Tag Archives: plug-in ev

Dodge EV

Awesome Video of Dodge EV smoking a Challenger

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In this video from the Los Angeles Times you see the superior acceleration that comes from an electric motor. While the Challenger sports a 425 hp HEMI engine; the Dodge EV, as well as every electric car, has full torque over the entire RPM range. I always love seeing these drag races between electric drivetrain cars and internal combustion engine vehicles. While the weight of the battery back hinders EVs, you have to realize how much an electric car doesn’t need: exhaust system, intake, engine cooling system, oil, gas tank, a big heavy engine, and a complicated transmission. And an electric drivetrain uses just 12 moving parts, and efficiency at the wheels is roughly 90%. Gas engines have hundreds of moving parts that have to endure extreme heat and friction, leaving the efficiency at a measly 20%. With all the advances in electronics over the past 20 years, electric vehicles have limitless potential, while combustion vehicles have pretty much reached their peak. This drag race is a good demonstration of that fact.

The Dodge EV is part of Chrysler’s ENVI program that is currently developing three electric vehicles.

Tesla Roadster

What is the Tesla Roadster 1.5, exactly?

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The second generation of Tesla Roadster will look exactly the same, but sport a new “Powertrain 1.5”.  This powertrain is an improved motor, inverter and gearbox designed to replace their previous two-speed transmission that had many durability, efficiency and cost challenges.  The faulty 2-speed transmission effectively forced Tesla to sell its Roadster locked into second gear, dramatically hampering acceleration. The one speed transmission “improves motor torque by a bit more than 30% beyond what was already great and the ¼ mile time for the car is now in the 12.9 second range. The top speed of the vehicle remains over 120 mph,” according to Tesla CTO JB Straubel.

According to Tesla’s site, Powertrain 1.5 makes the following improvements:

  • An improved inverter (PEM) to deliver higher motor current
  • An improved motor to handle higher current and torque
  • A new single-speed gearbox
  • A new motor to gearbox coupler and an improved motor cable
  • Upgraded vehicle firmware
  • NO changes to the battery pack

Tesla Roadster Inside

PEM-green, Battery-blue, Electric Motor-under the PEM

The Power Electronics Module (PEM) basically acts as an amplifier and guide that converts and regulates the power from the battery to the motor. When you put the pedal to the floor you tell the PEM to give the motor some juice. By using newer IGBTs (Insulated Gate Bipolar Transistors) that convert and regulate power from the battery, they have been able to boost the PEM output current by about 33% from 640A rms to 850A rms with the same number of IGBTs.  Fancy talk for using recent advances in electronic technology to make a more efficient PEM and a more powerful Roadster.

The motor has been improved by changing the casting in order to link with the new transmission. The motor terminal lugs have been changed, as well as the cable from the motor to the PEM to improve efficiency and reduce temperature rise.

The heart of the Powertrain 1.5 improvement is in the gearbox. CTO JB Straubel explains it best in his blog:

The new gearbox is the most significant change from powertrain 1.0 to 1.5. We have significantly reduced the complexity of this gearbox by getting rid of the need for shifting or speed matching between two gear sets. There is only one set of gears that is always engaged with a ratio of (8.2752:1). There are no clutches and we have also done away with the need for an electric oil pump and instead integrated a very efficient gear-driven oil pump into the gearbox. All of these simplifications have saved a great deal of mass and the new gearbox is approximately 45kg instead of 53kg for the old two-speed design.

This mass savings is even more impressive when you consider that we have designed this transmission to have a long life at a much higher input torque (400 Nm) and higher speed (14,000 rpm).

The engineering design of this new gearbox has been finished for over a month and we are now running prototypes through their paces on dynamometers. We built two initial gearboxes with machined aluminum housings so we could gain some early test results before finalizing the cast housing tooling and machining fixtures.

