Browse Topic: Electric motors
A bench was developed with the aim of making it possible to test direct injection fuel system of low-displacement engines (up to 2,000cc) outside of a conventional test bench. It has adjustable supports that make it possible to install various engines of different manufacturers. In addition, the bench has features an electric motor, an external oil pumping system and a programmable ECU. These accessory systems were necessary because the engine for which the bench was initially designed has undergone various adaptations that required external systems such as those mentioned above. The project was designed to provide great ease, agility and low manufacturing costs, so the entire bench chassis was manufactured using just one standardized steel profile that is easily found on the market. Still about manufacturing, the concept of the prototype was also developed around the need for it to be compact and easy to transport so that the tests could be carried out in different environments in an
As we move towards sustainable transportation, it is essential to look for alternative powertrain technologies that might reduce emissions and depend less on fossil fuels. This paper offers a thorough analysis and comparison of several viable solutions along with their benefits, cost and conclusion for hydrogen fuel cells, solar cells, electric hybrid systems, compressed natural gas (CNG) and CNG hybrid systems alongside the latest proposal of using nuclear batteries. Hydrogen cars have zero emissions from their exhaust and can be refueled quickly, however there are some drawbacks like hydrogen production, storage, and infrastructure. The efficiency, affordability, and scalability of various hydrogen production techniques, fuel cell stack designs and storage technologies (compressed gas, liquid, and metal hydrides) are evaluated in this paper. Solar FCEVs on the other hand, are designed to utilize solar energy like Solar EVs but are very different in their operation and fundamentals
ABSTRACT To realize the full potential of simulation-based evaluation and validation of autonomous ground vehicle systems, the next generation of modeling and simulation (M&S) solutions must provide real-time closed-loop environments that feature the latest physics-based modeling approaches and simulation solvers. Real-time capabilities enable seamless integration of human-in/on-the-loop training and hardware-in-the-loop evaluation and validation studies. Using an open modular architecture to close the loop between the physics-based solvers and autonomy stack components allows for full simulation of unmanned ground vehicles (UGVs) for comprehensive development, training, and testing of artificial intelligence vehicle-based agents and their human team members. This paper presents an introduction to a Proof of Concept for such a UGV M&S solution for severe terrain environments with a discussion of simulation results and future research directions. This conceptual approach features: 1
ABSTRACT This paper describes next generation modeling tools to solve a basic problem of concept analysis, which is the lack of component models that realistically estimate the performance of technology that has yet to be fully reduced to specific products. Three important classes of electric power components essential to future Army vehicles are addressed: integrated electric machines, battery energy storage, and traction motor drives. Behavior models are delivered in a common software simulation “wrapper” with a limited number of user settings that allow the ratings of the component to be scaled to the performance required by the vehicle concept represented in a larger simulation. This approach captures expert knowledge about components so the systems engineer managing the concept analysis can create reliable simulations quickly
ABSTRACT Future Military ground vehicle power trains can benefit from a hybrid-electric drive approach, particularly in packaging flexibility where drive train components can be modular and conveniently distributed. Small component size and operation with high-temperature liquid coolant are essential factors in the flexible packaging concept. This paper describes the development of one component, a 220 kW traction motor drive for a hybrid-electric power train. Challenging requirements for the motor-drive include power densities of at least 25 kW/liter and 15 kW/kg at 105°C coolant temperature. To achieve these densities, power modules capable of high-temperature operation were developed using SiC normally-off JFETs. This paper will discuss the unique custom packaging of the SiC JFET devices, as well as the arrangement of key components/packaging and thermal management issues
WHY DO WE NEED SIMULATIONS? This paper is intended to provide a broad presentation of the simulation techniques focusing on transmission testing touching a bit on power train testing. Often, we do not have the engine or vehicle to run live proving ground tests on the transmission. By simulating the vehicle and engine, we reduce the overall development time of a new transmission design. For HEV transmissions, the battery may not be available. However, the customer may want to run durability tests on the HEV motor and/or the electronic control module for the HEV motor. What-if scenarios that were created using software simulators can be verified on the test stand using the real transmission. NVH applications may prefer to use an electric motor for engine simulation to reduce the engine noise level in the test cell so transmission noise is more easily discernable
