Category: Battery Electric Car

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By 2020 all BMW’s will be AWD range-extender electric cars

BMW have embarked on a radical engineering overhaul which could see all future models from the 3-series upwards, including the Rolls-Royce range, become all-wheel-drive range-extender electric cars.

The days of spot-welded steel bodies and engines that drive the rear wheels via conventional transmissions are set to be consigned to history. BMW’s plan to make all of its cars from the 3-series upwards plug-in hybrids has forced the company’s engineers to rethink the make-up of its cars from first principles.

The first move is to radically reduce the weight of future bodyshells to help offset the extra weight of battery packs. Work on BMW’s bodyshell of the future is already well advanced, and the first generation of the mixed-materials structure will be seen this coming summer, underpinning the next-generation 7-series.

It is expected to take another generation of the 3-series, expected in 2018, before BMW is ready to switch its mainstream car to this kind of carbonfibre-intensive construction. That’s partly because it will take some years to reduce the cost of this kind of construction.

The next phase in BMW's reengineering is a rethink of the powertrain. The final concept — demonstrated in Nov 2014 with a 500 kw AWD 5-series GT xDrive plug-in hybrid — is similar in basic principle to the series hybrid system that propels the Chevrolet Volt.

Where the Chevy Volt has an ICE powered generator/motor + a traction motor in a single front-wheel-drive transverse gearbox assembly, BMW will retain it's famous rear-wheel-drive bias by splitting that combination and putting the main traction motor on the rear axle while the front axle can still be driven by the ICE powered motor/generator. This also means that on-demand four-wheel drive will be available on all future BMWs.

As seen in the BMW i8, a large battery will occupy the centre tunnel and some of the space usually occupied by the fuel tank. The front-mounted engine acts as a generator in most driving situations, creating electricity to help drive the electric motors.

The front electric motor is key to the new powertrain

In normal use, the front electric motor drives the front wheels via a still-secret new type of transmission. At speeds above 80 km/h or so, the engine ‘assists’ the electric motor by attaching itself to the new transmission via a mechanical planetary system to help drive the front wheels at motorway speeds in parallel mode much like a Chevy Volt or Mitsubishi Outlander PHEV. The combustion engine expected to be driving the front wheels only 10 per cent of the time on a typical journey.

BMW won’t reveal the details of this new combined electric motor and transmission system, but we speculate BMW, like Renault and Bugatti, may be considering a disc-shaped Axial Flux electric motor mounted within the gearbox housing.

The new transmission is unlikely to have more than three ratios and could be a mechanical planetary system. It is likely to be less expensive than today’s eight and nine-speed autos and dual-clutch transmissions.

Because the new-generation engine runs as a lean-burn generator for 90 per cent of the time and the twin electric motors provide significant torque, demands on the engine are much reduced. So it probably doesn’t need a turbocharger, the accompanying intercooler system or the Valvetronic system.

The emissions control system should also be less complex and expensive, all of which greatly reduces the cost of the unit. The engine is likely to be significantly lighter, too.

The battery pack can be larger. It will fit neatly in space freed up by the removal of the propshaft and the use of a smaller fuel tank. Braking assistance from electric motors means the mechanical brakes can be smaller, lighter and cheaper.

The multi-material bodyshell will be at least 100kg lighter than that of today’s 3-series, partly offsetting the battery’s weight.

This new hybrid powertrain offers part-time and permanent all-wheel drive and can be scaled across all models. So although the new, simplified generator motors might come in different sizes and capacities — and the battery pack will come in different sizes — this powertrain can largely be shared between everything from a 3-series to an X5 to a Rolls-Royce Phantom. This will save BMW a huge amount of money in production and research and development costs.

BMW is rumoured to already be testing a four-seater with some of the above technology. Weighing less than 1,200 kg with a drag co-efficient of 0.18, the BMW prototype consumes only 0.4 liters per 100 kilometers or 706 miles per imperial gallon (588 miles per US gallon).