One of the most exciting features of this new gearbox (from an EV perspective) that we have been able to validate on the first prototypes is that it has extremely low spinning drag (less than 0.1 Nm of dry drag torque.) This is less than any other gearbox we have tested with the only possible exception being the EV1 gearbox. This low drag contributes to the 1.5 powertrain having a slightly improved range figure.

The two pictures below show some of the gears and shafts. On the left is the input shaft assembly…spinning up to 14,000 rpm bearing selection is very important. The spline on the right connects to the motor coupling. The picture on the right is the intermediate shaft assembly. Notice the transmission locking “gear” in the center that engages with a stationary pawl when the car is parked.

All these changes will dramatically improve performance without effecting the range or power draw from the battery.  Tesla has learned a lot from its inaugural launch, hopefully with this more efficient powertrain they will ramp up production.

Sources: [MotorAuthority, Tesla Motors]

MINI E

MINI E to use AC Propulsion Drivetrain

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Autobloggreen.com had an interesting article today on another electric car that will be utilizing the AC Propulsion drivetrain that has been found in the likes of the GM EV1, Tzero, Telsa Roadster, eBox, and Venturi Fetish:

While we were discussing the upcoming premiere of the new MINI E at the LA Auto Show, we mused that the retro-cute might be sporting a drivetrain courtesy of Tesla Motors. Now comes word via Paul Scott at the new website for the film, “Revenge of the Electric Car” that the MINI will get its gumption from the good folks at AC Propulsion. This may make the MINI spiritually related to the Tesla Roadster, as it was the ACP prototype, the tzero, that served as an inspiration of sorts for the creation of the now-iconic two-seater, but, as they will share no parts, the relationship is purely metaphysical. Indeed, the only current link between ACP and Tesla is the licensing of a “reductive charging” patent.

This revelation does tell us a little something about how the MINI E will be to drive. As those who have gripped the wheel of the ACP eBox know, the re-gen effect is quite strong on this system. While it’s great for getting extra range out of the battery pack, it may take a little getting used to for some drivers. The effect is not unlike the engine braking experienced with a manually shifted car and occurs as one relieves the go-pedal of downward pressure. Once adjusted to the re-gen, the experience of motoring in the MINI E should be excellent and we look forward to being able to confirm that. For the benefit of our readers, of course.

This is exciting news, as every car utilizing this technology has been a highway capable EV, with superior performance, and range. If you’re going to put your money on an fully electric vehicle, I suggest it be one with an AC Propulsion drivetrain, based on its past history.

Model S

“Rendered speculation” unveiled of Tesla Model S

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Last week, a roadandtrack.com article displayed a picture of this vehicle in its new and future cars section. People are having a tough time nailing down where this rendering came from and its legitimacy. Was it released by Tesla Motors? Or is it just somebody’s best estimate of what the car could look like? A couple months ago, I wrote about some rumors swirling that Tesla had possibly leaked information on the Model S design. I must say, the rendering does share some features with the Rapide: a large, low grill, long, narrow headlights, and four doors. But there are also some disparities: more angular, Asian design influence, and smaller back seats.

I don’t believe the final Tesla Model S will actually look like this rendering for a couple reasons. The Model S project was created to bring a luxury, four door sedan to the electric car market. The rendering shows that the back seats are not really sedan worthy, but more like those you find in two door sports cars like the Nissan 350Z and Audi TT. The photo has been stretched and altered by many websites so it is hard to estimate the length of the vehicle, but the Model S is meant to be a very long and large vehicle. The rendering looks a lot like a Mazda RX8, which is by no means a family sedan.

To add to the confusion, a picture in businessweek shows Chief designer von Holzhausen supposedly with a prototype of the Model S. What we see is the rear of a vehicle that looks like a full on hatchback, nothing like the rendering or the Aston Martin speculation, but more like a Toyota Prius. So it looks like everybody is back to the proverbial drawing board.

