Team APEV with Monster Sport shall once again challenge the 2013 Pikes Peak International Hill Climb (June 24 - 30) in Colorado Springs, USA.
The 2013 Monster Sport E-RUNNER Pikes Peak Special race car is an all-improved version based on last year's model. Improvements have focused primarily on reliability and the reduction of vehicle weight every single vehicle component has been reviewed and revised. resulting in a much lighter and durable package.
This year ‘Monster Tajima’ is gunning for the outright course record at Pikes Peak against his long time rival Rod Millen after one of the E-RUNNER's electric motors caught fire last year 12 miles into the course.
Plug-In Electric Vehicles Will Reach 3 Million in Annual Sales by 2020, Forecasts Navigant Research
While hybrid electric vehicles have largely been accepted as a part of the general automotive market in many regions, plug-in electric vehicles (PEVs) remain a new technology facing the challenges inherent in all new markets. Nevertheless, according to a new report from Navigant Research, the combination of rising fuel prices, falling PEV prices, and increasing availability of PEV models will drive rapid growth in this segment over the next several years. Worldwide sales of light duty PEVs, including both plug-in hybrid electric vehicles (PHEVs) and battery electric vehicles (BEVs), will reach 3 million units annually in 2020, representing 3 percent of the total light duty vehicle market, the study concludes.
“In its earliest days, the market for PEVs experienced both a great deal of hype and intense skepticism,” says Dave Hurst, principal research analyst with Navigant Research. “Neither scenario has proven true, as the PEV market continues to grow rapidly - about 150 percent between 2011 and 2012 - but remains a very small part of the overall global automotive market, with 0.2 percent market share in 2012.”
The limited availability of PEVs has been an inhibiting factor for growth in a number of large vehicle markets, including the United States, Germany, France, China, and other Asia Pacific countries. However, many of these limitations will be reduced over the next two years, according to the report, as new vehicles from Honda, Volkswagen, Hyundai, and others are launched in a broad range of countries.
Siemens AG, Diamond Aircraft and EADS are set to present the world's first aircraft with a serial hybrid electric drive system at the Paris Air Show Le Bourget 2011. The two-seater motor glider successfully completed its maiden flight on June 8 at the Wiener Neustadt airfield in Vienna, Austria. The aircraft was built by the three partners to test the hybrid electric drive concept. In the future, the technology, which is intended for later use also in large-scale aircraft, will cut fuel consumption and emissions by 25 percent, compared to today's most efficient aircraft drives.
Air traffic accounts for some 2.2 percent of CO2 emissions worldwide. For this reason, aircraft, too, must become more efficient. One possible solution – which Siemens and its partners Diamond Aircraft and EADS are testing in the DA36 E-Star motor glider – is to electrify the drive system.
"A serial hybrid electric drive can be scaled for a wide range of uses, making it highly suitable for aircraft as well," said Dr. Frank Anton, the initiator of electric aircraft development at Siemens. "The first thing we want to do is test the technology in small aircraft. In the long term, however, the drive system will also be used in large-scale aircraft. We want to cut fuel consumption and emissions by 25 percent, compared to today's most efficient technologies. This will make air travel more sustainable."
The motor glider, which is based on Diamond Aircraft's HK36 Super Dimona, is the only aircraft of its kind in the world. It is the first to use a so-called serial hybrid electric drive, which has been utilized to date only in cars, as an integrated drive train. The plane's propeller is powered by a 70kW electric motor from Siemens. Electricity is supplied by a small Wankel engine from Austro Engine with a generator that functions solely as a power source. A Siemens converter supplies the electric motor with power from the battery and the generator. Fuel consumption is very low since the combustion engine always runs with a constant low output of 30kW. A battery system from EADS provides the increased power required during takeoff and climb. The accumulator is recharged during the cruising phase. "The serial hybrid electric drive concept makes possible a quiet electric takeoff and a considerable reduction in fuel consumption and emission," said Christian Dries, the owner of Diamond Aircraft. "It also enables aircraft to cover the required long distances."