Source: Autocar

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Close-up: Audi R8 e-tron Powertrain [VIDEO]

340 kW of power, 0 to 100 km/h in 3.9 seconds and a driving range of up to 450 km

Visually, the 4.40 meter (14.4 ft) long Audi R8 e-tron is recognizable by its unique lighting solutions on the air inlets, front apron and sideblades. Its exterior skin, painted in Magnetic Blue, combines body parts made of aluminum and carbon fiber reinforced polymer (CFRP), such as the front and rear lids. Thanks to aerodynamic modifications to its cooling air inlet, rear spoiler, diffuser, underbody and sideblades, the drag coefficient (Cd) of the R8 e-tron is just 0.28. Its Audi Space Frame (ASF) is based on the multimaterial design of the V10 version, which is extended by a rear body module made of CFRP. Despite its low weight, the corrugated bulkheads that conceal the luggage compartment can absorb a lot of energy in a rear-end collision.

The T-shaped battery is structurally integrated in the middle tunnel and is mounted behind the occupant cell – this location offers a low center of gravity and an axle load distribution of 40:60 (front/rear). The high-voltage battery is based on lithium-ion technology. The liquid-cooled lithium-ion battery consists of 52 modules. Compared to the first e-tron technology platform, the energy capacity of the new 595 kg (1311.8 lb) battery system was boosted from around 48.6 kWh to 90.3 kWh without requiring any package modifications.

Thanks to the high energy density, which was increased from 84 to 152 Wh/kg, the R8 e-tron can be driven up to 450 km (279.6 mi) on just one battery charge – previously it was 215 km (133.6 mi). In the Combined Charging System (CCS) for charging with DC or AC electricity, the battery can be fully charged in well under two hours. The driver can control this process remotely by smartphone, if the user has installed the relevant Audi connect app.

920 Nm (678.6 lb-ft) of torque

The two electric motors on the rear axle each output 170 kW and 460 Nm (339.3 lb-ft) of torque. The R8 e-tron, which weighs just 1,841 kg (4058.7 lb) empty (without driver), sprints from 0 to 100 km/h (62.1 mph) in 3.9 seconds and can accelerate to an electronically governed top speed of 250 km/h (155.3 mph) while developing its unique e-sound. Targeted Torque Vectoring – a need-based distribution of drive power between the rear wheels – gives the car maximum stability and dynamism.

Intelligent energy management and an electromechanical brake system at the rear axle ensure high rates of energy recuperation. The suspension springs consist of glass fiber reinforced polymer (GFRP), and the anti-roll bar is made of CFRP.

The R8 e-tron rides on aerodynamically optimized, high-gloss 19-inch aero wheels that were specially developed for this car. At the front axle, size 225/40R19 tires enable precise steering response. Size 275/40R19 tires transfer the torque of the electric motors to the road. The tires were specially developed for the requirements of an electric supercar, and they combine sporty driving properties with efficient rolling resistance values. Extremely sporty 20-inch wheels of the production R8 are available via the Audi Genuine Accessories program.

In the finely crafted interior, the R8 e-tron offers illuminated door sill trims, folding bucket seats and a specially configured Audi virtual cockpit. A heat pump removes waste heat from electrical components for thermal management and for interior climate control – an important efficiency module of the overall concept.

Audi also uses the latest development stage of the R8 e-tron as a high-tech laboratory – it also continues to play an important role in developing electric mobility of the future. The R8 e-tron will be produced in the small-scale production facility of quattro GmbH at the Audi Neckarsulm site in the Böllinger Höfe.

450 km (279.6 mi) range on a fully charged battery

The new battery cells are primarily responsible for the new performance and driving range of the Audi R8 e-tron. Audi has systematically adapted its high-voltage battery system to the specific needs of electric cars – the primary focus was on achieving an optimal ratio between power and energy. The results: The R8 e-tron has a significantly longer driving range and even more power than the previous model. In developing the high-voltage battery, the brand with the four rings followed the principle of maximum flexibility without losing sight of synergies in electrification. Its flexible cell module concept makes the Audi brand well-equipped for all future market developments, while the modular concept also guarantees Group-wide use across different car models.

