Energy capture through re-gen braking reduces the duty on a conventional friction brake system. However the ultimate energy storage capacity, weight & residual drag of the friction brake systems have remained unchanged. This is because emergency duty cycles (e.g. ABS) require independent control of the tyre contact patch. A single electric machine (EM) per axle mechanically couples both wheels and cannot offer the level of control required. Consequently significant friction brake downsizing or integration has not been realised to date. That said, multiple independent EMs (1 per corner) do offer the opportunity for integration with the friction brake. This consortium aims to integrate the brake and propulsion systems together into “Integrated Torque Actuator Modules” (ITAMs). It is anticipated these modules would be smaller, lighter and lower cost, yet realise significant vehicle attribute enhancements. The consortium will design, develop and prototype the ITAMs and establish whether they are capable of; 1. All duty cycles including ABS and dynamic stability control (DSC), 2. Zero residual drag torque, 3. Brake emissions capture and storage. 4. zero servicing.

To develop ready for market an innovative high voltage chargers suitable for electric vehicles.

Today’s automotive electric drivetrains use e-machines requiring large quantities of rare earth magnets and copper and operate below 15,000rpm. The Low Cost Electric Drivetrain (LCED) project will dramatically reduce the cost of electric vehicle drivetrains through the introduction of innovative technologies allowing higher operating speeds, a clear focus on design for manufacture and the elimination of expensive materials. It brings together the automotive supply-chain (JLR, Tata Steel, Sevcon & GKN) and the results of academic research (Newcastle University) to undertake an optimisation of the mechanical and electrical drivetrain components. This project is critical as the cost of manufacture of EVs and hybrids remains much higher than that of conventional vehicles; this is a significant barrier to the growth of low carbon vehicle sales. The cost savings in the motor, gearbox and power converter along with improvements in system efficiency will help offset battery costs.

The HDSRDS project will develop a highly innovative electrical machine and drive system for low carbon vehicles, capable of providing tractive power or acting as a generator and which is both cost competitive and suitable for high volume manufacture. This project will go beyond the current state of the art in low carbon vehicle drivetrains by replacing electric motors which use rare earth magnets with one that does not and electronic control systems based on IGBT inverters with a high temperature alternative. Demand for Rare Earths is forecasted to grow at 8-11% per year between 2011 and 2014 driven by increasing demand in hybrid and electric vehicles and wind turbines. Demand growth will occur in the context of increasingly restricted supply, exacerbated by China's draft ban on the export of Rare Earths from 2015, which is expected to lead to further large increases in the cost of rare earth magnets. HDSRDS will use the latest Switched Reluctance Machine designs to emerge from Newcastle University’s fundamental research. As these machines contain no rare earth magnets they meet the demands of automotive market for a low cost product with stable price and supply chain. These machines have simple structures for the windings and iron laminations making them suitable for low cost high volume manufacture. In addition, the use of rare earth magnet materials limits the maximum operating temperature of the motor to below 150C. A review, conducted by Ricardo for the Government, highlighted hybridisation as a means of offering significant CO2 savings, but high integration cost, in particular in relation to the differing cooling needs of the electric and conventional drive elements of the system, has been seen as a major barrier. The proposed HDSRDS will use high temperature insulating materials allowing motor operation at 240C and explore the use of high temperature semiconductor devices rated for operation at 200C. This will allow the integrated package to operate at the higher temperature of an IC engine coolant loop, significantly reducing the cost and complexity of vehicle hybridisation.

The project is developing an Intelligent Hybrid Electric Power Unit (IHEPU) which will be suitable for range of EV and HEV drive packages. The key drivers of the project are market acceptability with all components combining performance, durability and value for money. The electric motors will be the lowest £ per kw available on the market; the BMS technology is scalable and licensable; and the control systems will be developed using over 2 million miles of real world HEV drive data. The IHEPU will be developed to a performance and cost that will give it significant desirability and market acceptance, both as an application and in individual component form to OEM and development companies throughout the world. The 3 main innovations to be developed for the project are: 1) A compact motor/generator with high specific peak power optimized for low cost integration into conventional drive-trains. 2) An advanced Lithium Phosphate Battery Management System enabling improvements in peak power transfer, energy efficiency and battery life. 3) Control systems generated by a HEV simulation and modelling suite based at Bath University and built through the project.

This project aims to develop a direct drive Yokeless And Segmented Armature (YASA) motor that will be ready for volume production in 2014, two years after the successful completion of the project. Research at Oxford University (OU), as part of the TSB funded LIFECar project, resulted in a demonstration YASA motor. It has significantly (2-3 times) higher specific torque than alternative motors at a rating of 500Nm. This enables the removal of the gearbox and differential saving further weight and improving vehicle efficiency. Whilst the innovative YASA machine has been shown to be low in weight, and achieve high efficiencies it is the primary aim of this project to also show that the motor can be manufactured at costs and standards acceptable to the emerging electric and hybrid automotive industry.