The electric motor glider successfully completed its first flight at the Wiener Neustadt airfield in Vienna, Austria on June 8, 2011. "On the long way to hybrid electric-powered commercial aircraft, the maiden flight of the DA36 E-Star is a small step and at the same time a historic milestone," said Dr. Jean Botti, Chief Technical Officer and member of the Executive Committee of EADS.
The next development step will be to further optimize the entire drive train. Siemens scientists are currently working on a new electric motor that is expected to be five times lighter than conventional drives. In two years, another aircraft is expected to be equipped with an ultra-light electric drive. Siemens' Drive Technologies Division has already used integrated drive trains in other applications like marine drives. The knowhow gained in these areas has now been applied in the aviation industry as well. Combined with the corresponding product portfolio, the components of the drive train can be optimally adjusted to one another.
The DA36 E-Star will be exhibited at the Paris Air Show Le Bourget in a flight demonstration every day from June 20 to June 26, 2011.
Will electric propulsion become an alternative for fossil fuel also in the aviation industry? EADS is evaluating different approaches and is demonstrating a number of initiatives in the field of electric and hybrid propulsion at the Paris Air Show 2013. These projects are part of the Group’s commitment to develop technologies that further reduce aircraft carbon dioxide emissions.
The Group has not only developed and built an electric general aviation training aircraft in cooperation with Aero Composites Saintonge (ACS), called E-Fan but EADS has also engineered together with Diamond Aircraft and Siemens an updated hybrid electric motor glider, the Diamond Aircraft DA36 E-Star 2. EADS has also cooperated with Rolls-Royce on a smarter future distributed propulsion system concept. These three projects are known as ‘E-aircraft’ projects.
The development of innovative propulsion system concepts for future air vehicle applications is part of EADS’ research to support the aviation industry’s environmental protection goals as spelled out in the ‘Flightpath 2050’ report by the European Commission. This roadmap sets the target of reducing aircraft CO2 emissions by 75%, along with reductions of Nitrogen Oxides (NOx) by 90% and noise levels by 65%, compared to standards in the year 2000. EADS Innovation Works (IW), the corporate research and technology network of EADS, is developing and continuing to explore innovations in the field of environmentally friendly propulsion, in order to provide technology bricks for the operating divisions.
E-Fan: electric aircraft in progress
Two years after the first electric aerobatic plane and the smallest manned aircraft in the world with four electric engines, the all-electric Cri-Cri, the teams at EADS IW and Royan-based ACS (Charente Maritime, France) have gone a step further with E-Fan, a fully electric general aviation training aircraft.
“The introduction of the E-Fan electric aircraft represents another strategic step forward in EADS’ aviation research. We are committed to exploring leading-edge technologies that will yield future benefits for our civil and defense products,” said Jean Botti, Chief Technical Officer (CTO), at EADS.
The two-seat E-Fan has undergone a very intensive development phase of only eight months. It features two electrical engines driving shrouded propellers. Total static engine thrust is about 1,5 kN, with the energy being provided by two battery packs located in the wings. The length of the aircraft is 6.7 meters with a wingspan of 9.5 meters. It is the first electric aircraft featuring ducted fans to reduce noise and increase safety. Another innovation is the main landing gear. It allows electrical taxiing on the ground without the main engines and in addition provides acceleration during take-off up to a speed of 60 km/h. To guarantee a simple handling of the electrically powered engines and systems, the E-Fan is equipped with an E-FADEC energy management system.
“We believe that the E-Fan demonstrator is an ideal platform that could be eventually matured, certified to and marketed as an aircraft for pilot training,” explained Botti. EADS IW is developing the electrical and propulsion system together with partners like ACS, which is building the all-composite structure, the mechanical systems and conducted the aerodynamic studies. The French innovation institutes CRITT Matériaux Poitou-Charentes (CRITT MPC) and ISAE-ENSMA, as well as the company C3 Technologies have been responsible for the construction and production of the wings. The engagement of these companies is also an investment in French infrastructure, jobs and know-how. Furthermore, electrical engineering experts from Astrium and Eurocopter helped out with their expertise in testing the battery packs while the livery was designed by Airbus. The E-Fan project is co-funded by the Direction Générale de l’Aviation Civile (DGAC, the French civil aviation authority), the European Regional Development Fund (FEDER), the French Government (Fonds FRED), the Région Aquitaine and the Département Charente-Maritime of France.