The battery operates with 385 volts of nominal voltage, and its new cell module concept achieves excellent performance. The battery’s energy density grew from 84 watt-hours per kilogram (Wh/kg) to 152 Wh/kg, and its nominal capacity from 48.6 kWh to 90.3 kWh. Its driving range on a full charge has more than doubled – from 215 km (133.6 mi) to as much as 450 km (279.6 mi). These values make Audi the leader among the competition.

The battery system of the Audi R8 e-tron takes on the shape of a “T”. It measures 235 cm (92.5 in) long, 136 cm (53.5 in) wide and 70 cm (27.6 in) high, including the junction box on the cross-bar of the “T”. This junction box is responsible for monitoring, switching and transmitting an electrical current of over 1,200 amperes. The highly complex battery system consists of over 10,000 individual parts.

The 7,488 cells are packed in 52 modules of 144 cells each. Each module weighs 7.8 kg (17.2 lb). They are arranged on two and five levels (“floors”) in the tunnel battery and in the rear battery. Aluminum plates separate the “floors” from one another while creating the supporting structure for the battery.

Coolant circulates in a cooling system of aluminum shells. In a crash, high-strength floor plates and impact plates redirect the crash forces into the multimaterial ASF (Audi Space Frame) of the R8 e-tron in a defined way.

40:60: axle load distribution

The 595 kg (1311.8 lb) battery system is joined to the ASF with bolts in the middle tunnel and behind the occupant cell, making it an integral part of the vehicle structure. Its mounting position results in a low center of gravity and an axle load distribution of 40:60 (front/rear), which is ideal for a mid-engine sports car.

The Combo 2 charging interface of the Combined Charging System in the Audi R8 e-tron enables charging with AC or DC electricity. When charging with AC from an industrial electrical outlet with 7.2 kW of charging power, a full charge is reached in just around 12 hours. Charging with DC electricity shortens the time – to just 95 minutes at a charging power of 50 kW. Audi is demonstrating charging equipment that can charge this battery system with up to 150 kW of charging power. For the driver of the R8 e-tron, this means that a driving range of around 150 km (93.2 mi) can be attained after just 15 minutes of charging time. The customer can manage charging remotely as well – using a smartphone on which the customer has installed the relevant Audi connect app.

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Tesla rolls out destination charging in Australian hotels, malls

Tesla Motors has introduced its ‘destination charging’ program into Australia, with over 10 sites established. Model S owners who frequent longer trips will benefit from the destination charging program, where owners can charge at no cost.

Tesla destination charging program provides ‘high power wall units’ at key destinations for Model S owners to charge while away from home for long periods.

The wall units can provide as much as 40 amp of power to Model S and are also provided with Model S for home installation, making the device familiar to owners.

With up to 500 km of rated range, the majority of charging with Model S is done at the home, but now the destination charging will provide locations where there are longer or overnight stops.

Locations include key hotels such as Park Hyatt Sydney, The Darling, Hotel Realm Canberra, The Observatory in Port Macquarie and to fulfil the winter snow travelers Rundells Alpine Lodge Dinner Plain.

In addition, key shopping centres such as Westfield Chatswood and Chadstone have been utilised, with premium parking locations and wall units available to Model S owners.

Tesla Motors has also partnered with Secure Parking to enable a safe location for Model S owners to park and charge whilst at work or out in town. These locations are located across Brisbane, Sydney and Melbourne.

“This expanding network of destination charging is a great replication of the convenience our owners receive when charging at home. Along with the developing Supercharger network, our owners will be able to cover long distances with the knowledge they have a charging solution,” says Australian Tesla spokesperson, Heath Walker.

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It’s official: Tajima teams up with Rimac for Pikes Peak 2015

Team APEV with MONSTER SPORT, led by the racing legend Nobuhiro “Monster” Tajima, teamed up with Rimac Automobili. As a result, 2015 Pikes Peak International Hill Climb Race will have a new 1.1 MW beast at the starting line, the Tajima Rimac E-Runner Concept_One.

