407
1 INTRODUCTION
Thedevelopmentofthetechnologyofdrivesystems
used in vehicles is currently conditioned by legal
regulations,whichprimarilyenforcethereductionof
exhaust emissions. These expectations are met by
electric vehicles, which are characterized by a
complete lack of exhaust emissions at the place of
operation. They
also do not generate a high level of
noiseandmaintainhighefficiencyofthedrivesystem
at low operating costs. The electric motors used in
vehicle drives are also characterized by high
dynamicsandsmallerdimensionsinrelationtotheir
combustion counterparts. They do not require
maintenance or replacement
of operating fluids and
filters.[3]
Currently, a rapid development of the electric
vehicle market becomes apparent. Due to this, the
operators of seaports, container and logistics
terminals, moving with the times and striving to
optimize the working process and reduce expenses,
should perceive this development process as a
businessopportunity
thattheyshouldtakeholdof.
Seaports, container and logistics terminals are
particularlysuitableforautomationofequipmentand
cargo handling procedures thanks to their highly
standardised processes, and high throughput and
traffic density. Equipment electrification and
automationtechnologiescanimprovetheoperational
performance, productivity, safety, environmental
performanceandprofitability
ofterminals.[5]
As part of the research and development project
titledthe “Developmentofaninnovativepropulsion
system for mobile platforms” co‐financed by the
European Union from the European Regional
Development Fund under the Intelligent
Development Programme (Co‐financing Agreement
No. POIR.O1.01.01‐00‐0075/17), Zakład Automatyki i
Possibilities of Using Innovative Drive Systems
for Various Types of Electric Vehicles for Seaports,
Container and Logistics Terminals
K.Bielawski,M.Chmieliński,O.Kreft&G.Wiśniewski
ZakładAutomatykiiUrządzeńPomiarowychAREXSp.zo.o.,Gdynia,Poland
ABSTRACT:Thearticlepresentstheissuesregardingthepossibilityofusinginnovativedrivesystemsdesigned
byZAiUPAREXSp.zo.o.forvarioustypesofelectricvehiclesforseaports,containerandlogisticsterminals.
ZAiUP AREX Sp. z o.o.
specializes in the design and production of technologies and innovative solutions
dedicatedtoboththecivilandmilitarymarkets.Over34years of experiencehavebuiltasolidandreliable
brand.Theenduringactivityandanumberofvariousprojectshaveallowedustogaininvaluableexperience
anddeepenour
uniqueskillsintheprojectsdedicatedtoelectromobility.Thispublicationpresentsproprietary
technologicalsolutionsdevelopedbyZAiUPAREXSp.zo.o.–anelectricdrivesystemthatcanbeusedin
passenger,deliveryandpurpose‐builtvehicles.Thankstotheproposedsolutions,theseaports,containerand
logistics terminals paying attention
to cargo operations, security and cybersecurity, as well as energy and
innovation,canbeimprovedtobecomemorecompetitive.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 17
Number 2
June 2023
DOI:10.12716/1001.17.02.18
408
UrządzeńPomiarowychAREXSp.zo.o.,WBGroup,
hasdevelopedapromisingtechnologyinthefieldof
electricdrivesandenergystoragethatusesthelatest
solutionsavailableontheelectromobilitymarket.The
company has developed an innovative, fully
functional electric platform that enables the
construction of electric vehicles,
as well as further
expansionoftransportvehiclesfortransportinggoods
and people, as well as special vehicles. Our
technology will enable the introduction of effective
changesonthemarketofcurrenttradablesolutionsin
theelectromobilityindustry.[2]
The innovative products offered by the AREX
company in the field
of electromobility include the
following:
direct drive resulting from the use of torque
motorsinstalledinthewheel;
modular,scalableenergystorage;
integrateddrive.
In addition, the company has developed a
propulsion platform with an embedded central
systemthatimplementspredictivecontrolofdriving
dynamicswithenergymanagement.
The product offer of the AREX company is
dedicatedmainlytointegrators–thecompaniesfrom
theautomotiveindustrydealingwithelectrificationof
transportplatforms.Duetothelackofcomprehensive
solutions on the market, these companies create
powersystemsanddrivesusedintheconstructionof
electric platforms on
the basis of available
components usually offered by various suppliers,
which causes difficulties in their integration.
