DeltaWing partners with DHX Electric Machines; ultra high-torque motors for automotive applications
26 January 2016
DeltaWing Technology Group—creators of the DeltaWing vehicle design (earlier post)—and DHX Electric Machines—a Georgia Tech spinout and developer and manufacturer of ultra-high torque density electric machines using proprietary and patented direct cooling technology—announced an agreement granting DeltaWing worldwide rights to make, use and sell DHX electric motors and components specifically designed for automotive applications.
DHX traction motor technology is based on proprietary direct-winding heat exchange cooling technology that is able to remove motor heat at the source—the stator windings. The technology is based on the advanced micro-feature heat exchange research and development efforts of Dr. J. Rhett Mayor (DHX CEO) and Dr. S. Andrew Semidey (DHX VP of Engineering) at the George W. Woodruff School of Mechanical Engineering at Georgia Tech.
The direct-winding heat exchange system uses micro-feature technology to increase the area of the cooling surface by up to 4 times that of a standard cooling channel. The micro-feature technology also helps to increase the relative flow velocity of the coolant, by a process of localized turbulence.
As a result, the DHX cooling technology removes more than 10 times the heat of a standard coolant channel, the startup claims. More heat removal means more current (about 4 times more) leading to 4 times the torque. From another view, the DHX motor is 4 times smaller than a standard motor of the same power, the company says.
Our DHX Falcon electric motor features standard materials, not exotic steels and magnets. It achieves power densities of 120 horsepower per gallon (25 kW per liter) and extraordinary torque of 195 lb-ft/gallon (70 N·m/l). In simple terms, it delivers the power and torque of the standard sedan’s powertrain in the space of a one-gallon can of paint.—J. Rhett Mayor
The DHX Falcon 80 hp (60 kW) motor weighs 30 lbs (13.6 kg) and delivers 96% efficiency. The most advanced DHX motor, using best in class materials and exotic steels, delivers extreme power densities approaching 250 hp (186 kW) per gallon, putting out 400 lb-ft (542 N·m) of torque. Putting two of these motors in an automotive platform, one on each axle, would enable a 500 hp (373 kW), 800 lb-ft (1,085 N·m) powertrain.
|80-hp DHX Falcon electric motor (foreground) compared to a conventional 1.5-hp electric motor. Click to enlarge.|
This is a marriage of two extremely innovative approaches—one bringing to market the state-of-the-art and efficient DeltaWing vehicle architecture and other vehicle platforms, and the other an electric motor tech leader able to make amazing power and torque in a truly tiny package. We’re both entrepreneurial dreamers and together we’ll change cars as we know them today. That’s why we’re coining our approach disruptive cumulative technologies.—Don Panoz, chairman of DeltaWing Technology Group
DHX Electric Machines Inc. has relocated to the DeltaWing Technology Group campus in Braselton, Ga. Both companies are ramping up electric motor production and developing applications for multiple DeltaWing Technology Group automotive projects.
DeltaWing Technology Group will apply DHX’s motors in road-going vehicles ranging from scooters and small vehicles designed for congested urban areas to everyday automobiles and delivery vehicles.
One such vehicle is the DeltaWing road car. DeltaWing Technology Group created the DeltaWing vehicle design with significantly reduced overall mass. Less weight means less horsepower is needed to move a vehicle, which reduces fuel/energy consumption. The design can use electric or hybrid powertrains and small and light high-efficiency gas, diesel and compressed natural gas (CNG) engines.
Horse power per gallon!
Not a combination of units I would have expected in the 21st century.
Posted by: mahonj | 26 January 2016 at 12:40 PM
Is it per USA or Imperial gallon volume?
Regardless, more HP per given e-motor weight and/or volume is a move in the right direction to get more e-range with smaller lower/cost batteries.
Coupled with reduced weight bodies and other associated parts, more efficient cabin temperature heat pumps, lower rolling resistance tires, less air drag, better batteries etc; 500+ Km affordable extended range BEVs may be common place by 2020/2025.
Posted by: HarveyD | 26 January 2016 at 02:00 PM
This will refer to the cooling capacity.
25KW/litre (it is the 21st century in case no one noticed.)