Rimac Automobili are once again showing their vigorous racing DNA taking the challenge in one of the most prestigious races in the world. Mr. Tajima’s decades long experience in racing and Rimac Automobili’s state of the art technology and know-how brought to life a staggering creation, the Tajima Rimac E-Runner Concept_One. It is powered by four independent electric motors, giving the car a total power of over 1,1 MW (1,475 HP). That is more than twice the power Mr. Tajima had in his 2014 car when he broke his own Pikes Peak record, stopping the clock at 9:43,90.

There are no gearboxes or differentials on this car. The power of each independent motor is transferred to each wheel by an innovative chain drive system developed specifically for this project, which saves a lot of weight and space. Embracing the Rimac Automobili technology, the Tajima Rimac E-Runner Concept_One features an adapted racing version of the Rimac All Wheel Torque Vectoring system, first implemented in the Rimac Concept_One.

The Rimac AWTV controls the torque of each motor 100 times a second. The system can vary the torque on each wheel depending on the steering angle, speed, longitudinal and lateral forces, yaw-rates and number of other variables. The ECU runs the collected sensor-data through complex mathematical algorithms which calculate the optimum torque distribution on a millisecond-level. This enables the vehicle to take full advantage of the tires, squeezing the maximum out of their potential and giving the driver the desired vehicle dynamics at any given moment. Mr Tajima will thus have both the 1,1 MW of power and maximum grip in each of the Pikes Peak’s 156 corners.

“We measured 0-100 km/h in 2,2 seconds. 200 km/h comes in 5,4 seconds from a standstill. Cornering forces and stopping numbers are also impressive, but let’s not spoil the surprise. We are quite confident that Tajima Rimac E-Runner Concept_One will break previous year’s record. He is a great driver with tons of experience. Interesting fact – he raced Pikes Peak his first time a year before I was born. 28 years later, we work alongside to push the limits further. With the support of our best engineers and technicians, our technology, powertrain, battery-system and Torque Vectoring, he will be able to push the boundaries of electric race cars to a whole new level. Working with Mr. Tajima and his team is an amazing experience of which we enjoy every second.” reveals Mr. Rimac.

“The Pikes Peak is one of most difficult hill climbs in the world, because it is held on a public road, not a race track. The conditions are constantly changing. We want to develop technology and gather experience from the Pikes Peak race for development of better, safer, and zero emission road cars. This is my aim. Rimac Automobili is a quite young company but their mind and their spirit are fantastic. The level of technology, professionalism and vertical integration that this company has managed to achieve in such a short time amazed me. I am very happy because Rimac Automobili is simply the best partner for Team APEV.” said Mr. Tajima after the initial testing in Croatia.

The Pikes Peak hill climb is 19,9 km long and ends up at 4,301 m above sea level. Petrol engines have oxygen starvation problem at that altitude - the power of the engine decreases over 40 percent. However, electric motors don’t use oxygen, so Mr. Tajima will have the full power of all four electric motors available from start until the finish line.

Pikes Peak race

The Pikes Peak International Hill Climb race in Colorado has taken place since 1916. On average it features around 130 competitors from all over the world. This year the event is starting with practice sessions on Tuesday, June 23rd, culminating on race day, Sunday June 28th. The track is 19,99 km (12,42 miles) long, has 156 turns climbing 1,440 m (4,720 ft) from the start at Mile7 of the Pikes Peak Highway, to the finish at 4,300 m (14,110 ft).

Tajima Rimac E-Runner Concept_One

Technical data:

  • All-wheel drive
  • Four independent Rimac permanent magnet electric motors
  • Rimac All Wheel Torque Vectoring
  • Maximum power: 1100 kW
  • Maximum torque: 1500 Nm
  • Maximum regenerative braking: 400 kW
  • 57 kWh Rimac Automobili battery pack
  • Four chain driven single reduction Rimac transmission systems
  • Monster Sport aluminum alloy tubular space frame with carbon-fiber body
  • Electrically assisted power steering
  • Adjustable shock absorbers
  • Ventilated brake discs Ø370 mm front and rear + Rimac regenerative braking system
  • 340/710 R18 slick tyres / 13” × 18” wheels
  • Kerb weight: 1500 kg
  • 0-100 km/h 2,2 s
  • Top speed: 270 km/h
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    Daimler and Qualcomm to develop wireless charging for EVs

    Daimler and telecommunications giant Qualcomm Technologies have announced a partnership to develop new wireless charging technologies for vehicles and phones.