Therefore, the cooperation with the AREX company
offeringtheready‐madeelectricalsolutions,isagreat
opportunity to avoidintegrationproblems, which in
turnwillattracttheinterestofoperatorsofseaports,
container and logistics
terminals planning to
automate the loading and unloading process along
with the optimization of cargo space following the
exampleofotheradvancedoperatorsinthisindustry.
This article introduces the basic parameters and
advantages of the main components of electric
vehicles,suchas:
energystoragesystemwithanadvanced
POWER
managementsystemsupervisingitsoperationand
ensuringenergysupply;
inverters;
engines;
anddevicessupportingthedrivecontrolsystem.
During the development of the drive system
components,theso‐called“classicalapproach”witha
central motor was first tested, but later the AREX
company also focused on the
approach envisaging
motorsplacedinwheels.Themainadvantagesofthe
latterare:
reduction of losses due to direct drive
transmission;
retainingmorecargospace.
A direct in‐wheel motor mounting increases
vehicleefficiencyandpayload byeliminatingtorque
loss generating components such as gearboxes,
mechanical transmissions, differentials,
drive shafts
andgearshafts.Theeliminationoftheseelementshas
apositiveeffectonreducingtheweightofthevehicle,
contributingtothereductionofcostspentonvehicle
productionandenvironmentalprotection.
In addition, it increases the usable area of the
vehicle, which is an additional attractive asset for
maritime operators, and container and logistics
terminals.
A relative disadvantage turned out to be a large
unsprungmass–whichpromptstheAREXcompany
toconsider applyingthesolutionof thistypein e.g.
platformstransportingcontainersatunloadingsites/
ports,etc.,wherespeedsarerelativelylow,thequality
ofthetraffic‐bearingsurfaceisrelativelygood,anda
large torque is required due to the movement of
significant loads, and these are the features of the
DWH‐200electricmotorsdevelopedbyourcompany.
Anadditionaladvantageofsuchelectrifiedplatforms
may be the possibility of their autonomous control,
which will translate into increased safety of the
personnel handling the loading and unloading
operations due to reduction of the risk of ‘human
error‘ and the impacts of accidents, as well as will
increasetheworkingefficiencyintheport.[7]
2 TRANSPORTVEHICLEELECTRIFICATION
SYSTEM
In a conventional transport
vehicle with an internal
combustionengine,thesourceofmechanicalenergyis
fuel (gasoline, diesel oil, rarely gas), which is
subjected to explosive combustion, mainly with the
participation of oxygen from the air. An effective
alternative to internal combustion engines is an
electric drive characterized by high efficiency of the
drive
system,smallerdimensionsandhighdynamics
against the backdrop of a complete lack of exhaust
emissionsandnonoisegeneration.[6]
Againstthisbackground,theelectrificationofany
motor vehicle can be accomplished by replacing the
current internal combustion engine with an electric
motor or installing an additional complete electric
drivesystem.Atthesametime,theadditionalelectric
drivesystemcanbeinstalled,forexample,intheform
ofthemotorsmountedinthewheelsofthevehicle,in
linewiththeexistingdriveshaftorinthedrivingaxle
ofthevehicle.TheAREXcompanyproposestheuse
of
an electrification system for transport vehicles, in
which the electric motor transfers the torque to the
axle of the vehicle through the drive shaft. The
proposedtechnologicalsolutionenablesseparateuse
of the combustion drive driving the front wheels of
thevehicle,theelectricdrivedrivingtherearwheels
of
thevehicle,andbothdrivesactingsimultaneously
ingeneratingmode.[3]
Thelattersolutionmakesitpossibletochargethe
energy storages while driving with the use of the
internalcombustion engine, or to assistthe vehicle’s
braking and charge the energy storage during
braking, without losing part of the kinetic
energy
fromtheinternalcombustionengine.
Inaddition,animportantfeatureoftheproposed
solution is the ability to replace the energy storages
themselves,withouthavingtowaitlongforthemto
be charged during working hours. The discharged
409
energy storage can be recharged at night, using the
anti‐smogtariff,viaastationaryoron‐boardvehicular
charger.