MINI E

BMW announces MINI E

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MINI E

BMW announced this last week that they will be revealing their purely electric, MINI E at the Los Angeles Auto show. Previously, they had planned a hybrid mini, but they seem to be jumping on the all-electric drivetrain bandwagon along with Chrysler, Chevy, Mitsubishi, and Nissan, to name a few. The MINI E comes with impressive performance specs:

MINI E SPECS:

150 miles range per 8-hour charge
Consumption 4.4 miles/kWh
204-hp & 162 lb-ft of torque
0-60 bit over 8 seconds
Top speed electronically limited to 95mph
572-pound lithium ion battery
3,200 pounds total weight
Regenerative braking

More details:
Lithium pack maximum capacity 35kWh.
Nominal 380 Volts to motor.
Contains 5,088 cells grouped into 48 modules.

The MINI E will be available to test customers in New York, New Jersey and California by early 2009. BMW plans to lease 500 cars to customers for one year with an extension option. The monthly payments cover all maintenance and other technical service. At the end of the lease, all the cars will be returned to BMW’s engineering fleet for testing and evaluation. Hopefully they do not meet the same fate as the GM EV1.

All of the pilot cars are painted metallic dark silver, with a pure silver roof. In addition, the cars all sport a serial number on their front fenders, as well as a stylized yellow logo on the roof, the charger port lid and other locations.

If you would like to sign up for the test lease, you can head over to MINIspace.com, where you can be “considered”. Undoubtedly, it will be a lottery as to who is lucky enough to get one. Price and payment options have not been revealed yet. For more info, see the press release below.

Press release

A NEW EXPERIENCE – DRIVING PLEASURE WITHOUT EMISSIONS: THE MINI E
10/18/2008

Woodcliff Lake, NJ – October 18, 2008… The BMW Group will be the world’s first manufacturer of premium automobiles to deploy a fleet of some 500 all-electric vehicles for private use in daily traffic. The MINI E will be powered by a 150 kW (204 hp) electric motor fed by a high-performance rechargeable lithium-ion battery, transferring its power to the front wheels via a single-stage helical gearbox nearly without a sound and entirely free of emissions. Specially engineered for automobile use, the battery technology will have a range of more than 240 kilometers, or 150 miles. The MINI E will initially be made available to select private and corporate customers as part of a pilot project in the US states of California, New York and New Jersey. The possibility of offering the MINI E in Europe as well is currently being considered. The MINI E will give its world premiere at the Los Angeles Auto Show on November 19 and 20, 2008.
The MINI E’s electric drive train produces a peak torque of 220 Newton meters, delivering seamless acceleration to 100 km/h (62 mph) in 8.5 seconds. Top speed is electronically limited to 152 km/h (95 mph). Featuring a suspension system tuned to match its weight distribution, the MINI E sports the brand’s hallmark agility and outstanding handling.

By introducing the MINI E, the BMW Group is underscoring the resolve with which it works towards reducing energy consumption and emissions in road traffic. The BMW Group is drawing on its unique technological expertise in the field of drive systems to develop a vehicle concept enabling zero emissions without renouncing the joy of driving. Putting some 500 cars on the road under real daily traffic conditions will make it possible to gain widely applicable hands-on experience. Evaluating these findings will generate valuable know-how, which will be factored into the engineering of mass-produced vehicles.

The BMW Group aims to start series production of all-electric vehicles over the medium term as part of its Number ONE strategy. The development of innovative concepts for mobility in big-city conurbations within the scope of “project i” has a similar thrust, as its objective also includes making use of an all-electric power train.

The energy storage unit: cutting-edge lithium-ion technology engineered specifically for use in the MINI.

Based on the current MINI, the car will initially be available as a two-seater. The space taken up by back-seat passengers in the series model has been reserved for the lithium-ion battery. When in use in the zero-emissions MINI, the battery unit combines high output with ample storage capacity and a small footprint with power ratios that are unrivalled in this field of application so far. The lithium-ion storage unit will have a maximum capacity of 35 kilowatt hours (kWh) and transmit energy to the electric motor as direct current at a nominal 380 volts. The rechargeable battery is made up of 5,088 cells grouped into 48 modules. These modules are packaged into three battery elements that are compactly arranged inside the MINI E.

