Video Review: Decent Handling in a Toyota Prius? Yes, the New One
The fuel economy of the new fourth-generation Prius is better than the departing model, and a new multilink rear suspension upgrades the ride quality.
Elon Musk of Tesla Sticks to Mission Despite Setbacks
The billionaire entrepreneur Elon Musk is running a private rocket company, doubling down on alternative fuels and pressing on with Tesla after a series of accidents.
Xtrac Launch Dual Motor EV transmission to suit torque vectoring
Xtrac’s P1227 gearbox family has been developed to address the growing market requirement for single speed, lightweight and power dense electric vehicle (EV) transmissions. It offers a range of installation possibilities for fast and powerful electric supercars with front-wheel drive, rear wheel drive or four-wheel drive configuration.
“There is substantial innovation and intellectual property in the design of this new transmission system,” says James Setter, head of Xtrac’s Automotive and Engineering business unit, which focuses on developing transmission systems for hypercars, hybrids and EVs to complement the company’s world-beating motorsport transmissions. “Significant focus went into the integration of the gearbox with numerous proprietary traction motors, and in particular, reducing its mass by almost 20 per cent compared with our previous P1092 electric vehicle transmission to provide the ultimate electric drive transaxle.”
The new transmission system can be integrated with motors supplied by BorgWarner, GKN and YASA, all of whom worked with Xtrac on the integration of their technology into this transmission. The dual electric motors of the transmission system also provide an inherent torque vectoring capabilities. For lower power applications a single electric motor can be specified, reducing the overall vehicle weight further and requiring an even smaller space envelope. The highly configurable nature of the design also enables an open or a limited slip differential to be specified.
In addition, the P1227 family of gearboxes offers a range of single gear ratios, as well as considerable motor-generator configuration and hence vehicle installation possibilities. This enables the transmission, for example, to be installed within a 90-degree angle from the motors positioned vertically above through to horizontally in front of the output.
“The design draws on Xtrac’s precision design, analysis and manufacturing engineering capabilities,” says Setter, “ensuring that the ground helical gear sets, necessary for road vehicle transmission systems, offer exceptional levels of NVH refinement for the most demanding silent driveline electric vehicle applications, as well as the durability required for this marketplace.”
The transmission has been designed as a family to integrate with either YASA P400, GKN AF130 or AF230 or BorgWarner HVH-250-090-SOM or HVH-250-115-DOM motors, but other motors could be suitable as long as the RPM of the motor is less than 10,000rpm, and the peak torque is less than 500Nm per motor like the 90 kW / 300 Nm Evans Electric axial flux induction motor.
More: Xtrac
REMY / BorgWarner
YASA P400
GKN AF130
Evans Electric previews new Axial Flux EV motor
Evans Electric has previewed a next generation EV motor that it says will be licensed for production in 2017. The Axial flux asynchronous induction motor offers 90 kW of power, 300 Nm of peak torque and features very high torque density.
Evans Electric designed the new motor with integration, miniaturization and high energy efficiency in mind. It uses a double stator, single rotor axial air gap architecture with a patent pending solid core, copper disc rotor.
Overall, the size of the motor represents a reduction of 70%, while retaining the same level of performance. The motor has the same peak torque as a standard Tesla Roadster AC induction motor yet is only 1/3rd the volume due to a much shorter axial length. The oil-cooled 3 phase motor is designed to be integrated into the bellhousing of a multi-speed transmission.
The AFIM design is also well suited to wheel hub motor applications such as electric bus and military ground vehicles.
“Not only does the high power density of the axial air gap design give a cost advantage because less active material is required for a given amount of torque, but our copper rotor axial flux induction motor also has the significant cost advantage of eliminating the need for rare-earth permanent magnets.” said founder, Paul Evans.
The 4 person Sydney Australia based startup have been working on the AFIM design for a German OEM and has now opened their series A funding round.
More: Evans Electric
Graphene-based ultracapacitors give trucks a boost of acceleration
Adgero, the French transport tech developer, has unveil the world’s first operational energy-saving, hybrid electric system for road transport at Britain’s biggest commercial vehicle conference this week.
Adgero will display the regenerative braking-powered UltraBoost ST, a kinetic energy recovery system (KERS) installed on a curtainsider semi-trailer – that aims to cut fuel and carbon emissions by up to 25 per cent.
Adgero’s unique hybrid technology consists of an electrically driven axle mounted under the semi-trailer, powered by a bank of ultracapacitors, and controlled by intelligent management software that automatically controls regenerative braking and acceleration boost.
The UltraBoost ST uses a compact and lightweight YASA motor (the same axial flux motor as used in the Koenigsegg Regera) to recover kinetic energy, otherwise lost as heat during braking, and stores it in high-power graphene-based ultracapacitors from European manufacturer Skeleton Technologies – who helped develop the KERS technology for road haulage with Adgero last year.
Leading European manufacturer SDC Trailers installed the system on a 13.6m curtainsider trailer, finished in the livery of major UK-based transport and distribution company, Eddie Stobart. The transport operator will be conducting road testing of Adgero’sUltraBoost ST system in coming weeks.