Furthermore, introduction of autonomous control
to electric vehicles ensures possibility of their
operation around the clock 24/7 and even under
extreme weather conditions. Autonomous electric
vehicles will be able to
operate with significantly
lower exhaust emissions and noise levels than
conventional ones, and such ‘non‐conventional’
vehiclecanbeusedbyaseaportorlogisticsoperator
companytotransportgoodsbetweenwarehousesand
containerterminalsorduringstevedoringoperations.
Such approach shall add flexibility both to
completely new (greenfield) and
already operational
(brownfield)terminals,themaindifferencebeingthat
thelatterrequireautomationtobeadaptedtothepre‐
existing conditions and operations, while the
greenfieldsitesenablebroaderfieldofactions.[5]
2.1 A“classicapproach”withtheDCE‐200centralmotor
andtheSTS‐202powerinverter
The main
driving element of the “classic” electric
system developed by the AREX company is a
synchronous motor with permanent magnets
(neodymium), marked as DCE‐200, coupled with a
driveshaft(Fig.1).Itisan“inrunner”motorwithan
inner rotor and a stator bound to the outer casing,
intended to
be fitted as a central drive of a vehicle
withorwithoutatransmissionmechanism.
This engine can be used in both heavy and
automotive industry, to power passenger cars,
delivery vans, utility and special‐purpose vehicles.
TheviewoftheDCE‐200motorisshowninFigure1.
Themain
characteristicsoftheDCE‐200motorare
thefollowing:
highoperatingdynamics;
nominaloperatingvoltage500VAC;
nominaleffectivecurrent150A;
liquidcoolingsystem(water+max.50%glycol);
wide operating temperature range from‐40 to
+65°C;
four built‐in temperature sensors for
precise
controlofoperatingconditionsandliquidcooling
system;
rotationalspeedupto2800rpm;
torqueupto2400Nm;
built‐inrotationalspeedsensor;
efficiencylevelof96%;
operationindrivesystemswithdifferenttypesof
gears;
operation in a direct drive system (energy
efficiencyincreaseupto10%);
cooperationwiththeSTS‐202controller;
possibleoperationingeneratingmode.
Figure1. DCE‐200 permanent‐magnet synchronous motor.
Source:Arex
The 150 kW power inverter, marked as STS‐202,
has been developed to control the operation of the
DCE‐200motor(Fig.2).TheSTS‐202powerinverteris
designed to power and control the operation of AC
electricmachinesusedintheelectricvehicles,electric
working mechanisms, industrial equipment for
operationindifficultenvironmentalconditions,etc.
Currently,theSTS‐202powerinverterisproduced
in three versions: STS ‐202‐I – in IGBT technology,
STS‐202‐S–inSiCtechnology,andSTS‐202‐M–inthe
versionfortheminingindustry.
ThebasicpropertiesoftheSTS‐202
powerinverter
arethefollowing:
powersupplyvoltage0÷850VDC;
auxiliarypowersupplyvoltage7÷35VDC;
maximumoutputpower300kW;
peakeffectivecurrent400A;
compact, rigid housing made of anodized
aluminium, electrically insulated, protection
degreeIP67;
wide operating temperature
range from‐40 to
+105°C;
liquidcooling(water+max.50%glycol);
modernDSPandprogrammableFPGA;
built‐in protection systems against overcurrent,
overvoltage,undervoltage,temperature;
configurable inputs/outputs (5+2 signals (freely
configurableDIOorAIO0...32V,twosafetyinputs
–transistorsswitchingoff));
temperature
monitoringsystemofpowerinverter
andmotor;
dischargeDClinksystem;
Interlockprotection;
memoryandeventspreview;
communication protocols: 2xCAN, RS‐422
(service);
speedortorquecontrol;
advancedcontrolalgorithm(FOC)forpermanent‐
magnetsynchronousmotors(PMSM);
efficiencylevelof98%.
Thanks to this,
a wide diagnostics of parameters
and performed functions is possible using the event
recordingandviewingsystem.
410
Figure2.STS‐202powerinverter.Source:Arex
TheSTS‐202powerinvertercancooperatewiththe
synchronousmotorsinwhichthepositionoftherotor
isreadwiththehelpoftheresolverorHallsensors.