    The alliance will focus on “mobile technologies that enhance in-car experiences and vehicle performance,” as well as Qualcomm's Halo Wireless Electric Vehicle (WEVC) technology, with the overall aim of introducing an induction charging system into future Mercedes models.

    Possible candidates for the technology could include the next-generation Mercedes-Benz S-Class, currently powered by a plug-in hybrid 3.0-litre twin-turbo V6, or even the small-sized B-Class Electric Drive.

    Qualcomm, more widely known for producing a range of high-end smartphone processors, started developing the technology in 2011 and WEVC trials have been underway in the United Kingdom since 2012, with the technology working similarly to wireless phone charging.

    A Vehicle Charging Unit (VCU) is installed in the floor of a garage or car park, which sends power wirelessly to a similar unit installed in the car, which sends power to the electric vehicle batteries.

    Currently the technology only allows for stationary charging, but development is underway on dynamic charging that will work by installing multiple VCUs underneath roads capable of charging cars on the move.

    The implementation of dynamic charging could cut the cost of electric vehicle manufacturing by reducing the need for large, range-extending batteries.

    Additionally, Qualcomm's WiPower technology will be implemented to allow full wireless charging on a smaller scale, for compatible smartphones and tablets inside the vehicle.

    Daimler AG group research and Mercedes development board member Thomas Weber said the new partnership will bear fruit for both companies.

    “It's important that we remain on the cutting edge of technology and continue to deliver unparalleled experiences to our customers,” he said.

    “With this in mind, we are eager to jointly explore possible fields of future cooperation with an internationally leading tech-firm like Qualcomm.”

    Qualcomm Incorporated President Derek Aberle said integration of vehicle and mobile communications is the way of the future.

    “The automobile has become an extension of always-on connectivity, and as such, we're continuously utilising our expertise in wireless mobility to deliver in-car experiences comparable to the ease and convenience of smartphones,” he said.

    Last year, German luxury rival brand BMW announced it would team up with Daimler to research and explore the possibilities of similar technology, and Volvo has also previously revealed it is looking at the cordless tech and Toyota signed a deal with WiTricity in late 2013.

    Californian Electric car specialist Tesla has also tested the potential of such systems, but dismissed them saying too much power was wasted in the transfer process.

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    Bosch test robotic Tesla Model S around German test track [VIDEO]

    Bosch's engineers took a pair of Model S and fitted them with autonomous technology to allow them to drive themselves.

    That technology consisted of 50 new components, including (brace yourselves) a front stereo video camera to watch the road markings and identify obstacles, six (non-Bosch) LiDAR laser scanners for 360º coverage around the car, two long-range (200m) and four mid-range (120m) radar sensors facing forwards and backwards, inertial sensors, a GNSS GPS navigation antenna, backup braking (both Bosch’s iBooster and ESP boxes) and ECU systems and a massive great PC in the back to hold hi-res maps and crunch the incoming data via bespoke algorithms.

    In total, 1400 human-hours, 1300 metres of cable and an estimated €200,000 went into the car.

    The result looks almost like a normal Model S - no pirhouetting Velodyne ‘Christmas tree’ on the roof here, just a few dark panels, a flying saucer GNSS antenna on the back and some industrial-looking buttons - and it’s so effective that it’s almost prosaic.

    At the winding Boxberg test track, a Ford Fiesta drove around in front of us to show how smart the Tesla now is. Stopping quickly, driving at snail’s pace, accelerating into the distance: the Tesla reacted to the lot in a considered, sedate, measured manner. (Bosch tells us it can also swap lanes, overtake and merge with traffic on its own, but we didn’t get to check that out.)

    [Stuff]

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    Wireless in-wheel motor system developed for electric vehicles

    Japanese researchers have successfully developed the world’s first in-wheel motor system for electric vehicles that transmits power wirelessly to run motors incorporated in each wheel.

