Project HAECHI builds on our phase 1 project (MOSBAT) in developing a vehicle/platform-agnostic "hot-swappable" and "smart" _battery-modules_ that can be multi-purposed energy-banks for the solar-charging stations and power for different electric-vehicles (EV). These include 3-wheelers (4x modules), 4-wheelers (6x modules), and solar-station energy-stores (100xmdules), with each module identical and in circulation between various vehicles/stations. Our technology enables EVs mobilisation with modules at varying levels of charge for flexible EV-range. Novelties explored in this project are summarised under three headings: electrical, mechanical, software/Al. Electrically, traditional electric vehicle (EV) powertrain architecture is re­envisioned from a clean slate with "flexibility" in urban mobility in mind: state of art limits EVs to accept single battery packs specifically designed by OEMs that tie vehicles to specific EV-ranges. Project-HAECHI (and its Phase-1 predecessor project-MOSBAT) eliminates this issue through EV powertrain architecture redesign to accept: 1) different number of _battery-modules_ simultaneously, 2) at different levels of charge. An example use case involves officegoers driving EVs with 1 (out of 4) battery-modules on weekdays with a range of 50 miles, and 4 battery-modules (at different charge levels) installed in the EV during weekends with 200-mile+ road trips. Our technology ensures EVs do not haul around a heavy single/large battery pack on the weekdays when full range is not required. Our consortium's novel battery management system (BMS) solution enables this. In phase-1, the battery-module enclosure was redesigned with lightweighting, effective cooling, and additive manufacturing (AM) as part of its structure. In project HAECHI testing of the efficacy of this system will be done in a demonstrator. Out Korean partners are leading the software/Al activities to inject "smartness" into our UK-developed battery-module. Project HAECHI further develops the smart sensors embedded within the casing enabling continual battery operation parameter data upload onto a cloud server during testing in the project demonstrator. Smart Al-based algorithms shall constantly monitor health and performance of the battery-module (and all others in circulation while testing) and give periodic updates to the user/owner using a Smartphone app.

The project aims to develop vehicle/platform-agnostic "hot-swappable" and "smart" battery module (or "BattMod") that can be multi-purposed as energy bank for the solar-charging-station and power for different electric vehicles (EV). E.g., 3-wheeler (4x BattMod), 4-wheeler (6x BattMod), solar-station (100x BattMod); every module being identical and in circulation between the various vehicles and stations. This project also enables vehicles to accept different number of BattMods at varying levels of charge for flexible EV range. Novelties explored in this project can be summarised under three headings: electrical, mechanical, software/AI. 1) Electrical Innovations: Traditional EV powertrain architecture limits vehicles to a specific range determined by a single, OEM-designed battery pack. The project seeks to redesign this architecture to accept varying numbers of BattMods and differing charge levels. For example, an EV could use fewer BattMods for short commutes during the week and install more for longer trips on weekends, thereby optimizing weight and range. This requires a novel Battery Management System (BMS). 2) Mechanical Enhancements: The BattMod enclosure will be redesigned to prioritize lightweighting, efficient cooling, and additive manufacturing (AM). By integrating modern AM techniques, the enclosure can feature internal lattice structures for strength and cooling channels using multiple materials for optimal weight reduction. 3) Software and AI Integration: Korean partners are leading the development of smart features for the BattMod. Smart sensors embedded within the module will create a 3D temperature and pressure "heat-map," with data continuously uploaded to a cloud server. AI algorithms will monitor the health and performance of BattMods in circulation, providing real-time updates to users via a smartphone app. Overall, this project aims to revolutionize EV powertrain architecture by introducing flexibility, lightweighting, and intelligence through a modular, hot-swappable battery system.

The Next Generation Drive Unit project is developing and demonstrating an ambitious new manufacturing model, leveraging Industry 4.0 technologies for the vertical integration of modular robotic manufacturing, to reduce capital investment while providing flexibility and effectiveness. The project will deliver the blueprint for the robomanufacturing concept for Arrival's Electric Drive Unit, in modular integration with the vans assembly microfactory, and will demonstrate the viability of both concept and business case with a full scale operational unit. The consortium is formed of four UK-based partners with expertise spanning multiple disciplines: Arrival (Lead partner), Romax Technology, Versustek and the University of Bradford.