President of Adgero SAS Mack Murray commented:
“The Adgero UltraBoost ST system has the potential to boost fuel efficiency, reduce overall fuel consumption and reduce associated emissions. And because our hybrid system can be easily and economically retrofitted to existing fleets, voluntary fleet-based implementation could have an immediate and meaningful impact on fleet costs and vehicle emissions within a very short timeframe.
“Road haulage accounts for over a fifth of the EU’s total CO2 emissions, so fuel efficient solutions are crucial. We are beginning to see regenerative braking systems in automotive applications but the market clearly needs a similar solution for articulated lorries.
“Unveiling the world’s first operational hybrid electric system for road transport at Britain’s biggest commercial vehicle show has taken a real collaboration between leading industry players and we’re now looking forward to the next phase of road testing in coming weeks.”
Head of Engineering at SDC, Jimmy Dorrian, said:
“Operator efficiency was the driving force behind the (KERS) trailer innovation. Our customers are always looking for ways to reduce their fuel consumption and overall carbon footprint, especially in demanding applications such as heavy terrain or continuous urban transport.”
Last week Adgero signed a €3.5 million distribution agreement to ensure the UltraBoost ST system for road haulage was powered by modules from Europe’s leading ultracapacitor manufacturer, Skeleton Technologies.
Combining such a distributed electric powertrain with a battery electric prime mover would provide not only range extension capability but also improve drive traction for both single and multi-trailer road trains.
Electromagnetic Anti-Lock Braking for Electric Vehicles
In part 2 of this series (Part 1) we'll take a closer look at electromagnetic braking as a replacement for mechanical friction brakes in hybrid and electric passenger cars.
Electromagnetic braking is very well established in industrial applications. From 400 tonne mine haul trucks to 300 km/h Bullet trains, electromagnetic 'friction' is used to slow these high performance vehicles with industrial strength reliability, so why shouldn't it also be used on comparatively light weight private passenger vehicles ?
Lets take a look at a few of the more familiar applications of electromagnetic braking. Japan's Shinkansen high speed rail network has the best safety record on the planet: beating conventional trains, automobiles and flying. Over the Shinkansen's 50-plus year history, carrying over 10 billion passengers, there have been zero fatality / injury since 1964. Clearly many factors contribute to this but obviously the train braking system plays an important role, especially given the maximum operating speed is 320 km/h (200 mph).
Bullet trains uses electricity to brake up to 640 tonnes down from 300 km/h at a controlled and predictable deceleration rate. Since 1984 all Shinkansen trains have used axial flux eddy current disc brakes (pictured above). These work along the same lines as an eddy current dyno where a steel brake rotor has electromagnets facing it, that when energised, induce eddy currents in the rotor which generates electromagnetic friction that converts the trains kinetic energy into heat.
With the only moving part being the rotor and no wear and tear from mechanical friction, eddy current brakes have proved incredibly reliable and no doubt contribute to the 100% safety record achieved by the Shinkansen rail system. Since 2007 next generation Bullet trains have moved to regenerative braking that uses the main traction motors which helps increase overall system efficiency.
Another very large vehicle that uses electromagnetic brakes is the 400 t class Liebherr T282B Mine haul truck. with a maximum operating weight of almost 600 tonnes, the T282B has no mechanical connection between the monster 90 liter V20 twin turbo diesel engine and the rear wheels.
Instead it takes advantage of high efficiency and maintenance free diesel-electric locomotive technology. Siemens provide two AC induction motors for the rear axle, engine mounted generator and the solid state computer controlled power inverters that are proven over millions of operating hours in trains. The main service brake electric retarders can slow the truck to a stand-still and provide precise speed control on descent using built in cruise control which works in both drive and retard modes.
The electric retarders can apply over 6,000 hp (4,489 Kw) worth of braking effort (the Diesel ICE maximum output is 'only' 3650 hp (2700 Kw). Like the Bullet train there is no battery storage system on-board so the regenerated energy is not stored for later use but is converted to heat via a stainless steel resistor grid in a systems called dynamic braking.
If ultra-reliable electromagnetic braking of 600 tonne vehicles hasn't convinced you then surely this last example will. Strictly speaking this is called magnetic braking as the source is permanent magnets, yet it is just as impressive.
Drop Tower amusement park rides feature up to 400 feet (120 m) towers with a carriage capable of taking up to 40 passenger aloft. Once 30 stories off the ground, the 25 tonne carriage is dropped and free-falls back down the tower reaching speeds of 105 km/h. Built by Swiss firm Intamin, the eddy current magnetic brakes pull the falling riders up at 2.5G from 100 to 0 km/h within 100 feet.
To put that into perspective, a Tesla Model S brakes from 100 to 0 km/h in 113 feet, weighs only 2.5 tonne and moves parallel to the ground, not hurtling head-first towards it.