Inordertoconducttractiontestsofthedeveloped
andconstructeddrivesystem,theDCE‐200motorwas
integratedwiththeSTS
‐202powerinverterintherear
axledriveconfigurationofthePeugeotBoxervehicle.
Thesystemwaspoweredbytheenergystoragewitha
capacityofabout60kWhandanoperatingvoltageof
about 615 V obtained from the assembly of 192
LiFePO4 cells with a capacity of 100
Ah each. The
vehiclepreparedinthiswaywassubjectedtotraction
testsandtestsonavehicletestfacility,showingvery
promisingtractioncharacteristics.
The tests on a vehicle test facility had shown the
generated power over 150 kW and the torque
reachingupto2265Nm.
The results of
on‐the‐road tests are presented in
Table1.
Table1.Resultsofon‐the‐roadtestsofthedrivesystem
consistingoftheDCE‐200motorandtheSTS‐202power
inverter.
________________________________________________
Maximumspeedachievedover100km/h
Distancecovered105km
Energyconsumption50kWh
Averageenergyconsumption 476Wh/km
Estimatedrange(64kWhstorage) ca.130km
________________________________________________
Source:Arex
Real‐timespeedandpowercurvesreceivedduring
on‐the‐road tests are presented in Figure3. Positive
powervaluesrepresentvehicleaccelerationprocesses,
while negative ones are the processes related to
(regenerative)braking, where energyis accumulated
inthevehicle’sbatterystorage.
Figure3. Speed and power curves of the drive system
consisting of the DCE‐200 motor and the STS‐202 power
inverter.Source:Arex
2.2 A“perspectiveapproach”withtheDWH‐200in‐
wheelmotorandtheSTS‐203powerinverter
Aftersuccessfultractiontestsoftheabove‐mentioned
drivesystem,itwasdecidedtofocusonthenextstage
ofresearchanddevelopment–thedevelopmentand
implementation of a synchronous motor with
permanent
magnets (neodymium), designated as
DWH‐200.
It is an “outrunner” motor with an external,
rotating body, intended for installation in the wheel
hub of the vehicle as a direct drive. Also, an
appropriateSTS‐203powerinverterwasdesignedand
manufactured to be used together with this motor.
Bothdevices
areshowninFigures4and5below.
Figure4.DWH‐200permanent‐magnetsynchronousmotor.
Source:Arex
Figure5.STS‐203powerinverter.Source:Arex
ThePMSMDWH‐200drivemotorisdesignedfor
mounting in at least 17‐inch rim wheel as a direct
drive and is intended for installation in the drive
systems of industrial machines operated in harsh
environmentalconditions,utilityandspecial‐purpose
vehicles, motor vehicles, hydraulic devices, working
mechanisms, and other
specialized technical
equipment and machines. The design variants if the
DWH‐200motorenvisagedifferentmountingoptions
depending on the operational needs. The housing
material is aluminium or stainless steel, protection
levelIP65.
The main characteristics of the DWH‐200 motor
arethefollowing:
highoperatingdynamics;
nominal
effectivecurrent150A;
max.torque1000Nm;
nominalrotationalspeed1200rpm;
liquidcoolingsystem(water+max.50%glycol);
wide operating temperature range from‐40 to
+50°C;
built‐intemperaturesensors;
built‐inrotationalspeedsensor;
operationinawiderangeof
rotationalspeed;
operationindrivesystemswithdifferenttypesof
gears;
411
operation in a direct drive system (energy
efficiencyincreaseupto10%);
possibleoperationingeneratingmode;
efficiencylevelof96%;
connectionbox(3xhighpowerterminals–max.35
mm
2
Cu);
signal connector (4x Thermistor PTC, Resolver,
3xHall).
Thesecondbasicelementofthedrivesystemwith
the DWH‐200 motor is the 40 kW power inverter,
markedasSTS‐203.
TheSTS‐203powerinverterisdesignedtopower
and control the operation of AC electric machines
used
in the electric vehicles, electric working
mechanisms, and industrial equipment intended for
operationindifficultenvironmentalconditions.