[Back to application overview][0]\r\n\r\n**Moto - Supply-chain Talent Accelerating Revolution (Moto-STAR)**\r\n\r\nThis project brings together a strong partnership comprising:\r\n\r\n• UK-based motorcycle manufacturer Royal Enfield\r\n\r\n• Tier-1 PEMD-based automotive system supplier ZF Automotive UK Limited\r\n\r\n• World-leading supplier of simulation software for mechanical and electromechanical drivetrain analysis Romax\r\n\r\n• The Electrical Machines and Drives group at the University of Sheffield\r\n\r\nAs part of the automotive electrification challenge and industrial strategy, the potential advantages of electric two-wheeled vehicles -- e-motorcycles and e-scooters -- are well documented: reduced noise, reduced emissions, reduced weight, versatility for congested city-centre transportation, etc.\r\n\r\nThe UK e-motorbike supply chain this project addresses is an emerging one: despite the existence of actual products and concepts, many aspects still remain to be addressed in the emerging supply chain for e-motorbikes: technical issues such as range, charging time, choice of components and materials (e.g. battery type), system integration options, etc.; high initial product cost; lack of automotive electrification infrastructure; and so on. But these issues also present an opportunity: the opportunity, in addressing them, of simultaneously addressing the wider issues to do with future sustainability -- in all its aspects.\r\n\r\nThrough this project, the partnership seeks to develop a demonstration e-motorbike concept, based around a vision of a future supply chain. Based on aligned design and manufacturing processes that fully embrace the wider issues which are at the heart of DER -- sustainability, improved quality of life, and the future circular economy, both in the UK and beyond: and doing this in a way that -- and doing this in a way that allows engineering students the opportunity to undertake their final year projects in parallel with the live development work ongoing within the partner companies -- which also begins to address the need for developing young, highly skilled PEMD specialists in the UK.\r\n\r\n[0]: https://apply-for-innovation-funding.service.gov.uk/application/77801

This project will reduce the ecological and economic costs associated with the ownership of Connected and Autonomous Vehicles (CAVs). CAVs are widely anticipated to disrupt the future of transportation -- with estimations of adding up to £62Bn in economic growth to the UK economy by 2030\. This is driven by intense interest surrounding the introduction of high-utilisation mobility solutions, such as Shared Mobility and Mobility as a Service (MaaS). Ecological and societal impacts are also widely predicted, with decreased congestion, increased leisure time, more urban space (due to higher vehicle utilisation), and reduced emissions. This future will only be realised if our new vehicles provide a net economic and ecological advantage over existing mobility solutions, something which is not necessarily guaranteed given that additional driverless equipment may negatively impact vehicle efficiency, production cost and production carbon. \[see appendix 2, exhibit A1\] In this study we will benchmark existing passenger vehicles based on their lifecycle economic \[£/km\] and ecological \[gCO2e/km\] cost. Then, by means of a trade-off study, we will propose a novel vehicle design which achieves significantly lower lifecycle costs compared to the best existing benchmark. Our hypothesis is that by increasing vehicle service-life relative to production cost/carbon, we can achieve much better economic and environmental outcomes for CAVs across their lifecycle. We see the trade-offs for this being higher manufacturing costs and vehicle weight -- exactly the opposite of current automotive design trends which favour low build cost (and hence low service-life) designs. This is a novel approach to passenger vehicle design, and is perhaps much more akin to a commercial vehicle methodology. This new approach to passenger vehicle design also makes sense commercially. As passenger vehicles transition from consumer goods to capital assets, key purchasing drivers for CAV fleet owners will be economic-cost-per-km \[£/km\] and life-carbon emissions \[gCO2e/km\], both of which will be optimised in this study. We will consider a top-level vehicle overview then proceed to explore the vehicle powertrain in quite some detail. The powertrain (Drivetrain, Motor, Inverter, Battery) is the most expensive and carbon intensive life limiting vehicle component, so this is where we allocate the largest project effort.