World’s first serial hybrid electric aircraft, Diamond Aircraft DA36 E-Star 2, developed further
In addition to the development of the E-Fan, EADS is also demonstrating hybrid propulsion systems. One of them is in the Diamond Aircraft DA36 E-Star 2 motor glider first introduced at the Paris Air Show 2011. The two-seater has been updated with a lighter and more compact electric motor from Siemens, resulting in an overall weight reduction of 100kg. Electricity is supplied by a small Wankel engine from Austro Engine with a generator that functions solely as a power source. EADS IW prepared the battery packs, which are installed in the wings.
Propulsion gets smarter
Since 2012, EADS IW has been working together with Rolls-Royce within the Distributed Electrical Aerospace Propulsion (DEAP) project, which is co-funded by the UK’s Technology Strategy Board. The project researches key innovative technologies that will improve fuel economy and reduce exhaust gas and noise emissions by having a distributed propulsion system architecture. In this architecture, six electricallypowered fans are distributed in clusters of three along the wing span and housed with a common intake duct. An advanced gas power unit provides the electrical power for the fans and for the re-charging of the energy storage.
“The idea of distributed propulsion offers the possibility to better optimize individual components such as the gas power unit, which produces only electrical power, and the electrically driven fans, which produce thrust. This optimises the overall propulsion system integration,” explained Sébastien Remy, Head of EADS Innovation Works. “The knock-on effect we expect thanks to the improved integration of such a concept is to reduce the overall weight and the overall drag of the aircraft,” he said. During the Paris Air Show, EADS IW exhibits can be viewed at the EADS Pavilion at the end of chalet row A. CTO Jean Botti will conduct a Media Tour to explain the exhibits and technologies on Tuesday, 18 June at 13:30.
The TMG EV P002 race car is ready to defend its electric record at the Pikes Peak International Hill Climb (30 June) after concluding a successful upgrade and testing programme.
A two-day testing session at Pikes Peak was completed smoothly at the weekend, delivering encouraging results to the team from TOYOTA Motorsport GmbH (TMG) and TOYOTA Racing Development USA (TRD USA).
The test session saw the TMG EV P002 run on half of the track each day, with combined times indicating a time significantly quicker than last year’s record.
Multiple Pikes Peak record-setter Rod Millen was at the wheel as fine-tuning was carried out on the balance, braking, traction control and cooling, while tyre choice was also evaluated.
Based on data gained from last year’s record run of 10mins 15.380secs, engineers at TMG’s electric vehicle technology centre in Cologne, Germany have made enhancements to the electric powertrain.
Motor speed and torque have been increased while the powertrain’s operating parameters have been tuned to better suit the challenge of the unique 19.99km (12.42miles) Pikes Peak track. It now delivers 400kW of power and 1200Nm of torque.
Since arriving in the United States last month, engineers at TRD USA have performed aerodynamic and other upgrades to the chassis.
With a three-fold increase in downforce and new carbon ceramic braking system, combined with the electric powertrain upgrades, the TMG EV P002 is now ready to take on the challenge of an increasingly-competitive electric class.
TMG is using its pioneering off-board battery-to-battery charging technology, including Schneider Electric EVlink™ DC Charger, to charge the TMG EV P002 from the mountainside, where there is no reliable connection to the power grid.
Mounted in a TOYOTA Hiace, the TMG DC Quick Charger includes a 42kWh lithium ion battery, which charges directly from the AC power grid. After an overnight charge, it quickly delivers high levels of power to the TMG EV P002 without additional installation or infrastructure.
With varying current and voltage output, the TMG DC Quick Charger is an independent source of power for rapid recharging in any location and it is being used to charge the TMG EV P002 throughout the Pikes Peak event.
