The aXcessaustralia One car was also a unique model in that no recognised carmaker was involved at all. It wasn’t determined by any design goal but was instead an extraordinary commitment to design a car around products and services offered to the project by each participating company.

Millard Design Australia had to turn the conventional design process inside out while products and manufacturing services provided had to be from existing technology or technology available within three to five years.

Design work first started in the second half of 1996 based on major components such as the engine, transmission and driveline. There were literally hundreds of initial concept drawings with five shortlisted and developed into 30% scale models.

The body design of the prototype used an exoskeletal, external frame one-piece composite construction to support all the body panels and doors. Its hollow carbonfibre frame was produced from a plastic-faced synthetic gypsum mould that used a unique system of expandable mandrels. At just 69 kgs, the composite structure was bolted and bonded to the steel sub-frame that carries the engine, transmission and suspension components.

The car had an air quality sensor which could maintain acceptable air quality within the car. If the air was polluted, the ducting would be automatically switched to recirculating air until quality improved.

Put the car’s gear selector to ‘Park’ and the handbrake automatically engaged on all four wheels. The Banksia parkbrake, manufactured by PBR Automotive used 60% less components than conventional systems. It also had a lightweight single shoe design.

Venture Asia Pacific produced 2 mm thick carbonfibre body panels that mirror sheet metal in fit and strength. The one-piece panels were easily removed to expose internal workings.

The doors used an interlocking clam shell system by Millard Design Australia. Four single-hinged opened and closed sequentially through sophisticated electronic and optical controls. The doors – hinged at the rear – were operated by electric linear motors which require no manual force.

The engine in aXcessaustralia one was a supercharged 2.3 litre, 2-stroke in-line six manufactured by Orbital Engine Corporation. Its dry weight was 120 kgs, approximately 75% of the weight of a conventional 4-stroke ‘six’.

The car was equipped with an ‘EV-Alert’ system patented by Vehicle Early Warning Systems Pty. Ltd. The system activated an LED pulsing amber light and audible warning when the car approached within 300 metres of hazards such as emergency vehicles, rail crossings …even accident black spots.

The adjustable steering was a novel system designed and patented by Steering Systems Australia. It had a lightweight column that used a compound tilt mechanism known as a ‘compound tilt’ which allowed for infinite adjustments on every plane.

VDO Australia was responsible for a extremely slim instrument cluster that weighed less than one kg and was just 58 mm thick.

The lights came from Hella Australia with a ‘state-of-the-art’ slimline combination design. This incorporated a clear lens turn indicator, a projector type low beam and halogen high-beam spot light. The interior mounted, centre stop lamp had an innovative LED system with low current draw, low voltage drop and even light distribution.

The mirrors, both inside and out, were also innovative. Made by Britax Rainsfords, the exterior ones (only 700 gms each) contained a temperature sensor, turn signal lamp and the antenna for the passive entry system. The interior mirror had photo sensors in front and at the rear that enabled it to self-dull in intense light.

Bosch Australia designed a voice control system able to recognise 35-40 verbal commands that activated functions including gear selection, temperature control, CD and radio station selection, to start and stop the engine – even open and close doors!

The aXcessaustralia one car is still in existence but used more for display purposes to inspire industrial students to join the automotive industry.

The petrol internal combustion engine itself is an innovation and was developed by CMC Power Systems. Of 1.4 litre displacement, the all-aluminium engine (called a ‘Scotch Yoke’) is a horizontally-opposed 4-cylinder design which is exceptionally compact and light (75 kgs). The compactness comes not only from the layout but also having the crankshaft moving within a slot in the centre of the con-rod. This arrangement makes for improved combustion efficiency and efficient low-vibration operation. The engine is also suited for stop-start running that would be typical for a HEV. Maximum power from the engine is 60 kW(81.6 kW) at 5500 rpm. The engine is only used for generating electrical power which is stored in lead-acid double-impact gel-type batteries. The battery pack provides enough energy for the electric motor to run for 20 minutes continuously, but under normal operation, the batteries would be periodically recharged as the car is in motion.