CoGS will develop hybrid metallic composite aero engine components. The technology will be applied to a mainline shaft and the planet gears within an epicyclic gear box. The predicted weight reduction is significant, resulting in a reduction in aircraft fuel burn and a reduction in CO2 emissions. There are applications of this technology in other sectors, however this is the first application within an aero engine for both mainline shaft and planet gears. The project will be led by Rolls-Royce, Romax will join as a partner and Lentus Composites as a sub-contractor, both suppliers are UK based.

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This project will reduce vehicle emissions by developing (i) a novel ferrite motor technology for a passenger vehicle application, and (ii) electro-mechanical analysis tools enabling high levels of system integration. Permanent magnet (PM) machines are most common for EV/HEV due to superior efficiency and power density. Rare-earth types are prevalent but suffer from supply chain issues, which can be removed by using ferrite PMs. Initial studies show that significant increase in efficiency and power density is possible, achieving values similar to rare-earth machines. The project will develop analysis tools to optimise system performance - efficiency, NVH, durability, thermal performance, cost, and lightweighting. The structural design of a ferrite motor is challenging, hence this topology will form the basis for the analysis tool development, with results transferable to other topologies. Co-simulation of state of the art electromagnetic, thermal and structural physics will be used to derive novel, faster, yet accurate, reduced order models which capture electro-mechanical interactions as early as possible to improve process efficiency and achieve true system optimisation. Testing of material properties (laminations and magnets) will improve the structural and electromagnetic models. The prototype drivetrain will be tested to demonstrate system interactions and vehicle-level efficiency improvements.

Wind energy will play a full part in decarbonisation of the future energy mix - if the costs can be reduced. This project develops a technological concept that helps achieve that cost reduction, by utilising data in a way which directly supports quick and reliable decision making in the everyday operation of a wind farm, either on- or offshore. The volume of data available from wind turbine assets is staggering - from component temperature traces, to weather forecasts, to sea conditions. But ultimately that data needs to be used by a control room engineer to change a decision in order to be useful. This innovative project develops a decision-making system that combines advanced visualisation methods and component health systems developed by UK SMEs with decision-theory from academia, and brings this together in a way that a wind farm operator can utilise to drive down the cost of operating a wind farm.

To embed a capability to further develop the simulation platform by enabling new developments in the unique electromagnetic-mechanical drivetrain simulation and analysis software

Magnomatics’ innovative and proprietary magnetic CVT (MAGSPLIT) integrates a magnetic planetary gear and a highly efficient control motor/generator to enable the realisation of more efficient and compact Hybrid Electric Vehicle powertrain. A Vehicle Intent MAGSPLIT component has previously demonstrated high efficiency and robustness in a compact package, showing the potential to reduce CO2 emissions from new cars by 1.3Mtonnes p.a. by 2025. For this project, a rig based full powertrain demonstrator will be delivered, with a major automotive OEM providing the vehicle specifications, packaging, prototype test engine and technical steer. Magnomatics will design, build and test the MAGSPLIT based full powertrain, Romax Technology will determine optimum HEV architecture and mechanical system, CMCL will provide engine and test analysis, University of Sheffield will lead the delivery of the powertrain controller. A powertrain capability and benefits assessment will enable the OEM to assess business case and market potential, enabling future UK and EEA volume manufacturing of high value assemblies and components.

The Heatssim (Holistic Engineering Approach to Thermal and Structural Simulation) project aims to deliver an optimised design process for aerospace gearboxes, providing a step-change in the design and analysis methods for the development of state-of-the-art and future aerospace transmission systems. This is achieved by a multi-disciplinary and multi-physics analysis of an aerospace gearbox, allowing investigation of the interaction between CFD, thermal, static deflections, fatigue and dynamic phenomena. A multi-fidelity analysis procedure will be established, identifying the optimum level of fidelity required to achieve the necessary accuracy for each phenomenon, resulting in a repeatable simulation process and maximum analysis speed. The process will be productised via a reputable CAE environment which is currently used by leading aerospace companies.

