a reality sooner than we could have imagined. These advancements are fueled by cutting-edge electronic equipment that constantly evolves to meet the demands of the future. 

The mobility of tomorrow holds exciting possibilities, and the Group will continue to harness its potential to develop optical technology for an improved driving experience. 

Disclaimer: Specifications may vary depending on region. Please contact your local Genesis retailer for more information. 

The “Universal Wheel Drive System,” also known as “Uni Wheel,” is meant to dramatically improve the interior space of an EV by moving the main drive system components to the vacant space within the wheel hub. 

In internal combustion engine (ICE) vehicles, power is transmitted from the engine through the transmission and to the wheels via drive shafts and constant velocity (CV) joints. In EVs, the engine and transmission are replaced by a motor and reduction gear, but the final method of transmission to the wheels remains the same. 

Uni Wheel opens new possibilities and enables a flat-floor configuration by moving an EV’s reduction gear inside the wheel hub, locating a compact individual motor close to each wheel, thus reducing the length of the drive shafts. 

The system frees up far more interior space compared to conventional drive systems, enabling future mobility products optimized for various applications. 

Stable Driving 

Uni Wheel uses a special planetary gear configuration consisting of a sun gear in the center, four pinion gears on each side and a ring gear surrounding this arrangement. Power generated by the motor is transmitted to the sun gear, which in turn engages the pinion gears to rotate the ring gear. 

Uni Wheel’s pinion gears are connected to each other to form two linkages, and this multi-link mechanism enables Uni Wheel’s multi-axis movement to allow a wide range of suspension articulation. 

Conventional drive systems employing regular CV joints experience reduced efficiency and durability as the angle of the draft shaft deflection increases when driving over uneven surfaces. However, Uni Wheel overcomes this issue by transmitting power with minimal impact on efficiency irrespective of wheel movement. This design ensures exceptional durability and ride comfort. 

When coupled with electronic air suspension that can modify the ride height based on driving conditions, Uni Wheel technology can further enhance vehicle stability on rugged terrains by increasing the ride height, or optimize power and stability during high-speed driving by lowering the ride height. This integration allows for an adaptable and versatile driving experience on various types of roads. 

By moving the reduction gear to the wheel hub, Uni Wheel’s high reduction ratio delivers a significant torque output and allows for a more compact electric motor. With independent control of up to four efficient electric drive units, Uni Wheel also allows for unprecedented levels of torque vectoring to boost dynamic ability and deliver high levels of steering and driving stability. 

Space Efficiency 

By relocating components of the drive system to the wheel hub and downsizing the electric motor with no impact on performance, the extra space made available within the vehicle body can be utilized as additional cargo room. 

With Uni Wheel, it’s also possible to move away from conventional seating arrangements designed around the driver, creating new interior layouts. Most EV batteries are placed on the floor of the vehicle, which can impose limitations on design, such as the need for taller garages or potential reduction in passenger space if alternative arrangements are not feasible. 

Uni Wheel, on the other hand, optimizes battery packaging, with the loss of passenger space minimized. 

Clearing Hurdles 

After a series of trailblazing efforts from the Group, Uni Wheel has successfully completed structural, strength and transmission efficiency tests that need to be verified for the wheel drive system. 
 

The Group registered patents in both Korea and the United States, and detailed target tests for vehicle development are planned to be conducted this year. 
 

The product currently being tested is a rear-wheel-based system, but based on its performance, the Group also plans to develop Uni Wheel for front-wheel application. 

However, the aged-old chore of attaching and detaching snow chains can be an irritating hassle, one that could result in vehicle damage if not done properly.

To address this inconvenience, Hyundai Motor Group (the Group) has developed snow-chain integrated tires using shape-memory alloys, which aims to alleviate the challenges associated with traditional snow chains, ensuring enhanced safety and ease of use.

The Group announced late last year that it filed patents in both Korea and the United States, with plans underway to review production feasibility after further durability and performance testing.