The energy storage unit’s basic components are based on the technological principle that has proven itself in practice in power supplies for mobile phones and portable computers. The MINI E’s lithium-ion battery can be plugged into all standard power outlets. Its charge time is strongly dependent on the voltage and amperage of the electricity flowing through the grid. In the USA, users can recharge a battery that has been completely drained within a very short period of time using a wallbox that will ship with every MINI E. The wallbox will be installed in the customer’s garage, enable higher amperage, and thus provide for extremely short charging times. Wallboxes fully recharge batteries after a mere two-and-a-half hours.

Driven by electricity: reliably, affordably and free of emissions.

A full recharge draws a maximum of 28 kilowatt hours of electricity from the grid. Based on the car’s range, a kilowatt hour translates into 5.4 miles. Besides the benefit of zero-emissions driving, the MINI E thus offers significant economic advantages over a vehicle powered by a conventional internal combustion engine as well.

The heavy-duty battery delivers its power to an electric motor, which transforms it into thrilling agility. Mounted transversely under the MINI E’s bonnet, the drive train unleashes its full thrust from a dead standstill. This provides for the car’s fascinating launch capability. The MINI E’s intense driving experience is augmented by its dynamic deceleration potential, which is also directly coupled to the accelerator pedal. As soon as the driver releases the gas pedal, the electric motor acts as a generator. This results in braking force, and the power recovered from the kinetic energy is fed back to the battery. This interaction ensures extremely comfortable drives – especially at medium speed with constant, but marginal, variation. In city traffic, some 75 percent of all deceleration can be done without the brakes. Making substantial use of this energy recuperation feature extends the car’s range by up to 20 percent.

Signature MINI agility in a new guise.

Weighing in at 1,465 kilograms (3.230 lbs), the MINI E has an even weight distribution. Minor modifications made to the suspension ensure safe handling at all times. The Dynamic Stability Control (DSC) system has been adapted to this model’s specific wheel loads.

The MINI E’s brake system comes with a newly developed electric underpressure pump. Its Electrical Power Assisted Steering (EPS) is the same as the one used in mass-produced MINIs. Both brake and steering assistance react to driving conditions and are thus extremely efficient. Even the air conditioning’s electrical compressor only operates if desired or necessary.

Design: unmistakably MINI, undoubtedly new.

At first glance, the MINI E is obviously an iteration of the brand. But its design, which is the blueprint for the zero-emissions two-seater, has been complemented by a number of visual cues that point to its revolutionary drive concept. All of the units produced for the pilot project will have the same paintwork and bear a serial number on their front fenders.

The MINI E’s coachwork sports an exclusive combination of metallic Dark Silver on all panels but the roof, which is clad in Pure Silver. What distinguishes the zero-emissions MINI is a specially designed logo in Interchange Yellow, depicting a stylized power plug in the shape of an “E” set against the silver backdrop. It has been applied to the roof, in smaller dimensions to the front and back, to the charger port lid, the dashboard trim, and – combined with the MINI logo – to the door jamb, in slightly modified form. The color of the roof edges, mirror housings, interior style cues and seat seams will match the logo’s yellow tone as well.

Moreover, the central gauge and the battery level indicator behind the wheel of the MINI E, which replaces the MINI’s rev counter, feature yellow lettering against a dark grey background. The battery level is displayed in percentage figures. The central gauge includes an LED display indicating power consumption in red and power recuperation in green.

MINI E customers will be part of a pioneering mission.

A 500-unit, limited-production MINI E series will be manufactured through the end of 2008. The project will thus attain an order of magnitude that clearly exceeds the size of currently comparable test series. Putting the MINI E on the road on a daily basis will be a pioneering feat to which both the drivers and engineers of the first zero-emissions MINI will contribute as a team.