The common threat between all the above braking applications is that mechanical friction brakes would simply not be capable of reliably doing the job. While these electric braking systems convert kinetic energy into heat, as do hydraulic friction brakes, using electromagnetic friction offers a non-contact method of braking that virtually eliminates maintenance and therefore reliability issues.
In the previous post we've seen evidence that hydro-mechanical friction brakes on hybrids and EVs have become redundant legacy systems primarily still required on vehicles because they provide mandatory safety systems. In order to allow electromagnetic braking to functionally replace systems like ABS & ESC not only do we need each wheel to have an electric motor to drive / brake each wheel independently, but also additional electromagnetic braking strategies other then just regeneration feeding kinetic energy into a battery pack.
Currently in hybrid and electric vehicles only a fraction of the electric motors full power is used for braking. For example, a Chevy Volt has 115 kw of electric motor power available for acceleration but only 60 kw for braking. Even a Tesla Model S with over 500 kw for acceleration is limited to 60 Kw maximum brake regeneration. The primary reason for this is battery cell charge limits. Most lithium ion batteries have asymmetric charge & discharge curves.
In order to allow full electric motor power to be applied in brake mode, alternative energy discharge methods are required. As we have seen in the examples provided above, there are several options from dynamic to eddy current braking and/or the addition of supercapacitors in parallel with the battery pack. With an electric motor for each wheel and full motor power available for braking, modulating the motors independently to perform anti-lock, stability control, emergency brake assist, automatic emergency braking and torque vectoring becomes a software project.
GM Buying 3 yo Self-Driving Tech Startup for $1 Billion
General Motors announced Friday it is buying Cruise Automation, a San Francisco self-driving vehicle startup, the latest move by the auto company as it competes with Silicon Valley to develop self-driving cars that could be used in ride-sharing fleets.
GM and Cruise did not disclose the value of the deal. Technology website Re/Code cited sources as saying GM paid $1 billion. A GM spokesman declined to comment on that figure. If correct GM has just set a new precedent for valuations of automotive tech start-ups.
GM intends to use Cruise’s technology and people to accelerate its effort to develop vehicles that can operate without a human driver, potentially as part of ride-sharing fleets “as soon as possible,” GM President Dan Ammann said in an interview.
“We will be committing considerable resources to recruit and grow the capability of the team,” Ammann said.
Cruise has been working to develop hardware and software that could be installed in a vehicle to enable the car to pilot itself on a highway, without the driver steering or braking.
GM initially planned an investment in the company but moved within five weeks to buy Cruise outright, said venture partner Nabeel Hyatt of Spark Capital, an investor in Cruise.
"They moved faster than most Silicon Valley companies would move," he said.
Cruise, which has 40 employees, was launched in 2013 and has raised $20 million in venture capital, founder Kyle Vogt said in an interview.
Vogt impressed Silicon Valley venture capital fund Signia Venture Partners by demonstrating an Audi A4 that could be controlled by a game console, said Signia principal Sunny Dhillon.
More recently, Cruise was working on a system that could make a car "fully driverless," Vogt said.
A flurry of investments by traditional auto companies reflects a fear among industry executives that the century-old business of building and selling cars that people drive themselves is at risk, even though global vehicle demand is strong.
In January, GM said it would invest $500 million in ride-hailing company Lyft Inc and followed that by forming a new car-sharing operation called Maven. The company has also established a separate unit for self-driving vehicle development.
Other automakers are moving into ride sharing and self-driving vehicles, as are some traditional auto suppliers.
Germany’s Continental and Delphi Automotive among others are seeking technology companies to buy for intellectual property and programming talent.
World’s First All-Electric Propulsion Satellite Begins Operations
The world’s first all-electric propulsion satellite, built by Boeing for Bermuda-based ABS, is now operational after an on-orbit handover on August 31. The ABS-3A, a 702SP (small platform) satellite, expands ABS’ communications services in the Americas, Europe, the Middle East and Africa.
“The operational ABS-3A satellite and ABS-2A, launching in early 2016, will further strengthen and solidify our global expansion and offer flexible capacity to our growing fleet,” said Tom Choi, CEO of ABS. “We believe Boeing’s innovative portfolio can help us to affordably grow now and in the future.”
The ABS-3A spacecraft was the world’s first all-electric propulsion satellite to be built and launched – part of a stacked pair launched in March with a 702SP satellite built for Eutelsat, based in Paris. The spacecraft’s all-electric xenon-ion propulsion system contains a sufficient quantity of the inert, non-hazardous element xenon to extend the satellite’s operations beyond the expected spacecraft design life of 15 years.
“With a successful launch, testing and execution of orbit operations, we were able to deliver the first 702SP to ABS about one month earlier than planned,” said Mark Spiwak, president, Boeing Satellite Systems International. “The 702SP product line was designed to bring the latest technology into the hands of customers seeking adaptable and affordable solutions. In addition, the 702SP’s patented dual-launch capability helps customers share launch costs, which can significantly lower overall expenses for a satellite owner.”
Boeing is under contract to build a second 702SP satellite for ABS, designated ABS-2A, which will be delivered and launched early next year.