TMG EV P002 Technical Specifications
Performance
Top Speed
230 km/h (142mph)
Maximum Torque
1200Nm
Maximum Power
400kW
Maximum Revs
6000rpm
Powertrain
Electric Motor
2 axial flux
Inverter
2 x TMG inverters
Gear Ratio
3.13
Transmission
Single-reduction gearing
Battery
Lithium ceramic
Battery Capacity
42 kWh
Charging Technology
Off-board DC charging
Dimensions
Length
4.10m (13 foot 5 inches)
Height
1.04m (3 foot 5 inches)
Width
1.79m (5 foot 10 inches)
TMG DC Quick Charger Specifications
AC Grid Connection / Input
Grid Connection
400 V AC CEE 16 A
Nominal input power
6.6kW
DC Vehicle Connection
Output voltage
400 VDC
Maximum DC output power
25kW
Storage
Battery
42 kWh, lithium ion
General
Technology partner
Schneider Electric (EVlink™)
Operating temperature
0 to 40°C
Storage temperature
-30 to 60°C
Protection
Short-circuit protection, output fuse, over-current and over-voltage protection, under-voltage shutdown
An all-electric BYD ebus is now carrying passengers in the Polish Capital. MZA Warsaw, the municipal transport company, is testing the environmentally friendly bus from the Chinese auto giant BYD until June 18, 2013. The bus is working on route 222, which runs through some of the main streets of Warsaw, such as Trakt Królewski.
250 km on one charge
The BYD ebus can drive for 250 km even in heavy city traffic after one full charge. This is the furthest range of any electric bus. Charging time depends on the applied charger. The bus that is tested charges in the depot in just 5 hours from a completed depleted battery.
Pure electric BYD buses have been used in public transport since 2011. In China already 1,000 such buses have been built In the city of Shenzhen, 200 BYD electric buses have together accumulated almost 17 million km in passenger carrying service. In the first quarter of 2013 the BYD ebus obtained full European certification. This allowed the company to start selling buses on the European market. The Dutch province of Friesland is the first place in Europe where BYD electric buses are in use.
BYD ebus
The ebus built by BYD, is the first pure-electric bus powered by Iron-Phosphate battery in the world. More than 250 BYD ebuses are now in passenger carrying operations - by far the largest number from any bus brand. BYD ebus measures 12 meters long and is designed for customer transport comfort in mind. The technically advanced and specially designed wheel-hub motor, and its electronically controlled air suspension can offer customers a product with an exceptionally low floor, multiple door choices, and ample floor space for easy passenger access.
The imposing windscreen occupies two thirds of the frontal area of the bus for maximum viewing as well as safety. The bus body conveys an elegant exterior image, while the interior boasts an air of quality with adjustable driver’s seat, durable seats for passengers and a carefully engineered sound insulation keeping the interior ride whisper quiet.
BYD’s pure electric bus employs many advanced technologies developed in-house by BYD’s 15,000 engineers strong R&D team. For example, the Iron-Phosphate battery or “Fe Battery” used on the BYD ebus is safe and non-polluting: the materials contained in the battery can be recycled or safely disposed of.
BYD ebus Project
Orders have been awarded in China, the Netherlands, Finland, Denmark, Uruguay, Canada and the United States. The BYD electric bus has also been successfully tested in many cities in Europe including Madrid, Barcelona, Budapest, Salzburg, and etc. The accumulated mileage of the 200 electric buses operating in the city of Shenzhen(China) alone have exceeded 15 million kilometers (or 9.3 million miles) by the end of March 2013.
The future of solar-powered vehicles in Australia is being re-imagined by a group of talented UNSW students determined to transform a once 'alien' design into a more "human friendly" car.
“We want to go beyond the spaceship type cars we’ve built in the past and create the sort of car you could drive anywhere, all while keeping the design cool and producing zero emissions,” says UNSW engineering student Sam Paterson.
Paterson is the project manager for Sunswift, the UNSW solar racing team run by undergraduate business and engineering students.
The team is currently building a next-generation vehicle for the 2013 World Solar Challenge – an epic 3,000 km race from Darwin to Adelaide. The focus is on delivering a more “human friendly” car and the team has launched a crowd funding campaign to help bring it to life.
