Posted on 02/03/2024 11:04:12 AM PST by cba123
BMW and Continental announced a new strategic partnership to develop a in-wheel motor, including an integrated brake. The strategic partner is electric drive Munich-based start-up DeepDrive, renowned for creating the first radial flux twin rotor motor with power electronics that can be used in production vehicles.
DeepDrive is an expert in creating energy-efficient electric motors and has produced large-scale automobiles for many years. Matthias Matic, president of Continental’s Safety and Motion business area, said they have gained a great partner as electric motors created by DeepDrive help to improve the range of EVs. Additionally, they are lighter, more inexpensive, and more resource-efficient.
With the help of existing investors UVC Partners and Bayern Kapital with its Bavarian Growth Fund, DeepDrive raised a total of €15 million in its Series A financing round. The company’s stated goals with the additional funding are to begin industrial production of the engines and to expand its workforce.
Furthermore, DeepDrive says it already works with eight of the ten top automakers and plans to introduce its technology to the market in large-scale production by 2026. The firm says its objective is to continue meeting the growing market demand.
(More at the link)
(Excerpt) Read more at lagradaonline.com ...
Color me skeptical. There’s the issue of unsprung mass, as others have mentioned. That degrades handling, bumpy road comfort, and control.
There’s the issue of cooling the motors and the brakes. Cooling air for them flows from the underside of the car out through the spokes in the wheels. If you block that flow completely, the brakes won’t cool. I know, I know, dynamic braking with the motor and battery reduces the heat from braking. The problem is that high speed stops require braking equivalent of several thousand Hoursepower. You simply can’t put that much energy into the motor and battery in several seconds. That gets turned into heat by the brakes. Drum brakes are also difficult to integrate with dynamic braking because they are very inconsistent.
In addition, if you can make a motor that’s 20% more efficient, you can so that with the motors already on EVs, too. It doesn’t have to go only inside wheels.
“In the paper they said they tested moving the brakes to the wheels with the old suspension, before they changed anything else.”
You have the paper, I don’t so I cannot discuss your ambiguous statements.
It’s like dealing with Ansel12. (is that your alt?)
Except in your case it is EV fanboi instead of BoomerCon Cold War nostalgist.
“Except in your case it is EV fanboi instead of BoomerCon Cold War nostalgist.”
We are not even discussing EV’s! I asked how they determined the effect and you respond “They tested it”.
That in non-informative.
“for creating the first radial flux twin rotor motor”
Does it have a flux capacitor?
They did an A/B (inboard brakes, outboard brakes) test with the old car on a rolling road with slats and measured accelerations for a back seat dummy.
Like I wrote previously.
“In the paper they said they tested moving the brakes to the wheels with the old suspension, before they changed anything else.”
“The put it on a rolling road with slats to create horizontal and vertical shake, then measured the accelerations on a dummy seated in the back seat.”
“Does it have a flux capacitor?”
You are 50 posts late. Don’t quit your day job.
Bunch of those enormous mining trucks use a similar setup too.
“”Drum brakes?? That’s backwards tech.””
In other news, the Hussein/Biden Regime has begun to push new subsidies for an integral part of a proven, dependable, and reliable transportation system. The new subsidies will revitalize and re-energize the horse shoe industry. Tax breaks for bulk orders should jump start this effort to return America to its roots. Native Americans will receive extra due to their special status.
EV’s have regenerative braking reducing the load on the brakes. In fact, in one-pedal mode the brakes are not needed in normal driving.
Thus the main advantage of disc brakes (heat dissipation) is needed.
Drum brakes have the advantage of being cheaper, longer lasting and zero drag.
Due to the infrequent use of brakes in EV’s, having them sealed in the wheel instead of exposed is an maintenance and safety advantage.
“Thus the main advantage of disc brakes (heat dissipation) is NOT needed.
“The problem is that high speed stops require braking equivalent of several thousand Hoursepower. You simply can’t put that much energy into the motor and battery in several seconds.”
Drum brakes are not a problem for a single high speed stop. In fact they are safer for EV’s since exposed disk brakes are degraded if not frequently used.
Drum brakes also have a larger surface area.
” Drum brakes are also difficult to integrate with dynamic braking because they are very inconsistent.”
Modern design and electronic control systems have eliminated this concern.
“Your home has a 11KW {60 amp} charging station? That’s the requirement.”
Wrong! Here is a 24 Amp charger that can be used on an existing 30 Amp circuit.
Splitvolt NEMA 10-30 Level 2 Portable EV Charger 24 Amp, 220-240 Volt, 26ft Cable, Electric Vehicle Charger Plug-in EV Charging Station, J1772 Plug Fastest 30 Amp Circuit NEC-Safe Charging
I’m still waiting for an explanation of where the electricity is going to come from to power all these wondrous innovations that are going to “change everything”?
Modern disc brakes have virtually zero drag. If they did they would not be on bicycles.
Drivers like to perceive a linear relationship between pedal effort and stopping: the harder you push the faster you stop, and the farther the pedal travels the faster you stop, with little pedal travel before the deceleration starts. In EVs it’s preferred that all of the braking comes from regenerative braking, that is, only from the motor charging the battery. On high speed stops, that’s not possible, so the braking algorithm must add in friction braking during the stop. When the control algorithm starts to add in friction braking it is important that the driver has minimal noticeable change in pedal travel or force.
Unfortunately, duo-servo drum brakes (shown in the very poor artists drawing in the article), are notoriously non-linear and variable in output, regardless of how ingenious the software is. this makes the add-in point move around due to humidity, temperature, cooling since the last stop, days since last rainfall, etc. Disc brakes are simply less variable than drum brakes, regardless of how frequently they are used.
The issue I was making with temperature had to do with cooling, not thermal capacity. The brake drum simply blocks much of the cooling air flow. that’s why you see disc brakes on the front of virtually every car sold in the USA. The fronts are where most of the braking energy is absorbed, because of weight transfer to the front axle during stopping. Regardless of lining surface area, it’s the metal parts that absorb most of the energy on drum and disc brakes. Drum brakes simply don’t cool as fast as disc brakes, particularly when there’s a motor inside of them blocking the air, and also adding heat.
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