Inmotive Improves EV Range & Acceleration - Autoline Exclusives 

@@chriskim9289 in this case he is talking about getting more miles out of the same amount of fuel and they way to do that is to have a more complicated system it has no connection to reliability but generally if its more complex there are more possible points of failure

@@chriskim9289 I dont think the motor is something an ev owner needs to worry about unless it was very poorly designed the baker electric cars made in 1909 still use their original motors if we are talking about usability range it would decrease if you used this gear box because you would drive less miles before needing maintenance or repairs the model 3 motor is rated for 1 million miles. to get a longer lasting EV you need long lasting batteries. I agree though that this is more of a niche product more for high performance where reliability isnt a high priority.

@@richy3454 the 1909 baker electric car doesnt weigh 2 tons and had a top speed of 14 miles. 1 million mile motors might last in a tesla but what about trucks? we dont need larger batteries using more lithium and other rare metals we need better power management and efficient and lighter hardware for further improvement and widescale application. lorry trucks, ships and airplane turbines will all be electrified and batteries will need to be lighter and optimized. sooner we can have this sooner we can turn away from fossil fuel. Its not about consumer tech or strictly about tesla really but how things are run its up to OEMS like tesla and Ford to make the move for these changes to happen

@@chriskim9289 Those same 1 million mile motors are rated so high because tesla is using them in their Semi truck and is a basic requirement of certification. I am only using them as an example. I think the area with the greatest potential for improvement would be the battery. Being able to store more energy in a smaller and lighter package would push electrification forward and make ships and airplanes more possible.

No, we don't have to lock the arm in reverse, but we do need to lock it during regen mode while in HI gear.

Good point Eddie. In fact, Audi is moving towards planetary-based 2-spd transmissions in their e-tron (from Schaeffler). The issue is that efficiency is lost by the constant meshing. I won't argue if it's significant or not, but I'll share that OEMs are telling us it's important, and they're the ones paying.

Great points - we're working on all of them already!

I didn't mean to skirt the question....it's going to be reliable because it's based on reliable transfer case parts that have been used for decades. I get your point though. I think our transmission, along with EV transmissions in general, won't be widely used until there's lots of EVs and then automakers are looking for a competitive advantage on range.

Thanks Dan. Yes, the configurations you mention are useful on in-line motor setups like on buses. We're talking to everyone, LOL

There's a great cut-away of the Taycan's transmission on Jalopnik. It uses a wet clutch pack. Great design, but expensive and the hydraulics for the clutch use up efficiency. But it's an amazing design.

Cheapest 4 wheel drive I ever bought and the only one that has ever given me 5 years no hassle service

Well, good to hear Stephen. After 5 plus months, I sold mine mainly because Suzuki, for reasons for which I don't understand, failed to work on my vehicle. From my stand point, if my car is no longer supported by the manufacture, it's worthless.

We're looking at guides and other chain design features. We've made our concept work, which is the first big step. Now, we're working on the details around the initial design.

Good point. We're trying to say that we're using technology that's known and used in transmissions today. However, we know we still have a lot of work left to do.

That's exactly what we're doing, LOL!

Yes, we own all of the patents on the design.

We have a demonstration unit with a clear cover that does this. But it's cooler watching it shift in real time! We'll be posting videos soon.

I'm curious about that myself. But so far, our 2017 Volt is holding up well with 60,000 miles on the drive chain. Haven't noticed any play, not saying stretching hasn't occurred, just that I haven't noticed. Almost 300 ft/lbs of torque, time with tell.

Chain stretch is a concern we have too Aussie2u and William. This is more of a concern with typical chain drives with fixed post, but our tensioner arm adjust for chain stretch. We don't have everything solved yet, but our point is that our transmission actually works and isn't impossible. On the fluid issue, check out some tear-apaet videos on current EV gearboxes, like the bolt, Model3, etc. They're all filled with lubricant! I'm not arguing here, but as a point of conversation, when I drive Teslas, I hear gear whine. Now, I'm a former noise engineer and most people don't notice it. But I wonder if this will be more noticeable when there's 50 or more models to choose from in 5-10 years?

Great point Graham. We talk about this all the time. Today's ICE's are cheaper cost than even the future, lower cost batteries will be, and efficiency is always a huge priority. But aside from that, in this cheaper-battery future, every OEM will have a cheap skateboard, so then how do you stand out from the competition? We don't have all the answers yet, but that's why we go to work, lol!

@@patrickm870 I engineered in big auto the all over the world for 38 years ran a company and still do of 20 people in design and manufacturing. I observed first hand, Tesla employ the best engineers and they work fast, real fast with a focus on the mission. The quickest way to get the global fleet of 1.4 Billion ICE to electric is simply wipe out 80% by making electric self driving robo taxies so now your dealing with 28M and set up gaint factories to make that 28M and simplify the manufacturing process such as casting the product and increasing the battery efficiency. Sound familiar? I invest in companies which fit that plan, in my estimation there is 10 years till this comes together. You must sell to Tesla or what may become a licenced subsidiary of Tesla in 5 years but their mantra is the best design is no design i dont think they would go for the increased complexity, thats my only reasoning why i would not invest. I tried to invent a similar drive design never managed it yours is genius I wish you luck with it.

We're working on it!

go learn about the trade offs that ebikes users have had to deal with...or just keep using cult meme logic SMH

Compare this to the 482-speed transmissions they're putting on ICE cars these days and... no.

We hope so, LOL! We understand the skepticism. We get it. It's our job to make this design work.

Yes, that's what Tesla does today with their dual motor! We may not replace this layout. Our benefit will be more suited to mass market single-motor systems, even though the Ingear could be used anywhere. However, there are trade-offs with today's layouts, cost being the big one.

That's why I said modified.

I understand the skepticism, especially based on the animation shown. We didn't talk much about driving the car, but it's working really well. We're working on filming some videos of the unit working in real time on the test bench - it's definitely not weak!

Nothing beats irrelevant comments for irrelevance.

I do not work in the automotive (or related) industry, but I don't see anything there that would qualify as complicated, difficult to manufacture, or relatively expensive. Maybe there is something that I have missed here, but in comparison to mechanical manual transmissions (or even AT's), which I have rebuilt during restorations of cars, or other mechanical components, this looks like a piece of cake in those regards. And yet, once one remembers that the draw on, say a battery bank, that it obviously increases relative to the rpm's of a motor, I am just a little surprised that these guys are apparently the first to create a system that will make an electrical power train even more efficient. It would seem to me that being able to "shift" to a taller gear set when cruising (for hour after hour) as we do on freeways, turnpikes, etc - that this is exactly what the doctor ordered. Torque gets you up to speed, power keeps you there. So now there will overdrive gear as well as an underdrive.

@@bishop9598 It’s simple and cheap compared to an AT, abut not compared to a piece of software

Question is: is Exro method real?/and if so which basic physics principle is it manipulating and how?

​@@henryevans7205 EXRO is just optimizing an emotors controller (ie how it functions) (what kind of emotors?), which can broaden its torque and power curve. its not changing speed the motor's relative to the wheels like transmissions do... so things such as frictional losses are not improved...so saying its a ''virtual transmission", seems to be poor analogy, without 3rd party comparison testing, to prove it gives at least most the advantages of transmission virtually

​@@henryevans7205 btw what EXRO is doing, is analogous to 'cylinder deactivation' for an ICE

Certain applications would benefit from a larger operating range. Utility vehicles and trucks come to mind.

Listen, Teslas are amazing cars. We're not saying they're wrong, we're saying we can make them even better. Hopefully we'll get a chance.

I'm not famous yet, LOL