One of the advancements in hybrid powertrain technology that is found in aXcessaustralia LEV is the use of Supercapacitors. Commonplace in telecommunications devices, supercapacitors have never been used in high-power applications until now. Those in the car were developed by CSIRO and use a carbon coating in an organic electrolyte to form what is termed a “double-layer capacitor”. This new technology is claimed to deliver some of the highest capacity-to-power ratios reported anywhere in the world and gives the aXcessaustralia LEV an unique advantage compared to other HEVs.

The energy storage system is unique and part of the Surge Power Unit (SPU) which includes the Supercapacitors. The SPU absorbs rapid bursts of energy created during braking and then provides the surge of power needed for acceleration. This means that even though the engine is small, it is more than enough for acceptable performance and also to run efficiently.

The energy is used to power the water-cooled 300V Electric Traction Motor (ETM) which uses a new switched reluctance motor technology that was specifically developed for traction applications. Torque is impressive – 300 Nm – while the available power is 110 kW (150 bhp), which would give the aXcessaustralia LEV respectable performance. With electronic systems, it can be programmed to have various characteristics and in the aXcessaustralia application, it is programmed to give a wide constant power characteristic, thus eliminating the need for a mechanical gearbox. In fact, there is no gearbox at all and the motor simply runs fast or slow, according to the pressure on the accelerator pedal.

It would be evident that power controllers take up a huge amount of space in the car. This is, however, due to the fact that the unit is the only one built and miniaturisation would be far too costly for the purpose. Nevertheless, if mass produced, the power controllers could be as small as a normal briefcase.

The water pump is also unique and extremely practical in design because it is not driven by a fan belt or the engine; it draws no horsepower and is draws operating power from the battery pack.

Axcessaustralia LEV is an unusual concept car in that it was not developed by any automaker; it is, in fact, a ‘national car project’ for Australia and is the joint effort of Australia’s automotive components industry and the Australian government via its national research agency, CSIRO. The objective of such a project is to promote Australia’s component makers through a ‘rolling showcase’ that takes the form of a hybrid-electric car with an eye towards the future.

The aXcessaustralia LEV is actually a follow-up of the original aXcessaustralia concept car which made its debut in 1997. ‘aXcessaustralia one’, as the previous project is now called, was also intended as a showcase of Australian automotive technologies and brought A$730 million of new export business for the country. It was widely recognised as a shining example of government and industry collaboration (but without political undertones) that also demonstrated the technological excellence and competitiveness of the country’s automotive industry.

For aXcessaustralia LEV, a not-for-profit company known as aXcessaustralia Projects Ltd was established to manage the project which has 111 participants, all Australian companies or subsidiaries of global suppliers based in Australia. Funding to the tune of about A$12 million came from the Australian government, the figure matching the amount contributed by the participants.

ENVIRONMENT-FRIENDLY
While aXcessaustralia one was essentially a collection of components and technologies in an advanced design, the latest aXcessaustralia LEV addresses the issue of global warming in particular emissions of ‘greenhouse gases’. Australian suppliers aim to show, through the concept car, that they have advanced and ready-to-go technological and affordable solutions that can be used for future low emission vehicles.

Thus, aXcessaustralia LEV has a hybrid powertrain like Toyota’s Prius and Honda’s Insight. Hybrid electric vehicles (HEVs) are considered as being a practical (albeit transitional) solution to reducing vehicle emissions as they do not require much investment in additional public infrastructure; they can continue to use petrol supplies and also obtain electrical supply from domestic outlets. Because the aXcessaustralia LEV can be charged by an external source, it qualifies as a “second-generation” HEV under European definitions.

However, aXcessaustralia differs from the Prius and Insight in that it does not use its 1.4-litre petrol internal combustion (IC) engine – mounted under the boot – for propulsion. Only electric motor under the bonnet powers the front wheels and the IC engine is used to generate electricity for the batteries.

The batteries (situated under the rear seats) are specially-developed lead-acid types configured as a 60V pack optimised for HEV usage where they may spend considerable time partially discharged. As battery technology continues to evolve, particularly for HEV and EV use, the batteries in the aXcessaustralia LEV are not necessarily the final solution. However, at this time, they have been chosen because of cost and the use of ‘supercapacitors’ enables very high rates of energy absorption and delivery very quickly. The combined system is referred to as a Surge Power Unit and the batteries are said to be able to last as long as the car.