In 2011, UNSW Sunswift set a world record with its fourth generation car, which became the fastest solar powered vehicle, reaching a top speed of 88 km/hour. This was the team’s second world record since forming in 1996.
But this year the team is competing in a new class – the cruiser class – where the objective is not speed but practicality. Vehicles must have four wheels instead of three, and must accommodate both a driver and a passenger.
“The ultimate goal is to design and build a car that can meet the requirements for road registration in Australia,” says Paterson. “We’re extremely confident in our latest design, and excited for the race in October.”
“We have tried a new fundraising method with this car and are hopeful we can reach our target. We are also incredibly grateful for all the support and encouragement we’ve already received,” says Paterson.
The team just reached $14k of our $20k crowd-funding goal! With 11 days to go. The final day of the campaign is Thursday 27 June. For more information on Sunswift’s fifth generation car, known as eVe, and to support the project visit the campaign profile on the Pozible website: www.pozible.com/eVe
We're seeing an increasing number of innovative systems proposed to power large road vehicles electrically. ABB recently unveiled a quick charging system for buses, Siemens have offered a system for trucks based on overhead wires while KAIST and Bombardier are testing wireless solutions.
By running electrically-charged power lines through long stretches of highway roads, Volvo hopes to offer long-haul truckers electric vehicles that don’t have to stop to re-charge.
“In city traffic, there are currently various solutions and we are researching many others. We have field tests in progress where our plug-in buses are equipped with a battery that can be charged quickly when the buses are at bus stops,” says Mats Alaküla, the Volvo Group’s expert on electric vehicles and Professor at Lund University.
But for long-distance trucks and buses, this will not work. They stop infrequently and to cope with this task they would need so many batteries that there would be no room for any loads or passengers. A solution is required where power is continuously supplied to the truck from an external source.
The Volvo Group participates in a large Swedish research project to find solutions for this, with the support of the Swedish Energy Agency. The project includes the Swedish Transport Administration, Vattenfall, several universities, vehicle manufacturers and suppliers.
The method currently being developed and tested by the Volvo Group, together with Alstom, entails two power lines built into the surface of the road along the entire length of the road. A current collector in contact with the power lines will be located on the truck.
“With this method, electric vehicles could be continuously supplied with power without carrying large batteries,” says Mats Alaküla. “The power line will be built in sections and one section is only live as the truck passes.”
Last year, Volvo built a 400-meter long track at its testing facility in Hällered outside Gothenburg. The company has been testing the system since last autumn.
“We are currently testing how to connect the electricity from the road to the truck. The electricity flows into a water-cooled heating element, with similar power requirement as an electricity-driven truck,” says Richard Sebestyen, who is the project manager at Volvo Group Trucks Technology, which is the Volvo Group’s research and development division.
However, a great deal of research still remains before this can become a reality. It involves the continued technical development of the current collector, electric motor and the control systems required. It also involves road construction, road maintenance, electricity supply along the roads and various payment models, etc.
“A lot of years remain before this is on our roads,” says Mats Alaküla.
“But, if we are to succeed in creating sustainable transport systems, we must invest significantly in research now. I am convinced that we will find a cost-efficient way to supply electricity to vehicles in long-distance traffic and we have already come a long way in our research.”
Ecotricity's motorway electric car charging network saw a huge 45-fold jump in use in the final quarter of last year, Ecotricity has revealed
Adding three super-chargers to the existing 14 standard charger units already installed at Welcome Break service stations resulted in over 4,000 kWh of electricity being consumed between February and April 2013 compared to just 87kWh during the corresponding three month period last year.
Ecotricity opened the first charge point at South Mimms services in Hertfordshire almost two years ago with the goal of creating a nationwide "Electric Highway" by fitting chargers at all 27 Welcome Break sites by the end of this year. The chargers are powered by wind or solar energy and are free to use for members of the scheme.
Three fast-chargers capable of filling up most electric cars' batteries to 80 per cent in half an hour were subsequently fitted at South Mimms, Oxford, and Hopwood Park stations last year, while a fourth is now up and running at Newport Pagnell services on the M1 near Milton Keynes.
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