Bosch buys solid state battery start-up Seeo
German industrial conglomerate Bosch is acquiring Silicon Valley battery firm Seeo, including all of its intellectual property and research staff. With the move, Bosch is looking to enhance its offer to the electric car industry, which is witnessing a significant growth.
Founded in 2007, Seeo is known for its advancements in creating high-energy rechargeable lithium-ion batteries based on a nano-structured polymer electrolyte. Seeo uses solid state technology that avoids the use of flammable liquid electrolyte.
Using solid electrolyte, Seeo manufactures DryLyte batteries that deliver high energy density alongside impressive reliability and safety. Seeo has an exclusive license to core patents from Lawrence Berkeley National Laboratory and has more than 30 issued, exclusively licensed and pending patent applications.
News website Quartz reported that Bosch confirmed the acquisition. A Bosch spokeswoman told the website that the financial terms of the deal will not be released.
In December, Seeo made news as its CEO Hal Zarem announced plans to manufacture a battery with an energy density that is about double that of existing commercial lithium-ion batteries. The new battery would have a density of 300 watt hours per kg.
Bosch, which is already supplying a lot of components to the automobile industry, has long been looking to enter the advanced battery market. The acquisition may prove successful, as Seeo and its innovations are said to be of great potential.
Meanwhile, Seeo faces intense competition from start-ups such as Sakti3, QuantumScape, XG Sciences, Envia Systems and SolidEnergy Systems that are working on new types of electric car batteries. Panasonic is currently the leading player in the electric car battery market with a 39% market share, followed by LG Chem and Samsung SDI, according to research firm Lux Research.
UK To Test Dynamic Wireless Charging For Electric Cars
Trials of technology needed to power electric and hybrid vehicles wirelessly on England’s major roads are due to take place later this year.
The trials are the first of their kind and will test how the technology would work safely and effectively on the country’s motorways and major A roads, allowing drivers of ultra-low emission vehicles to travel long distances without needing to stop and charge the car’s battery.
The trials follow the completion of the feasibility study commissioned by Highways England into ‘dynamic wireless power transfer’ technologies.
Transport Minister Andrew Jones said:
The potential to recharge low emission vehicles on the move offers exciting possibilities. The government is already committing £500 million over the next five years to keep Britain at the forefront of this technology, which will help boost jobs and growth in the sector. As this study shows, we continue to explore options on how to improve journeys and make low-emission vehicles accessible to families and businesses.
Highways England Chief Highways Engineer Mike Wilson said:
Vehicle technologies are advancing at an ever increasing pace and we’re committed to supporting the growth of ultra-low emissions vehicles on our England’s motorways and major A roads.
The off road trials of wireless power technology will help to create a more sustainable road network for England and open up new opportunities for businesses that transport goods across the country.
The trials are expected to begin later this year following the completion of an ongoing procurement process. The trials will involve fitting vehicles with wireless technology and testing the equipment, installed underneath the road, to replicate motorway conditions. Full details of the trials will be publicised when a successful contractor has been appointed.
The trials are expected to last for approximately 18 months and, subject to the results, could be followed by on road trials.
As well as investigating the potential to install technology to wirelessly power ultra-low efficient vehicles, Highways England is also committed in the longer-term to installing plug-in charging points every 20 miles on the motorway network as part of the government’s Road Investment Strategy.
World’s Fastest Charging Electric Bus Takes 10 seconds to Charge
The world's fastest charging electric busses, that takes just 10 seconds to be fully charged, were put into operation for the first time in Ningbo on Tuesday.
The bus operates a 11-km route with 24 stops in Ningbo, Zhejiang province, local transport authorities said.
In the next three years, a total of 1,200 such buses will be used for public transport in the city, where the electric bus plant is located.
The bus recharges while stationary or while passengers get on or off, and each charge enables the bus to run for least five kilometers, according to Zhou Qinghe, president of Zhuzhou Electric Locomotive, a subsidiary of high-speed train maker CRRC.
In addition, the bus, which rolled off production line in April, consumes 30 to 50 percent less energy than other electric vehicles.
The capacitor can be charged one million times and has a 10-year life cycle.
BorgWarner to buy electric motor maker Remy for $950M
BorgWarner agreed to buy Remy for $951 million in cash, driving further consolidation of the auto-parts industry.
BorgWarner will pay $29.50 a share, a 44 percent premium from Remy’s closing price on Friday, according to a statement today. The price indicates an enterprise value of about $1.2 billion, BorgWarner said. The maker of turbochargers and transmission parts said the deal is set to close in the fourth quarter and should add to earnings in the first year because of purchasing efficiencies and other savings.
Demand for fuel-saving technology and global scale is pushing auto-parts makers to consolidate. In May, TRW Automotive Holdings Corp. was acquired by German auto supplier ZF Friedrichshafen AG for $12.4 billion.
“Our main focus has been organic growth, and that remains a prime path for us,” James Verrier, CEO of BorgWarner, said on a conference call. “But we’ve also been consistent about the need for M&A to add key technology to sustain that growth.”