ABSTRACT The paper presents the EMX Hybrid Electric Cross Drive transmission developed by Kinetics Drive Solutions to satisfy RCV as well as conventional tracked vehicle requirements. Key design characteristics are modularity to enable performance customization, scalability to suit various vehicle weight classes, and flexibility to adapt to latest advancements in electric motor/inverter technology and autonomous control. EMX1000 prototypes have been built and are currently undergoing testing on dyno as well as in vehicle. Future development includes refining the prototype design and scaling the design for a heavier weight class. Citation: Caldarella F., Johnson A., Wright G., Scheper R., “Development of a Modular and Scalable Hybrid Electric Cross Drive Transmission,” In Proceedings of the Ground Vehicle Systems Engineering and Technology Symposium (GVSETS), NDIA, Novi, MI, Aug. 16-18, 2022
Cooling strategies are evolving to meet the needs of tomorrow's improved EVs. At the heart of innovations that have powered EV range and performance improvements lies the pursuit of efficiency. Today's electric drivetrains convert over 85% of a battery's electrical energy into mechanical energy. By comparison, internal combustion engines (ICEs) convert less than 40% of their fuel's chemical energy into mechanical energy. As a result of this greater efficiency, we have seen major gains in electric motor performance, with today's motors operating at up to 25,000 rpm compared to the 15,000 rpm common ten years ago. So, what's driving this increase in efficiency? As with any complex system, there are several variables at play: optimized winding configurations, improvements in magnet layout and materials, and better integration between components. However, one of the major heroes of EV efficiency improvements has been thermal management technologies
During a recent Bosch tech showcase, we spoke with Joe Dear, engineering manager for electric propulsion systems at Linamar. The Guelph, Ontario-based parts manufacturer is no stranger to building unsung components for the auto industry, including gears, camshafts, connecting rods, and cylinder heads. The Linamar team was demonstrating a modified Ram 2500, a collaboration between Bosch and Linamar, that was outfitted with a prototype electric powertrain and new e-axles: a rigid axle on the rear (with a Bosch motor and inverter) and a steering axle up front
The paper characterizes and documents the performance evaluation of an electric motor and motor controller/inverter. An overall energy balance on the electric motor itself was performed that resulted in a maximum operating efficiency of 94%, while the combined motor and motor controller/inverter system resulted in an 80% efficiency at 2,500 RPM and 60 Nm operating conditions. The zero load power requirements were identified across a span of operating conditions and compared against manufacturer provided values. Vibrations in the system were shown to impact motor control, through the current draw values, that resulted in unstable operation regimes
Toyota, Mazda and Subaru announced a new technological effort to create new internal combustion engines and ways to use them in the electrification era, specifically for hybrid and plug-in hybrid vehicles. The companies said at a joint press conference in Japan that they would encourage increased use of petroleum alternatives like biofuels and eFuels in their effort to create carbon-neutral vehicles. A joint statement from the three OEMs claims this push for new and better ICEs comes with a focus on “carbon as the enemy” as they develop engines that can better work with electric motors, batteries, and other electric drive units. Toyota, Mazda and Subaru made clear they are not getting rid of EV-only vehicle plans. Here's how each company will approach the new ICE+EV era (quotes provided in English by on-site interpreters
Eaton and BAE Systems have collaborated to create an electric powertrain featuring BAE electronics and an Eaton four-speed transmission. One of the advantages that OEMs have long touted for battery-electric vehicles (BEVs) has been the elimination of components like the transmission. The instant torque that an electric motor can supply often mitigates the need for any sort of torque multiplication beyond what the chosen axle ratio can provide. However, what the industry has found is that this concept has its limitations in certain use cases. When asked to haul heavy loads over sustained grades or at freeway speeds, a direct drive BEV powertrain rapidly begins losing efficiency and range. Of course, batteries and motors can be scaled up to handle heavier loads, but these methods add both cost and weight to vehicles for which these numbers are already major concerns
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