The Electro-Mechanical-Magnetic Actuator Systems (EMMAS) project aims to create safer, quiter, more-reliable electro-mechanical actuator designs, containing electronics suitable for extreme environments (wide temperature ranges, and high vibration). These actuators will be vibration resiliant, have capacity to thermally regulate, require less maintenance, and be resistant to ‘jamming’ when permanently or temporarily overloaded. All aspects of the actuator design process will be evaluated throughout the program. The main program topics include the development of control strategies and drive electronics, investigation of using novel magnetic gearing technology to replace a conventional motor and gear train, and full system analysis of electro-mechanical performance. The objective of the project is to advance technology capability within electro-mechanical actuation, with a key focus on increasing reliability, safety and passenger experience.

Romax is developing a virtual engineering tool for the rapid concept design of hybrid electric vehicle drivetrains, and this proposal targets the above market to pursue the following objectives: i) to investigate the market; ii) to quantify and qualify the need; iii) to draw the roadmap; and iv) to collect user response for a virtual engineering tool that Romax is developing for the rapid concept design of hybrid electric vehicle drivetrains. To achieve this aim we will need to carry out detailed and thorough market analysis, as our product is new and innovative so existing data are lacking.The proposed market research will focus on two important characteristics of our concept design tool: integration of vehicle subsystems and early concept development.

The project aim is to develop a process for the rapid concept design of hybrid electric vehicle systems. The process will enable the designer to rapidly perform highly productive investigations at the initial concept design stage of the driveline, i.e. at the time when the greatest influence can be brought to bear on the outcome. The following factors will be considered with speed and ease of understanding: 1. The effect of varying the balance between electric power (motor power from battery energy) and conventional power (internal combustion engine power and fuel energy). 2. The effect of varying the balance of powerflows through the driveline (e.g. series and parallel hybrid powerflows). 3. The effect of varying major parameters such as vehicle mass and drive cycles (legislative and various real-world drive cycles). The consortium consists of Romax Technology Limited, Computational Modelling Cambridge Limited, and the University of Sheffield.

To widen the scope of the design, software and analysis capability from mechanical systems to encompass and optimise the drivetrain as a complete electro-mechanical system.

Magnomatics’ (MM) innovative magnetic CVT (mCVT) integrates a magnetic planetary gear and a highly efficient control motor/generator to enable a superior power-split HEV powertrain to be realised. A Proof of Concept mCVT has demonstrated excellent efficiency and robustness within a compact package. It has the potential to reduce CO2 emissions from new cars by 1.3Mtonnes p.a. by 2020. Ford UK will provide the specification, technical steer and CAE vehicle studies, MM will design, build and test an mCVT for a passenger car, Arnold Magnetic Technologies (AMT) will manufacture core magnetic components and Romax Technology (RT) will assist with determining optimum HEV architecture and control. A thorough assessment of performance benefits will enable OEMs to assess the market potential, enabling future advanced UK volume manufacturing of components.

The objective of DEEP-Gen V is a reduction of the Cost of Electricity (CoE) of the Tidal Generation Ltd (TGL) 1MW Free Stream Tidal Turbine through drivetrain selection and re-design. It is expected that removal of the rotor pitch system will contribute firmly towards system-level CoE reduction. In this event there is a minimum level of drivetrain re-design required to deal with increased loads, but also an opportunity to specify new technologies that further reduce CoE. Capitalising on this opportunity is the main thrust of the project. Project partners Romax have extensive capability in drivetrain design, modelling and analysis, and a state-of-the-art software. The main subcontractor, the University of Sheffield, offers substantial electrical machines and drives expertise. Further budget is allocated for additional subcontract work to support preliminary design work. A systems engineering approach has been employed to define drivetrain functionality and requirements, down-select a number of study concepts and develop modelling tools and assessment/down-selection methods. Project collaborators and potential suppliers have provided characterisation data for numerous drivetrain components. The final output of the study will be a drivetrain recommendation for prototype development as part of the TGL turbine development roadmap, an implementation strategy that minimises risk and a preliminary concept design

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