The acquisition highlights the increasing importance of the electrification of the powertrain, which has not been a strength of BorgWarner’s, Verrier said.
BorgWarner rose 1 percent to $54.14 at 11:39 a.m. in New York, as Remy soared 42 percent to $29.18. This year through Friday, Remy had fallen 1.9 percent and BorgWarner had declined 2.4 percent.
Electric Powertrains
Buying Remy will add alternators, starters and hybrid motors, giving BorgWarner the ability to benefit as more powertrains blend electric power with traditional gasoline-fueled technology.
Some investors had been concerned that the move to hybrid engines would eventually cause BorgWarner to lose sales to automakers, Joseph Spak, an analyst with RBC Capital Markets, wrote in a research note today.
BorgWarner CFO Ron Hundzinski said he expects savings from the acquisition of at least $15 million annually within two years, in part by eliminating duplicate costs associated with a public company, and from lower purchasing expenses. He said he expects the Remy business to have profit margins in the mid-teens, similar to BorgWarner’s.
Former GM unit
Remy International, formerly known as Delco Remy, traces its roots to brothers Frank and Perry Remy, who developed magnetos, generators that used magnets to help start early automobiles. GM acquired Delco Remy in 1918 and spun it off in 1995. The name was changed to Remy International in 2004 and the Pendleton, Ind.-based company spent less than two months in bankruptcy in 2007.
Remy posted net income from continuing operations of $6.1 million last year on revenue of $1.2 billion. In 2013, it posted net income of $12.4 million on revenue of $1.1 billion.
VW ‘close to battery breakthrough’ next-gen e-Golf to get 300km range
Volkswagen is closing in on a new battery technology that will bring “a quantum leap for the electric car”, according to the firm’s boss Martin Winterkorn.
Winterkorn told German tabloid newspaper Bild, "VW is researching a super-battery in Silicon Valley in California, that is cheaper, smaller and more powerful. An electric Volkswagen that can travel 300km (186 miles) on electricity is in sight. It will be a quantum leap for the electric car.”
As we reported back in December, VW acquired a 5% holding in QuantumScape, a San Jose-based early-stage battery startup that has been working on commercializing solid-state battery technology from Stanford University.
Volkswagen was due to decide in the first half of this year whether QuantumScape's battery technology is ready for use in its electric cars.
Torque Vector Steering Improves Electric Vehicle Energy Efficiency
Germany's Karlsruhe Institute for Technology along with industry partner Schaeffler are researching improvements in electric vehicle energy efficiency by using brake steer or torque vector control of wheel motors to assist power steering.
The project "Intelligent Assisted Steering System with Optimum Energy Efficiency for Electric Vehicles (e²-Lenk)" subsidized by the Federal Ministry for Education and Research (BMBF) focuses on a new assisted steering concept. In conventional vehicles, the internal combustion engine not only accelerates the car but also supplies on-board assist systems with energy; such as the assisted steering system, which reduces the strain on the driver at the wheel.
In electric vehicles, this energy comes from the battery and also reduces the range as a result. In this research project by the collaborating partners, Karlsruhe Institute for Technology (KIT) and Schaeffler, the steering system is assisted in an energy-efficient manner by intelligent control of the drive torques transmitted to the individual wheels. The project is being sponsored by BMBF with a sum of around 0.6 million euros over 3 years and was started in January 2015.
"The new assisted steering system would require less system components in an electric vehicle, this would mean savings in terms of weight and energy in an electric vehicle", explain project managers Dr. Marcel Mayer, Schaeffler, and Dr. Michael Frey, KIT. "This would mean that an electric car would be cheaper and have a greater range." Materials and production steps can be saved due to the potential optimization of the design and weight.
The basic idea of the e²-Lenk project is simple: The wheels in an electric car will be driven individually by electric motors in contrast to a car with an internal combustion engine where all the wheels are provided with equal force. If the wheels on the left side transmit more drive torque to the road than those on the right side, this will result in acceleration of the vehicle to the right without the need to turn the front wheels or consume additional energy for steering.
Tracked vehicles or quadrocopters steer using the same principle. "Steering assistance can be provided while driving by means of an intelligent control system and suitable wheel suspension", says Schaeffler engineer Mayer, Manager of the Automatic Driving Working Group, which is carrying out research as part of the collaborative research project SHARE (Schaeffler Hub for Automotive Research in E-Mobility) at KIT. "Only steering when stationary remains a challenge with conventional designs."
"The assisted steering system is part of the drive train with our approach", explains Frey who is researching at KIT's Institute of Vehicle Systems Technology. Steering the front wheels is carried out without using additional energy. "We also want to significantly increase the quality of driving. Customer benefit, comfort, safety and reliability go hand in hand here."
As part of the project, functional demonstrators are being built, with which the concepts can be validated and optimized in experiments. It is also planned to implement the system in last year's Formula Student racing car KIT built by the university group KA-RaceIng with the participation of the students.
e²-Lenk is the first publicly subsidized joint project as part of the collaborative re-search project SHARE at KIT between Schaeffler Technologies AG & Co. KG and KIT. This joint project is being managed at KIT's East Campus in a joint project management office run by SHARE at KIT and the Institute of Vehicle Systems Technology (FAST).
