Am not sure how many private electric motor engines manufacturers have their hands on this new technology already but one thing am sure about is that it would be of even more use to them, for their in-house, hardware in the loop testing and help them detect flaws in the early stages of production.
Looking at the differences in data speeds between the combustion engines and the electric engines (2000updates per second versus 250,000 updates per second), it is hard to imagine how the first designers of electric engines ever successfully tested the engines. This is great news and should definitely lower costs in the long run.
Here is National Instruments' response to your comment, jscott27:
HIL test was an option in the past. However, due to the lack of model fidelity, the usefulness of HIL testing was severely limited, and most testing still needed to be done on dynamometers. Recent advancements in FPGA technology have allowed National Instruments to simulate electric motor systems with extremely high fidelity, which enables engineers to take the majority of testing out of the dynamometer and perform it in the lab on the HIL bench. For example, with the release of the NI Electric Motor Simulation Toolkit, you can now run full JMAG RT finite element analysis models in real-time, allowing you to perform control algorithm tuning that had to previously be performed on a dynamometer. In other words, control algorithm tuning could be accomplished before, but it had to be on a dynamometer. Also, as you are probably aware, dynamometer testing is not HIL testing.
It's interesting to note that hardware-in-the-loop wasn't previously an option for hybrid electric motor testing. I hadn't been aware of this prior to my discussions with National Instruments. But just as simulation has cut costs in so many other arenas, I would expect it to do so here.
Engineers at Fuel Cell Energy have found a way to take advantage of a side reaction, unique to their carbonate fuel cell that has nothing to do with energy production, as a potential, cost-effective solution to capturing carbon from fossil fuel power plants.
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This is part one of an article discussing the University of Washington’s nationally ranked FSAE electric car (eCar) and combustible car (cCar). Stay tuned for part two, tomorrow, which will discuss the four unique PCBs used in both the eCar and cCars.
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