    Hiroshi Fujimoto, an associate professor at the University of Tokyo specializing in electric vehicle control, and other researchers ran a vehicle equipped with the new system that transmits electricity wirelessly from an onboard power source to a coil attached to the wheel hubs.

    “This technology will pave the way for the development of advanced electric vehicles, including those that receive electricity wirelessly from transmitting coils that are embedded under road surfaces,” Fujimoto said. “It can be also applied to fuel-cell vehicles and industrial machinery.”

    The in-wheel motor, also known as wheel hub motor, is an electric motor that is incorporated into the hub of a vehicle's wheels to directly drive each wheel.

    Compared with conventional electric vehicles, the in-wheel motor model does not require a drive shaft, a component that takes power from a single source and mechanically transfers it to all the wheels to drive them. Thus, a car using the system could be built lighter and require less energy.

    Acceleration and braking for each wheel can also be controlled, which would help prevent mishaps such as skids.

    Current cars using in-wheel motors need wires to transmit electricity. The complex wiring distribution and its susceptibility to shorting out have remained a hurdle in developing such a vehicle for practical use.

    The research team’s wireless system transmits the electricity stored in the vehicle’s batteries through a transmitting coil to a receiving coil in the wheel hub, a distance of 10 centimeters.

    The researchers successfully ran a motor using a maximum of 3 kilowatts of electricity and sent control information to each wheel using standardized Bluetooth wireless technology.

    The rear-wheel-drive prototype car can, in theory, run at maximum 75 kph, the researchers said.

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    Nissan Leaf Taxi passes 160,000 km and still on 1st set of brake pads!

    A Nissan LEAF taxi in Cornwall has clocked up its 100,000th mile (160,000 km) since entering service with C&C Taxis in 2013.

    ‘Wizzy’ as it was named by operators at St Austell-based C&C Taxis, hit the milestone in the course of more than 25,000 pure electric paying fares and having been rapid charged over 1,700 times yet retains near full battery health and is still on its first set of brake pads.

    Inspired by Wizzy’s performance, C&C Taxis now operates five further 100% electric Nissan LEAFs and an all-electric Nissan e-NV200 Combi.

    Mark Richards, fleet manager at C&C Taxis, estimates that each vehicle saves the business around £8,500 per year in fuel bills and maintenance costs.

    "When we speak to other taxi operators they often tell us range and battery life are the biggest factors preventing them from considering an electric taxi," he said. "Then, when we tell them Wizzy’s done 100,000 miles and still has full battery health, they’re left speechless.”

    “It’s no exaggeration to say Wizzy has transformed our business. We took a gamble when we bought her but she’ll have paid for herself in just 24 months and the savings we’re now making across the fleet are phenomenal,” he added.

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    Korean Firm to Launch EV sports car with 570 km range in 2016

    Power Plaza Co Ltd, a South Korea-based firm, showed an electric vehicle (EV) concept that can travel 571km (approx 354.8 miles) at a speed of 60km/h (approx 37.3 mph) per charge.

    The EV, "Yebbujana R," was exhibited at the 28th International Electric Vehicle Symposium and Exhibition (EVS 28), an international symposium/trade show on EVs, which took place from May 3 to 6, 2015. The company plans to release the EV at the end of 2016 in South Korea at a price of US$40,000.

    The EV uses cylindrical lithium-ion battery cells called "18650." The total capacity of the cells is 54kWh. A carbon fiber-reinforced plastic (CFRP) was applied to the body of the EV to reduce weight, realizing a drive range longer than 500km. The mass of the body is 745kg. According to Power Plaza, the auto body consists of an underpiece, hood, doors, rear, etc, and all of them are made of CFRP.

    As a driving motor, an 80kW motor manufactured by Robert Bosch GmbH was employed. The maximum speed of the EV is 198km/h, and it takes 4.6 seconds to reach a speed of 100km/h from zero.

    Established in 1991, Power Plaza has been dealing with switching power modules and developing EVs under its own brand. Thus far, it has developed six kinds of EVs (1t and 0.5t pickup trucks and four passenger cars) and launched them into the market. So, the Yebbujana R is the company's seventh EV.