- Decoupled loads: generator works to charge batteries, while batteries provide power to turn the wheels.
- Open generator architecture: the Wrightspeed Route (tm) can use any number of on-board power generation options, including micro-turbines and piston engines.
- No range anxiety! The Route (tm), given refueling, has an unlimited range.
- Exceptional regen capability: 400 hp
- The high-power battery system provides peak power, allowing the generator to operate at its most efficient point.
- PLUG IT IN, for up to 40 miles on grid energy.
- Actively cooled for long battery life.
- Software protected for long battery life.
- Integrates an electric motor, a two-speed gear box & an inverter
- Two per driveaxle
- Compact, lightweight
- Direct traction control at drivewheels
- 200 horsepower, continuous
- 10,600 ft-lbs total axle torque
- 75 mph max speed (limited)
- 400 hp regen braking power, with slip limiting
- The Wrightspeed Route™can be custom fitted to run diesel, gasoline, biofuels, CNG, or landfill gas at up to 7% sulfides.
The GTD (Geared Traction Drive)
Wrightspeed was able to make the fully integrated GTD by designing the inverter, 250 hp motor, and multi-speed transmission from the ground up, optimizing compatibility and system efficiency. This Silicon Valley "systems approach" has yielded an exceptionally high-power, compact, and lightweight system. Wrightspeed's Drivesystem is geared to optimize low-end torque, for hauling up hills, while preserving top highway cruising speeds.
250 hp (shown here without inverter)
integrated inverter, electric motor, and gearbox
WRIGHTSPEED DEMONSTRATES SOFTWARE CONTROLLED CLUTCH-LESS SHIFTING
Wrightspeed's Powertrains move the complexity from mechanical systems into electronic and software systems, making them lighter, cheaper, and more efficient. Clutchless gear shifting is a good example of this:
Traditional multi-speed transmissions use clutches (synchro rings, multi-disc wet clutches, twin-clutch arrangements) to achieve synchronization before engagement; this makes them, heavy, expensive, and less efficient. But with electric motors, it becomes possible to control the motor speed so precisely, and change it so quickly, that the shifter dog-clutches can be engaged without clashing. The sync function that used to be performed by mechanical means has been shifted into software control of electronics, driving the electric motor with precision. The system is therefore lighter, cheaper, and more efficient. Wrightspeed's control software weighs nothing, costs nothing to manufacture, doesn't wear out, and uses the electronics that are already present to drive the motor.
The Wrightspeed GTD is shown here, on a dynamometer, simulating acceleration from stop to first gear, shifting to second gear, back down to first gear and then a full torque stop. The shifting is too quiet to hear. The sound produced here is the motor accelerating and decelerating at maximum torque. The GTD jumps when the motor changes speed due to torque reaction (torque reaction can be observed under the hood of a conventional car, when accelerated hard in neutral).
Motor Sync Time: 80 milliseconds
1. Motor is accelerated to 20,700 rpm in first gear
Upshift (Shift from 1st gear to 2nd gear)
2. Motor torque is reduced to zero
3. Shift actuator is moved to neutral position (mid-stroke)
4. Motor speed is synchronized to the correct speed for second gear, 9000 rpm (80 ms)
5. Shift actuator moves to second gear
6. Torque is reapplied to maintain "vehicle speed"
Downshift (Shift from 2nd gear to 1st gear)
7. Motor torque is reduced to zero
8. Shift actuator is moved to neutral position (mid-stroke)
9. Motor speed is synchronized to the correct speed for first gear, 20,700 rpm (80 ms)
10. Shift actuator moves to first gear
Full-Torque Traction Drive Stop
11. Motor comes to full stop