Snow-Chain Integrated Tires

In the snow-chain integrated tire system that utilizes shape-memory alloys, the tires and wheels are equipped with grooves that effectively secure the chain straps. The technology takes advantage of the shape memory alloy’s ability to return to its original shape when an electric current is applied.

When the snow chains are not in use, the chain straps are discreetly hidden inside the tire’s outer diameter. With a convenient button press from inside the vehicle, the snow chains extend outward from the tire and wheel, allowing for effortless activation when needed.

 
During normal driving, the shape-memory alloy located inside the wheel is compressed into the shape of the letter “L” without contacting the road surface.

When the driver activates the function, an electric current is applied, causing the shape-memory alloy to revert to its original “J” shape, thus pushing the module (a combination of the shape-memory alloy and chain strap) out of the tire to make contact with the road.

Saving Time and Effort

There are many advantages to using snow-chain integrated tires.

One is that the purchase of separate snow chains is simply unnecessary.

Second, it eliminates the need to get out of the car and fit the snow chains manually, which means there’s also no need to remove them.

 
Just as it is challenging to accurately predict the start of heavy snow, it is equally difficult to determine when the snow will stop. Driving with snow chains on dry roads can potentially damage the vehicle. However, with snow-chain integrated tires, drivers can conveniently add or remove snow chains with a simple press of a button.

If the surface of the tire is worn down to the module in normal driving mode due to severe tire wear, drivers can easily detect this and ensure they replace the tire within the recommended interval.

As with snow chains currently on the market, the materials used in the chain strap of the snow-chain integrated tire can also be tailored for different types of vehicles. For a passenger car, plastic can be used for strength and durability, or non-woven fabric can be used for superior comfort. For a heavy-duty commercial vehicle, on the other hand, steel is a stronger and more durable option, at the expense of ride quality.

The Rise of Software-Defined Vehicles

Why is the Group transitioning to a “mobility solution provider”? The answer is quite simple. Cars that are developed with software at their core can quickly implement various functions in a more reasonable and efficient way. It can also reduce technical burdens along the process of automotive development.

For example, the integration of technologies such as autonomous driving and connected services leads to an expanded scope of automotive technology. By establishing standard architecture and operating systems, it becomes possible to efficiently develop almost all functions of a car. This also suggests the need for a revolutionary change in development methods for future mobility. 

The realization of software-defined vehicles (SDVs) goes beyond the use of simple wireless update capabilities and the evolution of infotainment systems. The application of software-based convenience features and application services has an impact not only on mobility performance but also on safety.

Song put it simply last November at the 3rd HMG Developer Conference when he said that the SDV development system would fundamentally bring about a “paradigm shift” in automotive development methods.

Decoupling 

Until now, automotive control units have had a monolithic structure where the software is embedded in the hardware, and the electronic control functions of the vehicle have mostly been developed around the electric control unit (ECU) or micro controller unit (MCU). These control units communicate with each other using the controller area network (CAN), which has been the industry standard for a long time.

 
However, there are clear limitations to this structure and development approach. The software logic of vehicles is becoming exponentially complex with the advent of EVs, integration with smart devices and the emergence of advanced technologies such as autonomous driving. 

To cope with this technological trend, an architectural structure with an independent nature that separates hardware and software is needed — also known as “decoupling.”

Through this decoupling, hardware, operating systems and applications will be separated into distinct domains. Each component can be developed independently, leading to efficiency and enabling flexible decision-making from a business standpoint.

Modular Architecture and Standardization

The second SDV trend noted by Song was “modular architecture” — creating modules that encapsulate shared functionalities required by different software components. These modules can be developed and improved independently, and easily be reused when necessary. Once a module has been verified, there’s no need to re-verify it the next time.

The final key concept was “standardization in architecture” — like using standard data formats, communication protocols and software. When the communication system between hardware and software is standardized, entry barriers for developers will be reduced, which would ultimately allow software to be connected with the cloud and mobility infrastructure, thus innovatively expanding the development ecosystem of SDVs.