Schaeffler and KIT are partners in the Leading Edge Cluster Electric Mobility South-West (ESW), which connects over 80 stakeholders from science and economics in the region Karlsruhe – Mannheim – Stuttgart – Ulm. The cluster strategy of the ESW cluster aims to achieve intensive regional collaboration in the field of electric mobility by means of new approaches and forms of cooperation. As a result, knowledge is developed, consolidated and ultimately advantages are achieved in international competition.
Axial Flux Induction Motor for Hybrid and Electric Cars [VIDEO]
EV Powertrain start-up Evans Electric is rumoured to have been working on some interesting electric vehicle projects recently.
The team have developed a world-first copper rotor axial flux induction motor for automotive applications. The patent pending design has torque density on par with comparable axial air gap synchronous motors but without the expense of rare-earth permanent magnets.
Disc-shaped Axial flux motors are steadily making inroads into electric vehicle powertrains with Renault, Koenigsegg and Bugatti all looking to incorporate them into future models.
Evans Electric were also rumoured to have been hired by an OEM to help develop the architecture of a series hybrid powertrain based on in-board AFIMs with all-wheel-drive torque vectoring powered by a supercapacitor / li-ion battery energy storage system.
No news on which OEMs head these projects but they are believed to be EU headquartered.
Carbon Fiber to Go Mainstream in Automobile by 2025
.jpg)
Driven by a faster-than-expected pace of technology development, carbon-fiber reinforced plastics (CFRPs) will be poised to gain widespread adoption for automotive lightweighting by 2025, according to Lux Research.
Already advances underway in fiber, resin and composite part production will lead to a $6 billion market for automotive CFRPs in 2020, more than double Lux's earlier projection. Even this figure is dwarfed by the full potential for CFRPs in automotive if they can become affordable enough for use in mainstream vehicles.
“Current trends strongly indicate significant mainstream automotive adoption of CFRPs in the mid-2020s, and companies throughout the value chain must position themselves to take advantage of the coming shifts. However, long-term megatrends towards urbanization, connectivity and automation suggest that there could be a limited time window beyond that for penetrating the automotive space,” said Anthony Vicari, Lux Research Associate and the lead author of the report titled, “Scaling Up Carbon Fiber: Roadmap to Automotive Adoption.”
“CFRP developers will have to continue the pace of innovation to overcome the high cost that has so far limited the material to less price-sensitive markets like aerospace and sporting goods,” he added.
Lux Research analysts reviewed the technology development in CFRPs, and evaluated its economics to consider its impact on the automotive sector. Among their findings:
Source: Lux Research
Toyota to Trial New SiC Power Semiconductor Technology [VIDEO]
Using a "Camry" hybrid prototype and a fuel cell bus, Toyota Motor Corporation will bring a brand new technology to the streets of Japan for testing this year. The tests will evaluate the performance of silicon carbide (SiC) power semiconductors, which could lead to significant efficiency improvements in hybrids and other vehicles with electric powertrains.
Technology
Power semiconductors are found in power control units (PCUs), which are used to control motor drive power in hybrids and other vehicles with electric powertrains. PCUs play a crucial role in the use of electricity, supplying battery power to the motors during operation and recharging the battery using energy recovered during deceleration.
At present, power semiconductors account for approximately 20 percent of a vehicle's total electrical losses, meaning that raising the efficiency of the power semiconductors is a promising way to increase powertrain efficiency.
By comparison with existing silicon power semiconductors, the newly developed high quality silicon carbide (SiC) power semiconductors create less resistance when electricity flows through them. The technologies behind these SiC power semiconductors were developed jointly by Toyota, Denso Corporation, and Toyota Central R&D Labs., Inc. as part of the results of a broader R&D project* in Japan.
Test vehicles and period
In the Camry hybrid prototype, Toyota is installing SiC power semiconductors (transistors and diodes) in the PCU's internal voltage step-up converter and the inverter that controls the motor. Data gathered will include PCU voltage and current as well as driving speeds, driving patterns, and conditions such as outside temperature. By comparing this information with data from silicon semiconductors currently in use, Toyota will assess the improvement to efficiency achieved by the new SiC power semiconductors. Road testing of the Camry prototype will begin (primarily in Toyota City) in early February 2015, and will continue for about one year.
Similarly, on January 9, 2015, Toyota began collecting operating data from a fuel cell bus currently in regular commercial operation in Toyota City. The bus features SiC diodes in the fuel cell voltage step-up converter, which is used to control the voltage of electricity from the fuel cell stack.
Data from testing will be reflected in development, with the goal of putting the new SiC power semiconductors into practical use as soon as possible.
Carnegie Mellon Researchers Increase Lithium Air Battery Energy Capacity 5x
Carnegie Mellon University's Venkat Viswanathan and a team of researchers have reduced the problem of sudden death in lithium air batteries through the addition of water, increasing energy storage capacity by five times.
