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Hyperdrive developing diesel version of its 15 kW range extender

Hyperdrive Innovation Ltd., a UK-based hybrid & electric vehicle powertrain specialist, is developing a diesel version of its 15 kW single-cylinder gasoline range extender. (Earlier post.)

Hyperdrive has demonstrated the capability of the gasoline version in a demonstration electric vehicle, the CUE-V, which is based on a standard D-segment car.

In the CUE-V, the 60 kg unit delivers 15 kW at 5,000 rpm—sufficient to allow the vehicle to cruise at 60 mph without depleting the batteries.

With £278,331 (US$427,000) in funding from the Collaborative Projects Fund, Hyperdrive is developing the more efficient 15kw diesel engine.

The Range Extender is being developed for use in cars, light commercial vehicles, marine applications, and even as a portable power pack for breakdown services. It is being developed as a compact and cost-effective option, which will allow for a reduction in EV battery pack size resulting in decreasing vehicle weight and cost.

The unit has been designed to run only at optimized points and is switched off when not required. CAN-enabled, it optimizes the use of shared engine, generator and ECU components to avoid compromise in the reduction of lower carbon emissions.

The Collaborative Projects Fund provides grant funding to collaborative industry-research organization projects in the North East England. Its purpose is to stimulate business growth and development, and generate private sector jobs in the Low Emission Transport sector. The Low Emission Transport Collaborative Project Fund is part of a wider £6.2-million (US$9.5 million) Regional Growth Fund program designed to boost the growth of the low carbon sector in the region.

The Regional Growth Fund (RGF) is a £2.4-billion (US$3.7-billion) fund operating across England from 2011 to 2015.

Comments

HarveyD

Interesting approach for common sense more efficient PHEVs?

Eletruk

We are going to start to need a new metric for emissions, grams CO2 per KWh. Since these generators are being designed as range extenders, you will have to combine your EVs miles per KWh with the range extenders grams CO2 per KWh to find out what the grams CO2 per mile of the two combined are.

mahonj

It sounds good and the power spec is about right [imho] for level driving (a bit low for hills).

The problem would be where to put it in a vehicle not designed for it ?
I can see room in a commercial / pick up, but not a saloon.

Maybe the solution is to design cars with it in mind, but then you get into a chicken and egg situation.

Engineer-Poet

Put it into a trailer.  Make a 25 kW version for a trailer that has a cargo pod/bed on it.  Voila, you have an EV that can go anywhere and carry plenty of stuff.

william g irwin

Hey EP, I have been pushing that idea for a while - totally agree. Local driving - leave it home. Trip time - hook it up. The biggest issue is backing up w/short trailer, but I do it a lot anyhow. There are schemes that use double hitch joints and 'casters' now that solve the backup problem. And the world is full of motorcycle engines in the 20 to 30 HP size just dying to be optimized. And what about the emergency generator world already in place! Designed to run forever!
I see the PEV world starting to migrate from an ICE primary w/battery/electric backup to a bat/electric primary w/ICE backup - a not so subtle switchover.

Engineer-Poet

One of the data packets on the CAN bus is the steering angle.  A smart trailer can easily back itself by steering its wheels to keep the desired angle at the hitch-car joint.

HarveyD

It shouldn't be too difficult for future PHEVs to come with standardized double hitch trailer option.

Standardized (small-medium-large) extended range e-trailers could easily be rented for the occational long trip?

HarveyD

Correction....PHEV should read BEV

mahonj

I'm sorry, but I hate the idea of a trailer.
I would rather put it into the car somehow.

But I am sure there are lots of people in the world who do not suffer from trailerphobia.

HarveyD

A posible compromise could be a plug-in (easily) removable on-board genset unit designed to use the same space as some of removal plug-in batteries?

All batteries would be installed and used for daily short driving (40 kWh good for 100+ miles or so).

Half or 50% i.e about 20 kWh of the plug-in batteries would be removed and replaced by a compact plug-in genset for long trips.

Alternatively, those two posibilities could be bought as options. i.e (a) 100% batteries with no genset or (b) 50% batteries with on board genset.

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