ThebasicpropertiesoftheSTS‐203powerinverter
arethefollowing:
powersupplyvoltage0÷850VDC;
auxiliarypowersupplyvoltage7÷35VDC;
max.outputpower80
kW;
peakeffectivecurrent150A;
compact, rigid housing, electrically insulated,
protectiondegreeIP67;
operatingtemperaturerangefrom‐20to+50°C;
externalcooling;
modernDSPandprogrammableFPGA;
built‐in protection systems against overcurrent,
overvoltage,undervoltage,temperature;
configurable inputs/outputs (5+2 signals (freely
configurable
DIO or AIO 0...32 V, two safety
inputs);
transistorstechnology:SiC;
temperaturemonitoringsystemofpower inverter
andmotor;
dischargeDClinksystem;
Interlockprotection;
memoryandeventspreview;
communication protocols: 2xCAN, RS‐422
(service);
speedortorquecontrol;
advancedcontrolalgorithm(FOC)
forpermanent‐
magnetsynchronousmotors(PMSM);
efficiencylevelof98%.
First, a man‐driven prototype platform equipped
with in‐wheel motors of this type (DWH‐200) have
beenbuilt(Fig.6a),followedbytheirinstallationand
performance of practical tests as a rear drive of the
vehicle(3.5T)of
thePeugeot‐Boxertypeina4x2front
combustion drive configuration (factory) and a 4x2
rearelectricdrive(Fig.6b).
Figure6a.Aman‐drivenprototypeplatformequippedwith
thein‐wheelDWH‐200motor.Source:Arex
Figure6b. DWH‐200 motor mounted as a rear‐drive
configurationofthePeugeotBoxer.Source:Arex
Forsafeoperationofthemotor,theliquidcooling
with a maximum flow of 20 l/min of coolant at a
temperature below 65°C is necessary. At the same
time,theSTS‐203powerinverterispassivelycooled,
whichiscompletelysufficientforthepowerinverter
design with power modules in SiC
(silicon carbide)
technology.Forthecheaperversion based on silicon
technologywith IGBT modules,it is also possible to
implement active cooling after adding a special
coolingplate.[3]
2.3 Energystorage
As part of the works related to the aforementioned
project, two types of energy storages have been
developed
andmanufactured.
Thefirsttypewasthe10kWhbatterymodulewith
adjustableoutputvoltage,markedasBMU‐200,based
onLi‐ionNMC3.6Vcellsinthe18650standardwith
acapacityof3Aheach.
In order to build thedesired current and volta ge
capacity, a parallel connection
into a set of battery
modulesisused.Theconnectionsafetyisensuredby
a2‐directionalDC/DCconverterwithapeakpowerof
30 kW built into each battery module. The
programmable DC/DC converter allows you to
maintainaconstantoperatingvoltageontheDCLink
of the powered
device (e.g. power inverters
controlling motors), regardless of the voltage of the
batterycellmodule.
The use of an intermediate converter gives full
security when connecting battery modules in a
configuration with a scalable capacity. In addition,
thanks to the use of a converter, it is possible to
combine energy storage
devices made in different
technologies (chemistry) of cells, with different
nominaloperatingvoltagesandwithdifferentusage
histories.
Thus, the basic properties and advantages of the
BMU‐200batterymodulearethefollowing:
built‐inDC/DCconverterenablingawiderangeof
outputvoltage;
possibility of flexible parallel
connection with Li‐
Ionbatterymoduleswithdifferentoutputvoltage,
SOC,SOH,DOD;
the module is prepared for mounting in a rack
equippedwithquickconnectorsforeasyassembly
anddisassembly;
modulardesignenablingtheuseof1to8modules;
412
compact,rigidhousingensuringsafetyintermsof
mechanicalandthermalworkingconditionsofthe
module,protectiondegreeIP65;
wide operating temperature range from‐40 to
+60°C;
thermalliquidconditioning;
multi‐stage, built‐in protection systems:
overcurrent, overvoltage, undervoltage,
temperature;
safety inputs (stop of the
converter operation,
disconnectionofcontactors);
pre‐chargingsystem,HVfuse,safetycontactorson
bothpolesofthemodule;
protectionagainstreversepolarityoftheauxiliary
powersupplyvoltage;
measurement of the voltage and current of the
module, measurement of the voltage on the cell
side;
advanced
cell operation control system –
measurement of temperature, voltage, current,
estimationofSOC,SOH,DOD,limitvaluesofload
currents;
passivebalancingofcells;
memoryandeventspreview;
communication protocols: 1xCAN for the master
device,1xCANforparallelconnectionofmodules,
1xRS‐422forservicepurposes;
efficiency
levelupto98%.