"We could not get all the energy out of these batteries because of sudden death," says Viswanathan, an assistant professor of Mechanical Engineering. "That was the ugly aspect of this battery."
Lithium air batteries are an exciting research frontier because they could store at least twice as much energy as lithium ion batteries, which are currently the most common battery used in many consumer products, ranging from cell phones and laptops to electric vehicles. The potential of lithium air batteries lies in replacing one of the battery materials, the cathode, with air, making lithium air batteries lighter than lithium ion batteries. The lighter the battery, the more energy it can store. In addition, lithium air batteries have the possibility to increase safety.
Viswanathan, IBM researchers Nagaphani B. Aetukuri, Jeannette M. García, and Leslie E. Krupp, University of California, Berkley Assistant Professor Bryan D. McCloskey and Alan C. Luntz of the SLAC National Accelerator Laboratory discovered that adding water to the battery decreases a phenomenon called sudden death, which reduces the battery's storage capacity. They published their results in Nature Chemistry.
Sudden death causes lithium air batteries to die prematurely. The batteries require lithium, oxygen and an electron to move inside the battery to reach the active site where the reaction produces energy. As the battery operates, however, the lithium and oxygen form lithium peroxide films that produces a barrier and prevents electron movement to the active site, resulting in sudden death.
Water selectively dissolves the lithium peroxide, and the dissolved lithium and oxygen move to a toroidal depository in the cathode, removing the barrier to electron movement, before reforming into lithium peroxide.
"This allows for five times the capacity of the original case," says Aetukuri.
While water is a temporary solution, it is eventually consumed and results in parasitic products that reduce battery efficiency. Viswanathan and McCloskey are currently searching for an additive other than water, which will result in increased battery capacity and efficiency. However, the addition of water is a large step forward in lithium air battery technology.
"This additive opens up the opportunity to be able to reach a much higher energy density than a lithium ion battery, and once we perfect the design, we can compete with lithium ion batteries," says Viswanathan.
To read the full Nature Chemistry paper, visit: http://www.nature.com/nchem/journal/vaop/ncurrent/full/nchem.2132.html
TU München develop torque vectoring transmission for electric vehicles
A limiting factor for the driving range of electric vehicles is the amount of energy supplied by the batteries. To recoup as much braking energy as possible, engineers at the Gear Research Center (FZG) at the TU München have developed a light-weight torque vectoring transmission for electric vehicles.
“While drive torque is normally distributed 50/50 to the wheels of the drive axle, our torque vectoring system doses the torque between the wheels as required,” explains engineer Philipp Gwinner from FZG. “This also ensures particularly good drive dynamics.” When a vehicle accelerates in a curve, greater torque is applied to the outside wheel. The car steers itself into the curve. The result: greater agility and, at the same time, safer road handling.
Recovering braking energy in curves
Even more important to the researchers, however, is the efficient recovery of braking energy. Normally, brakes convert kinetic energy into heat. So-called recuperation systems can prevent this. They work along the principle of a bicycle dynamo, which converts energy tapped from the wheel into electrical energy. In the case of electric vehicles this energy can be used to recharge the batteries, thereby extending the driving range.
Unfortunately, in curves the recuperation of braking energy is limited since the inside wheel bears significantly less load than the outside wheel. The torque vectoring function adjusts the recuperation torque for both wheels individually. This increases vehicle stability while at the same time allowing more energy to be recovered.
Less weight, lower cost
Torque vectoring transmissions are used today in select top model cars and sports cars with combustion engines. Due to their high cost and additional weight torque vectoring transmissions have not found application in electric vehicles. The aim of the researchers was, thus, to optimize the transmission for small vehicles with electric drives.
Instead of the standard bevel gears used in differential transmissions, the engineers developed a spur gear differential in which additional torque can be applied from outside via a superimposed planetary gearbox. Using a small (in comparison to the drive motor) electric torque vectoring machine they can generate a large yaw moment at any speed to achieve the desired road handling dynamics.
The housing of the first prototypes are made of aluminum. To save even more weight, the aluminum housing will be replaced by a composite case made of aluminum and a fiber-reinforced synthetic. To reduce the forces acting on the housing without increasing gear noise, which is critical in electrical vehicles, the researchers have developed a special gearing free of axial forces. This and further construction element optimizations led to a reduction in gearbox weight of more than ten percent.
“The elegant thing about the torque vectoring transmission we have developed is that it not only has a higher recuperation level, and, with that, an increased driving range,” says Professor Karsten Stahl, Director of the FZG, “the transmission also improves road handling dynamics, driving pleasure and safety. The continuously improving optimization measures leave us optimistic that in the near future both the weight and cost will be able to compete with today’s standard differential transmissions.”