The 25 KW /litre means cooling for the 4% (efficiency loss). (96/4)x25 = 600(KW/litre)
I have seen designs for this type of heat exchange system Possibly on GCC or electronics vis cpu heatsinks.
Picture a soft centred biscuit or sandwich.
The heat side inlet (typically) axial.
The cooling passages spiral out with increasing volume (either increasing to larger diam or increasing in number) of cooling paths.
The cooling fluid is passively self energised by the thermodynamic forces inherent - or in a rotating device centrifugal forces could be utilised.
We see this (dynamic) principle utilised in disc brake rotors.
The .Au.co 'DBA' manufacture for the last 20 years a design they called 'Kangaroo paw' after the web that is shaped like animal paws. It allows cooling air to flow radially outwards through passages between optimally placed scattered webs between the rotor faces.
This was an evolution from strait line pathways that were not optimised.
Posted by: Arnold | 26 January 2016 at 02:13 PM
Nicely writ but totally missed the point.
25KW/litre is the engine's volume.
Posted by: Arnold | 26 January 2016 at 02:24 PM
@HarveyD; it's 120 horsepower per US gallon. 120 horsepower = 89.5 kW and 1 US gal. = 3.78 liters; therefore power density = 23.7 hp/l, which is 5.3% less than 25 hp/l )but close enough after power losses?)
Posted by: NorthernPiker | 26 January 2016 at 03:35 PM
The problem now becomes the heavy electronics of the motor drive with lots of transistors. Digital controlled valve hydraulic actuators (motors and pumps) have lower weight and cooler operation and are now highly efficient. INNAS NOAX has a very low parts count no-crankshaft pump operated by diesel, but could do compression ignition of even low cetane fuels such as propane or natural gas or hydrogen. This could be a premixed charge compression engine; it produces low nitrogen oxides too. Such a pump could achieve Fifty percent conversion efficiency; About as much as a fuel cell. A prototype Artemis hydraulic car saved half the fuel of a regular transmission in the same car with identical engines.
Every electric motor has zero horsepower at zero speed but can have a lot of torque. The horsepower rating of a motor varies over a wide range and can be a multiple of its continuous operation value, and that depends always on rated speed. A steam locomotive can have great starting torque but cannot go even a mile at that torque.
A series hybrid automobile is now the very cheapest way to make a highly efficient vehicle. Brake repairs would be nearly never and clutch repairs would vanish and any highway hill could be climbed always at full engine power even if the vehicle speed is low. Computer control can bypass failed valves and pistons for high reliability. Such a vehicle could operate very slowly with only one pump piston operating along with several motor pistons. ..HG..
Posted by: Henry Gibson | 26 January 2016 at 04:07 PM
Freeway travel requires about ten to twenty HP at rated speed. Considering 15 percent tank to wheel efficiency; how many gallons of fuel per hour does it take to continue driving. ..HG..
Posted by: Henry Gibson | 26 January 2016 at 04:12 PM
The convention is to rate electric as KW continuous. The Max or peak rating can often reach 2x continuous rated.
No one describes e machines the same as ice I.E. developed HP or KW rating is always peak.
Posted by: Arnold | 26 January 2016 at 06:11 PM
The motors and controller are not the heavy part, the batteries are.
Posted by: SJC | 01 February 2016 at 06:43 AM
960 lbs for the Chevy Bolt's 60 kWh battery. 8 year, 100,000 mile warranty. According to LG CEO, the batteries are expected to last at least 15 years. Then they'll be repurposed for stationary storage.
If EV batteries can manage to maintain a 8% annual improvement in gravimetric energy density, they will be half the weight in 9 years. Or twice the range (400 miles) at the same weight.
No doubt we will also see considerable improvements in the size and weight of inverters, motors and charging systems, many of which are being reported on these pages daily.
Posted by: electric-car-insider.com | 07 February 2016 at 09:06 PM
I have to agree with e-c-i-c that we should have (good weather - 400 miles) BEVs by 2025 or so.
All weather affordable extended range BEVs with 150 Kw lower cost battery pack may take another 9 years or so or by 2034/2035 to come about.
Both of the above may become reality but delays will happen for 1001 reasons. Battery cost will have to drop well below $100/kWh for affordable extended range BEVs.
Posted by: HarveyD | 11 February 2016 at 10:20 AM