Figure7.TheinterioroftheBMU‐200batterymodulewitha
maximum capacity of 15 kWh, operating voltage of 600 V
controlledbyabi‐directionalDC/DCconverterwithaload
capacityofupto30kW.Source:Arex
The above‐mentioned BMU‐200 battery module
has a higher energy density, but is also a more
expensivetechnology.
Therefore,theAREXcompanyhasalsodeveloped
asecond,lessexpensivetypeofenergystoragebased
on proven prismatic cell technology, namely the 10
kWhbatterymodule,markedasBMU‐202.
The
BMU‐202 battery module has the following
features:
modulardesign;
the module is prepared for mounting in a rack
enablingeasyassemblyanddisassembly;
compact housing ensuring safety in terms of
mechanicalandthermalworkingconditionsofthe
module,protectiondegreeIP44;
wide operating temperature range
from‐40 to
+60°C;
integratedBMSenablingpassivebalancingofcells;
advanced cell operation control system –
measurement of temperature, voltage, estimation
ofSOC,SOH,DOD,limitvaluesofloadcurrents;
HVfuseintegratedwiththeserviceswitch;
communication protocols: 1xCAN for the master
device.
Figure8.TheinterioroftheBMU‐202batterymodulewitha
maximumcapacityof10kWh,madeofLiFePO4prismatic
cellswithacapacityof60Aheach.Source:Arex
Additionally, as part of the research and
development project, an on‐board DC/DC (HV/LV)
converter1.5kW(12V)/3.0kW(24V)wasdeveloped
andmanufactured,markedasPSU‐203.ThePSU‐203
DC/DC converter is designed for powering the low
voltage(LV)on‐boarddevicesfromhighvoltage(HV)
battery
power source,сharging lead batteries in
CC/CVmodes,andbufferoperationwith12/24Vlead
battery with charging function in accordance with
programmed charging characteristic and battery
parameters monitoring (voltage, current,
temperature).
ThebasicfeaturesandadvantagesofthePSU‐203
DC/DCconverterarethefollowing:
various working modes: power
supply, buffered
powersupply,batterycharger;
CC/CVchargingmodes;
scalable output power and possibility of parallel
connection;
highstabilityofoutputcurrentandvoltage;
liquidcooling(water+max.50%glycol);
possibility of cooperation with the superior
system;
modernDSP;
dedicatedtoleadbatteries;
function of compensation of voltage drop on DC
cables;
temperaturecompensationofthechargingvoltage;
programmablebatterychargingcharacteristics;
built‐inprotectionsystems:short‐circuit,overload,
voltage,reversepolarity,temperature;
communication protocols: 2xCAN, RS‐422
(service);
registerofeventsandalarms;
wide operating
temperature range from‐40 to
+70°C;
efficiencylevelof94%;
housing material: painted, anodized aluminium,
protectiondegreeIP67.
413
Figure9.PSU‐203on‐boardDC/DCconverter.Source:Arex
Thankstotheproventechnology,thePSU‐203on‐
boardDC/DCconverterensuresthesafetyofDC/DC
(HV/LV)1.5kW(12V)/3.0kW(24V)powersupply.
3 CONCLUSIONS
As a result of traction tests of electric drive systems
developed as part of the research and development
project,wecometo
thefollowingconclusions:
1. The car manufacturers and integrators from the
automotive industry are increasingly paying
attention to the use of electric drive system
technology in their products, thanks to such
operational advantages as the lack of exhaust
emissionsandnoiseattheplaceoftheiroperation,
high operating dynamics
and high torque
generated by the engine in full speed range, low
operatingcosts,simpledesignandasmallnumber
ofmechanicalcomponents.
