1000hp+? | EV motor technology is getting WILD!

Electric motors have come a long way in a very short amount of time! Right now it's generally the battery that's a limiting factor with a range of 1000hp+ equivalent offering making it to the production line, much to the embarrassment of some modern internal combustion engine powered (ICE) options.

Just like ICE offerings, EVs and their powerful motors have advantages and disadvantages. In this module, taken from the EV Tuning course, tutor Sasha Anis runs us through some of the basic mechanics and configurations of some motors on the market today, including radial vs. axial flux motors and their potential torque vectoring options.

If you want to know how EV motors work or EV motors are made/go together, we hope you enjoy this lesson.
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TIME STAMPS:
0:00 - EV Motors
0:13 - Development
0:27 - EV Limitations
0:37 - EV Vs ICE Power Delivery
0:54 - Peak Power
1:06 - Gear Reductions
1:16 - Permanent Magnet and Induction EV Motors
1:31 - The More You Know, The Faster You Go
1:51 - EV Motor Breakdown
1:57 - Stator
2:17 - Rotor
2:30 - Radial Flux Rotor
2:58 - Axial Flux Rotor
3:21 - Magnetic Field Positioning
3:39 - Design Compromises
3:50 - Base Speed
4:00 - Constant Power Region
4:10 - Below Base Speed
4:25 - Inverters Covered Separately
4:37 - EV Final Drive
5:13 - Torque Vectoring
5:34 - Lesson Recap
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LINKS:
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TAGS:
#highperformanceacademy #buildtunedrive #evs #evtuning #motors #evperformance #learndriveoptimise #learntotune #ev101 #cars #motorsport #racing #boost

[hpa]

What EV setup are you modding and/or using for a conversion project?
TIME STAMPS:
0:00 - EV Motors
0:13 - Development
0:27 - EV Limitations
0:37 - EV Vs ICE Power Delivery
0:54 - Peak Power
1:06 - Gear Reductions
1:16 - Permanent Magnet and Induction EV Motors
1:31 - The More You Know, The Faster You Go
1:51 - EV Motor Breakdown
1:57 - Stator
2:17 - Rotor
2:30 - Radial Flux Rotor
2:58 - Axial Flux Rotor
3:21 - Magnetic Field Positioning
3:39 - Design Compromises
3:50 - Base Speed
4:00 - Constant Power Region
4:10 - Below Base Speed
4:25 - Inverters Covered Separately
4:37 - EV Final Drive
5:13 - Torque Vectoring
5:34 - Lesson Recap

[SinsAscendant]

Sasha! The perfect man to explain the performance side of the EV world!
Super happy to see this happen.

[aussienoble]

Sasha is the perfect edition to HPA, especially in the EV space.

[JollyGreenGiant]

Couldn't think of a more appropriate person to discuss this topic than Sasha. Awesome stuff!

[flyonbyya]

I think Koenigsegg has patented a combination of axial and radial motors called “raxial”

[CouchBuilt]

Great to see you putting this out there. Mixing this side with the internal combustion is the best of both worlds.

[johnbarker]

I know this is High Performance Academy, but IMO the EV transition would be a lot better served if the industry focused less on 1, 000hp vehicles with 500mi range and more on 300hp vehicles with 350-400mi range. Everything would be smaller, lighter, and cheaper. Especially the batteries, which will most appreciate "adding lightness."

[Qnickel]

So glad to see Sasha coming to HPA. This kind of content has really got me considering buying a full course taught by Sasha to learn how the Tuning of EVs is becoming viable

[XFDADX]

I feel like current EV car manufacturers lock their system so much you can't really push the available tech to its limits (like with a conventional ICE).

I have an EV witch I'm sure could do well beyond what's factory settings, yet no one touches it or there isn't any info available...

[brunonikodemski]

One does not need a forward/reverse gear set either. Multiphase motors are capable of both directions, but may have a small improvement in efficiency in one direction. That does not matter at all, if creeping slowly in reverse. The same reduction set can be used for both directions. You do need a Parking Lock or "emergency brake" as a method of blocking the car into a static condition, since the electric motors usually have very limited holding torque when not energized. During motoring, much of the braking energy can be recuperated back into the battery system, depending on the complexity of your controller. Regeneration below about 1/10 of the high speed is usually not worth the complexity, and usually does not provide enough braking force to actually skid or lock the wheels. As such, some kind of primitive mechanical brake is usually required, but its design can be very minimal, and can be made about 1/5 lighter and smaller than IC engine brakes. Maybe only used below 20-mph or so, and slowly in crawler traffic. If electrics fail, it would only needed to be used once or twice in its lifetime, if panic braking from highway speeds. Regenerative or dynamic braking can pretty much lock the wheels at those speeds, and if the electronics are working you can lock the wheels into a complete standstill or do a skid-reversal without applying any mechanical brakes at all. Our company and I did these designs in the early 70's thru 80's on 3-dimensional underwater submarine drives, where mechanical braking is impossible. All 3D forces have to be accommodated via direct propeller driving through the water. Fast Reversal was demanded by the Navy to avoid entanglement with underwater cables, ropes, or other debris, and save several missions from being trapped at large depths. That engineering is already well documented in the literature, and we published dozens of paper about how to do it. Should be used on all modern EVs.

[rotorblade]

the higher the rpm the more voltage you need to apply to keep the torque constant but at some point you reach the maximum rms voltage it was setup for and torque will start to go down. the current will remain constant so the power will remain constant because it is proportional to the voltage and current. At this point the heat generated is based on power and efficiency and if you want more power you would need better cooling. at some point you could break down the insulation if the voltage is too high so that’s another limiting factor

[CadDesignSolutions]

Great job bringing in Sasha to speak on this EV stuff. His 350 is mind-blowing.

[m.b.]

I'm just waiting for someone to make a bolt-on regenerative set up that runs on capacitors alongside the existing ICE.

[BandaMapper]

In theory EVs should be lighter, in practice, they tend to be about 20% heavier than Gasoline-powered cars

[zeitgeist]

Always like HP academy but super excited for more EV content and courses.

[mrrolandlawrence]

wow this is amazing. for packaging you could almost direct mount this to the rear diff without having to have additional 90 degree bends to fit the motor. Im really into cheap lightweight EVs at the moment. They are much harder to do as they require engineering simplification. Top of the line is easy when there is no limit to budget. You can always spend your way out of a situation. Racing is something else obvs :)

[phillyphil]

5:26 - see video of the 4 motor Lotus Evija Hypercar suddenly going 90 degrees into the hay bales last month at Goodwood.

[andrewpienaar]

The main limitation was not realy the motors.
The limitation was the electronic output stages of the Speed controllers. VSD's)
Not only were old precision Speed controls the size of a doghouse but they also limited the design and technology of the actual motors that could be used.

[mdh]

so length of cord is limiting factor for EV ...

[andrewmcleod]

Thank you so much for this video !! Bloody gold.