Participants in the Visio.M consortium are, in addition to the automotive companies BMW AG (lead manager) and Daimler AG, the Technische Universitaet Muenchen as a scientific partner, and Autoliv BV & Co. KG, the Federal Highway Research Institute (BAST), Continental Automotive GmbH, Finepower GmbH, Hyve AG, IAV GmbH, InnoZ GmbH, Intermap Technologies GmbH, LION Smart GmbH, Amtek Tekfor Holding GmbH, Siemens AG, Texas Instruments Germany GmbH and TÜV SÜD AG as industrial partners. The project is funded under the priority program "Key Technologies for Electric Mobility - STROM" of the Federal Ministry for Education and Research (BMBF) for a term of 2.5 years with a total budget of 10.8 million euro.
Ultra-Fast Charging battery can reach 70% in only 2 minutes
Scientists at Nanyang Technology University (NTU) have developed ultra-fast charging batteries that can be recharged up to 70 per cent in only two minutes.
The new generation batteries also have a long lifespan of over 20 years, more than 10 times compared to existing lithium-ion batteries.
This breakthrough has a wide-ranging impact on all industries, especially for electric vehicles, where consumers are put off by the long recharge times and its limited battery life.
With this new technology by NTU, drivers of electric vehicles could save tens of thousands on battery replacement costs and can recharge their cars in just a matter of minutes.
Commonly used in mobile phones, tablets, and in electric vehicles, rechargeable lithium-ion batteries usually last about 500 recharge cycles. This is equivalent to two to three years of typical use, with each cycle taking about two hours for the battery to be fully charged.
In the new NTU-developed battery, the traditional graphite used for the anode (negative pole) in lithium-ion batteries is replaced with a new gel material made from titanium dioxide.
Titanium dioxide is an abundant, cheap and safe material found in soil. It is commonly used as a food additive or in sunscreen lotions to absorb harmful ultraviolet rays.
Naturally found in spherical shape, the NTU team has found a way to transform the titanium dioxide into tiny nanotubes, which is a thousand times thinner than the diameter of a human hair. This speeds up the chemical reactions taking place in the new battery, allowing for superfast charging.
Invented by Associate Professor Chen Xiaodong from NTU’s School of Materials Science and Engineering, the science behind the formation of the new titanium dioxide gel was published in the latest issue of Advanced Materials, a leading international scientific journal in materials science.
Prof Chen and his team will be applying for a Proof-of-Concept grant to build a large-scale battery prototype. With the help of NTUitive, a wholly-owned subsidiary of NTU set up to support NTU start-ups, the patented technology has already attracted interest from the industry.
The technology is currently being licensed by a company for eventual production. Prof Chen expects that the new generation of fast-charging batteries will hit the market in the next two years. It also has the potential to be a key solution in overcoming longstanding power issues related to electro-mobility.
“Electric cars will be able to increase their range dramatically, with just five minutes of charging, which is on par with the time needed to pump petrol for current cars,” added Prof Chen.
“Equally important, we can now drastically cut down the toxic waste generated by disposed batteries, since our batteries last ten times longer than the current generation of lithium-ion batteries.”
The 10,000-cycle life of the new battery also mean that drivers of electric vehicles would save on the cost of battery replacements, which could cost over US$5,000 each.
Easy to manufacture
According to Frost & Sullivan, a leading growth-consulting firm, the global market of rechargeable lithium-ion batteries is projected to be worth US$23.4 billion in 2016.
Lithium-ion batteries usually use additives to bind the electrodes to the anode, which affects the speed in which electrons and ions can transfer in and out of the batteries.
However, Prof Chen’s new cross-linked titanium dioxide nanotube-based electrodes eliminates the need for these additives and can pack more energy into the same amount of space.
Manufacturing this new nanotube gel is very easy. Titanium dioxide and sodium hydroxide are mixed together and stirred under a certain temperature so battery manufacturers will find it easy to integrate the new gel into their current production processes.
Recognised as the next big thing by co-inventor of today’s lithium-ion batteries
NTU professor Rachid Yazami, the co-inventor of the lithium-graphite anode 30 years ago that is used in today’s lithium-ion batteries, said Prof Chen’s invention is the next big leap in battery technology.
“While the cost of lithium-ion batteries has been significantly reduced and its performance improved since Sony commercialised it in 1991, the market is fast expanding towards new applications in electric mobility and energy storage,” said Prof Yazami, who is not involved in Prof Chen’s research project.
Last year, Prof Yazami was awarded the prestigious Draper Prize by The National Academy of Engineering for his ground-breaking work in developing the lithium-ion battery with three other scientists.
“However, there is still room for improvement and one such key area is the power density – how much power can be stored in a certain amount of space – which directly relates to the fast charge ability. Ideally, the charge time for batteries in electric vehicles should be less than 15 minutes, which Prof Chen’s nanostructured anode has proven to do so.”
Prof Yazami is now developing new types of batteries for electric vehicle applications at the Energy Research Institute at NTU (ERI@N).
This battery research project took the team of four scientists three years to complete. It is funded by the National Research Foundation (NRF), Prime Minister's Office, Singapore, under its Campus for Research Excellence and Technological Enterprise (CREATE) Programme of Nanomaterials for Energy and Water Management.