A Boundless Mobility Experience

“The Group will provide freedom of movement to many people by breaking down the constraints of time and space,” Song remarked, “enabling them to immerse themselves in more valuable activities rather than being tied to the means of transportation.”

The AVP President said he expects software and AI to bring limitless possibilities to the mobility industry, highlighting that at the center of such possibilities will be software developers.

In this process of collaboration, battery manufacturers primarily concentrate on advancing battery technology, while the Group, which directly interacts with consumers, looks at developing battery technology that realizes customer value — batteries that are safe, easy to maintain and can be integrated into vehicles at the most reasonable price range.

Meticulous Coordination

When developing EVs, the Group first sets various performance targets for driving range, efficiency, power performance and charging time. It then determines factors like design, weight and aerodynamic coefficient, and accordingly calculates the required performance for components like electric motors, inverters and battery systems.

Just as the engine needs to be well-matched with the transmission in internal combustion vehicles, EVs also require meticulous coordination of drivetrain components such as electric motors, inverters and battery systems. This is so because each component has a close influence on one another. For instance, the inverter converts the battery’s direct current into alternating current to assist the operation of the electric motor, and the output of the electric motor is influenced by the voltage and current of the battery.

The Group’s battery roadmap, therefore, takes various factors into consideration while seeking to maintain technological leadership through ongoing research and development in all areas.

Investing in Innovation and Collaboration

In January 2022, the Group opened the HMG Battery Development Center, an integration of all the Group’s organizations related to battery development, including design, testing and advanced development. Over the following decade, the Group vowed to invest KRW 9.5 trillion for comprehensive research on cell and system design, hardware and software battery management system (BMS) as well as battery safety enhancement for EVs, hybrids and plug-in hybrids.

The HMG Battery Development Center sets its goal on becoming the “farthest, fastest and safest Smart Battery Solution Provider,” in line with the wider Group’s goal to become a “Smart Mobility Solution Provider.” Various external collaborative efforts are being undertaken in pursuit of this objective.

In partnership with Seoul National University, the Group launched a joint battery research center to conduct research on the advanced development of BMS and next-generation batteries. The Group is also collaborating with start-ups and major battery manufacturers like SK on and LG Energy Solution to foster joint research and secure manufacturing process technology.

As a result of recognizing the importance of a stable material supply for battery development and production, the Group has built a battery cell joint venture factory in Indonesia, allowing for convenient exports to the ASEAN region.

Further plans are in place to pursue supply contracts for lithium and establish a sustainable battery life cycle through waste battery collection and material recycling.

Breaking Barriers

Looking to the future of EV batteries, the Group is cooperating with specialized companies from around the world to advance the development of lithium-ion batteries. Research spans across improvements in stability, increased energy density for extended driving range, expanded output to shorten charging time and a reduction in production costs for wider distribution.

However, increasing the capacity of lithium-ion batteries alone is not enough to lead the future EV market. In this respect, the Group is accelerating the development of core technologies for next-generation batteries, focusing on three main directions.

The first is to increase the energy density of the battery cell, which means developing lithium metal battery technology that replaces graphite with lithium metal as the cathode material, which can theoretically store 10 times more energy than lithium-ion batteries.

The second endeavor centers around price reduction, where cobalt-free batteries can be a good illustration. Cobalt, although vital for durability, increases overall battery costs due to its high price. Lithium iron phosphate (LFP) batteries are a prominent example of cobalt-free batteries. The Group aims to commercialize LFP batteries through joint research around 2025 to secure price competitiveness in the EV market.

The third development concentrates on the advancement of high-safety batteries to address the vulnerability of safety that comes with increased energy density. The development of solid-state batteries and research on thermal runaway prevention technology are expected to greatly change the course of battery technology.

The Group plans to pilot-produce EVs with all-solid-state batteries in 2025, with full-scale mass production to follow around 2030. The development of these next-generation batteries will play a crucial role in shaping the future of mobility, not only in EVs but also in robotics and advanced air mobility (AAM) applications.