Antonov creates a 3-speed transmission for electric cars
July 5, 2011 by Katie Gatto 
(PhysOrg.com) -- There are a surprising number of designs out there for electric cars. Most of the design innovations are about creating a more efficient design. While this has meant, for the most part, that design innovations have focused on the creation of better batteries or other fuel cells to power the car but those are not the only ways to improve the electric engines.
Recently Antonov Plc, a U.K. based engineering firm has decided to take a look at a different system on the electric vehicle and give the transmission an update. They have created a 3-speed transmission that is designed specifically for electric vehicles, which are designed to bring gains in the area of energy efficiency. The transmissions design details were shared at a presentation at the IDTechEX Electric vehicles conference that took place in Stuttgart this week.
You may wonder why one would want to use a 3-speed transmission in an electric vehicle? While most electric engines reach their full torque at 0 rpm, which has lead the majority of developers to believe that only one speed is needed, the efficiency of electric motors still varies at different speeds and variable efficiency. So while the engine may be a peek efficient when it reaches 90%, at lower speeds the engine may be working at 70% or even 60% of capacity. This means a multi-speed transmission can optimize the engine efficiency at different speeds.
This design change has taken the IDTechEx Electric Vehicles Land Sea Air "Technology Award" for the most significant EV technical development in the past two years. No word yet on when this innovation will show up in a consumer ready car.
More information: http://www.antonov … ransmissions
via Gizmag
© 2010 PhysOrg.com
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Jul 05, 2011
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Jul 06, 2011
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I am driving an electric bicycle with a hub motor incorporating a single planetary gear with a gear ratio of 1 to 4.8. The motor (including gear) is more efficient and half the weight of direct drive bicycle hub motors with similar power output.
Jul 06, 2011
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For other applications it might not make sense. Weight and increased frequency of service/repairs might eat up the savings through better efficiency.
As always this need sto be evaluated on a case-by-case basis.
Jul 06, 2011
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It does make sense to run the electrical engine at a constant most efficient rpm and increase the speed of vehicle with gear ratios. Makes lots of sense.
Thus the main purpose of this interposed gearbox is to save energy otherwise wasted by the electrical engine running at a less efficient rpm.
Jul 06, 2011
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???
Jul 06, 2011
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Could someone take a second look at the copy before going online with it?
Jul 06, 2011
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I have a one speed NEV; if it had 3 and the 2nd was the current final ratio it could climb steeper hills (slower, but at least possible) and go faster on the flats (it winds out). Final ratio X torque ultimately defines the steepest hill possible, while power defines the speed at which you climb. And, at high speed, all motors have an RPM limit, and drop-off in efficiency. Top gear should match the motor's maximum _power_ with max vehicle speed at that power. Lower gears enhance hill climb and acceleration.
The Tesla motor has no tranny as it is cooled, electronically controlled, revs to 14000RPM, and its performance meets design goals. They admitted it was quicker with the original 2 speed.
Jul 06, 2011
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Jul 07, 2011
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This has been done (and yes, it is good from an efficiency standpoint). However, it is not good from a weight distribution standpoint. The driving characteristics suffer. So currently the centralized approach seems best.
With the advent of lighter electric motors that might change again.
Electric engines that reach their full torque at 0rpm simply exert the strongest force from a standing start.
Combustion engines usually perform pretty badly at that point. (This is why over the quarter mile electric cars can outperform even the most high powered drag racers)
Jul 10, 2011
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Because it is safer in that it doesn't require close monitoring of the speed differentials of multiple motors with steering compensation.
Jul 10, 2011
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No need. There are several designs already available, and in common use.
http://www.youtub...=related
http://www.youtub...=related
Jul 10, 2011
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Electric motors get the best efficiency at their nominal speed, from where it goes down to about 60-70% at around 25% of the nominal speed, and then drops all the way down to zero towards zero RPM.
The standstill full torque is zero efficiency because the motor is using power, but the car is not moving - yet.
When you have only one gear to go 80 mph at the nominal speed, you will spend a great deal of your time in the 25% speed region when driving around the city.
A single extra gear contact loses 3-5% points in efficiency at top speed, but gains up to 20-30% points at low speeds.
Jul 10, 2011
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Jul 11, 2011
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Suspension response is the Ratio of sprung/unsprung weight.
I have a light van with 80lb wheels/drums and a Mercedes with 20 lb magnesium wheels/disks; the difference when hitting a speed bump is night and day.
Jaguar puts their disks in next to the diff for that reason, it rides even nicer.
Jul 11, 2011
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- worse power-to-weight ratio
- more mass for the suspension to deal with
- makes ride quality worse
- single-speed -> efficiency issues
- more fragile
- more expensive
In-wheel motors are relatively low speed motors, which requires the use of strong magnetics and thick copper wirings to make enough torque to make enough power to make it move, and electric motors are actually bad at making torque despite the fact that they can.
It's because it's very inefficient to maintain a magnetic field with an electric current. After the coil current reaches its maximum, it's simply turning into heat without adding any more energy to the magnetic field, and thus no more work is added to the spinning rotor.
Jul 12, 2011
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