MINI E customers will join forces with BMW Group experts to assist in the project’s scientific evaluation. MINI E engineers accord high importance to staying in touch with the drivers on a regular basis, as this will help them analyze driver behavior besides vehicle characteristics in order to gain the most accurate and realistic picture of the demands placed on a vehicle with a purely electrical drive in the select usage areas.

Special charging station and full service for every MINI E.

The cars will change hands based on a one-year lease with an extension option. Monthly lease installments will cover any required technical service including all necessary maintenance and the replacement of wearing parts. At the end of the lease, all of the automobiles belonging to the project will be returned to the BMW Group’s engineering fleet where they will be subjected to comparative tests.

The MINI E’s lithium-ion battery can be charged using a wallbox provided to MINI customers. Only lockable garages or similar buildings will qualify as homebases and power stations for the MINI E.

Maintenance by qualified specialists.

The electric drive’s high-voltage technology requires that maintenance work be done by qualified personnel using special tools that are not included in MINI service partners’ standard toolboxes. In light of this, a service base will be set up on both coasts, staffed by service engineers that are specially trained to perform maintenance and repair work on the MINI E’s electrical components. In the event of drive malfunction, these experts will provide professional support at the customer’s local MINI dealer or the service base’s specially equipped workshop. Technical inspections will take place after 3,000 miles (just under 5,000 kilometers) and at least after six months.

Production in Oxford and Munich.

The MINI E has already gone through the major phases of product development for mass-produced vehicles and passed numerous crash tests on the way. Aspects investigated besides passenger protection were the impact of collision forces on the lithium-ion battery and finding a non-hazardous location for it in the car. The MINI E’s energy storage unit emerged completely unscathed from all of the crash tests mandated by US standards, which are especially high.

Production of the approximately 500 cars will take place at the company’s Oxford and Munich sites and is scheduled for completion before the end of 2008. MINI’s UK plant will be responsible for manufacturing the entire vehicle with the exception of the drive components and the lithium-ion battery, with the brand’s series models rolling off its assembly lines concurrently. The units will then be transferred to a specially equipped manufacturing complex situated on BMW plant premises where the electric motor, battery units, performance electronics and transmission will be integrated.

-Other EVs-

On the eBox

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eBox

The eBox has been around a while, but I haven’t written an article on it yet. Mainly because the eBox is not necessarily a complete car, but an AC Propulsion electric drivetrain that is installed in a Scion xB. AC Propulsion is responsible for drivetrain technology used in the GM EV1, Tesla Roadster, Venturi Fetish, and the West Philly Hybrid X Team’s Attack, to name a just a few. Visit the AC Propulsion site for a complete list of cars utilizing their product now.

The eBox continues the AC Propulsion legacy of superior electric drivetrain technology as the only car you can actually buy from AC Propulsion itself. With a 0-60 of 7 seconds, a top speed of 90 mph, and an ev range of 120-150 miles, the eBox is one of the most advanced electric cars on the market. All of this is installed in a Scion xB that you have to buy beforehand, and give to AC Propulsion for the conversion. So the Scion will set you back $15,000 and the conversion is a pretty steep, $60,000. Undoubtedly, if AC Propulsion made this a larger operation, the price of the conversion would go down.  This is the car that Tom Hanks so proudly touted a year ago:

The Scion xB body is anything but aerodynamic. Its funny to see so many electric car makers sacrifice appearance for a lower drag coefficient. The drivetrain of the eBox has so much power, it compensates, but at a price.

It is unfortunate larger auto companies don’t put money into EV projects like this one. The GM EV1 (Who Killed the Electric Car?) is a close drivetrain relative to the eBox and was discontinued in 1999. Unfortunately, we really haven’t seen any mass produced ev’s close to the standard set by the EV1 and Toyota Rav-4 EV of the 1990’s. The eBox is the closest thing we have on the roads today.