2. Thepositivesynergisticeffectsofusinganelectric
drive system can be even better when electric
machinesmountedinthewheelsofthevehicleare
used for
the drive. A direct in‐wheel motor
mountingincreasesvehicleefficiencyandpayload
byeliminatingtorquelossgeneratingcomponents
such as gearboxes, mechanical transmissions,
differentials, drive shafts and gear shafts. The
eliminationoftheseelementshasapositiveeffect
onreducingtheweightofthevehicle,contributing
to the reduction
of cost spent on vehicle
production and environmental protection. In
addition,itincreasestheusableareaofthevehicle,
whichisanadditionalattractiveassetformaritime
operators,andcontainerandlogisticsterminals.
3. A relative disadvantage of using direct electric
drives – the in‐wheel motors – turns out to
be a
large unsprung mass, which, however, will not
cause significant awkwardness in case of using
such solutions in e.g. platforms transporting
containers at unloading sites / ports, etc., where
speedsarerelativelylow,thequalityofthetraffic‐
bearing surface is relatively good, and a large
torque is required
due to the movement of
significantload, and these are the features of the
DWH‐200electricmotorsdevelopedbytheAREX
company.
4. Thefinaleffectoftheworksrelatedtotheprojectis
thecreationofacomprehensivesolutionenabling
the so‐called integrators to perform easy
construction of
electric vehicles, especially
transport ones, but also specialized vehicles for
servicestations,repairteamsorgroupsworkingat
unloading sites / ports to perform various
specializedloadingandunloadingoperationsand
increase the efficiency of work in the port,
including such activities achieved through the
prospective development of electrified platforms
to the level of remotely controlled vehicles and
evenautonomoussystems.
To summarize, years of experience of the AREX
company dealing with a number of various
innovativecompletedprojectshaveledthecompany
to become an expert in the field of projects
implementation, which gives us the basis for setting
further
ambitious goals in the electromobility,
envisagingthefollowingsteps:
1. Establishment of non‐binding collaboration with
the Baltic Container Terminal Gdynia for precise
investigation of possibility to implement the
electromobility solutions for cargo handling
operations.
2. Teaming‐upwithhighereducationalinstitutionsin
the sphere of development and further
implementation
ofsystemsforautonomouscontrol
ofthepresentedelectricalplatforms.
ACKNOWLEDGEMENT
The project is funded by the European Union under the
European Social Fund under the Smart Growth Regional
Operational Program 2014‐2020, project number:
POIR.01.01.01‐00‐0075/17.
REFERENCES
[1]ŁebkowskiA.Elektrycznepojazdyciężarowe–przegląd
technologii i badania wybranego pojazdu. Zeszyty
Naukowe Akademii Morskiej w Gdyni, 98/2017, 157–
166.
[2]WiśniewskiG.IIIKongresElektrykiPolskiej.Inżynieria
elektryczna w transporcie. Zastosowanie elektrycznego
układu napędowego do elektryfikacji samochodów
dostawczych.
[3]Wiśniewski G.,
T. Buda. 2019. Seminarium SEP w
ramach Międzynarodowych Targów Kolejowych
TRAKO 2019. Zastosowanie elektrycznego układu
napędowego do elektryfikacji samochodów
dostawczych.
[4]Sprawozdanie merytoryczne z projektu realizowanego
ześrodków Unii Europejskiejw ramach Europejskiego
Funduszu Społecznego w ramach Regionalnego
ProgramuOperacyjnegoInteligentnyRozwój2014‐2020,
numerprojektu:POIR.01.01.01
‐00‐0075/17.
[5]Deutsche Gesellschaft für Internationale
Zusammenarbeit(GIZ)GmbH,Analysisandassessment
of energy efficiency in automated container terminals,
Beijing,2020–pages16‐17.
[6]Hugo A. DeCampos, Electrification, autonomous
driving, blockchain and in‐home delivery: game‐
changers in today’s world of transportation and
logistics. LOGISTIC INFRASTRUCTURE DOI:
10.26411/83‐1734‐2015‐2‐38‐1‐18
[7]D V Zeziulin , D Yu Tyugin, A V Tumasov, R A
Dorofeev, E A Fadeev, Development of Commercial
ElectricVehiclesPlatformsAdaptedfortheUseofSelf‐
Driving Systems. International science and technology
conferenceʺEarth scienceʺDOI:10.1088/1755‐
1315/272/3/032060