For any HEV to be considered acceptable, reasonable performance levels are important. The target for the aXcessaustralia LEV was to offer performance that would be comparable to a conventional car of equivalent size. Its top speed is claimed to be 140 km/h and it can accelerate from standstill to 100 km/h in 10 seconds. A full tank of fuel in the 32-litre tank can last for 600 – 700 kms, about 50% lower than conventional cars and the pollution levels are claimed to be 90% lower.

STYLING
The bodystyle was conceived by Radial Pacific and has the form of a 4-door semi-fastback with a rear glass window that pops open. About the size of a Nissan Sentra, it is not radical but looks like the sort of styling that would not be out of place for the rest of this decade. Combined with crisp and contemporary feature lines in its general styling, the car is a reflection of current studio trends.

The Australian theme was developed by examining the images and feelings of the country’s unique Great Barrier Reef. The aquatic greens, coral purples, blue lighting and coordinated features are truly a reflection of the Australian environment and provide one of the most initially striking features of the car. This scheme is reinforced by “wave and shell lines” plus “fish and fin” shapes which, although subtle, lend a peaceful feeling to the interior.

An interesting feature is the provision of a fixed sunroof on the rear section of the roof – nice for climates where sunshine is not as fierce as Malaysia but probably impractical here!

If you study the pictures closely, you will note that there are no door handles! The novel approach taken has been to use sensor technology and the doors are unlatched by pressing a pad in a depression on the window sill.

At the rear, a flap in the bumper provides access to the socket for plugging in a cable to charge the batteries. It is a standard socket and a normal 240V supply is acceptable. The fuel filler opening is also under this flap and about 300 mm from the electrical socket – which seems rather dangerous as sparks could ignite the petrol fumes.

LIGHT AND STRONG
With regard to safety, the aXcessaustralia LEV’s steel body – the whole car weighs 1,375 kgs – is said to use a proven crash-tested structure with steel panels formed in innovative low-cost tooling. Carbonfibre composite panels are used for the removable front sections and other panels. BHP’s “Bake Hardenable Steel” is used and this is said to have increased dent resistance with reduced thickness. It saves more than 25% of the weight in the car’s outer panels, a crucial saving to meet the performance targets.

But the car itself has never been crash-tested and does not meet Australian Design Rules. Not that it needs to since it is not meant to be a production car although any manufacturer that does like the design enough to want to produce it can acquire the rights for a price. As designed, it is estimated that a car like the aXcessaustralia LEV would cost around A$25,000 if mass-produced. The components are, however, fully compliant with international safety standards in both operation and manufacture.

The car has a 4-wheel disc brake system incorporating ABS mounted on a magnesium bracket. A unique park brake assembly has a single shoe design situated within the hat section of the rear rotors. The braking system also includes aluminium calipers and a world-first lightweight plastic vacuum canister.

To complement the exterior design and features of the aXcessaustralia LEV are unique two-piece light and strong wheels made from aluminium and magnesium. South Pacific Tyres supplied, designed and constructed the 50-series low-profile, low rolling resistance 6×18 tyres. These tyres were specifically designed to reduce rolling friction and so conserve energy without loss of adhesion.

G-Force Australia’s suspension stabilising system was used to enhance the inherent stability of the vehicle without compromising its design or implementation. The system ensures that the vehicle adapts easily to varying road conditions. A pendulum operation adjusts the car to spread the load to all four wheels which reduces roll and pitch.

INSIDE THE CAR
The interior of the car is also innovative with advances in information technology and telemetry. Three GPS navigation systems have been installed (because there are three different participants!) and the car has the necessary equipment to function as a mobile office. The audio system has an advanced speaker design and small monitors on the dashboard and behind the front seat head restraints can show movies from a DVD drive fitted inside the rear centre armrest.

The instrument cluster provides vehicle information for the driver and has a ‘‘black-face’’ system with integrated information systems using a scrolling menu display in addition to conventional information such as fuel, speed and state of charge. A sensor system located in the instrument cluster monitors the ambient external light and turns headlamps on and off as necessary.

Apart from the usual safety features, the car also has a device (developed by an Australian company, Compumedics) which determines driver alertness. Sensors in the driver’s seat and steering wheel detect the driver’s movements and grip. From feedback, it can be ascertained if the driver is alert and if not, an alert will sound. The system is a “live” system which can be set for the metabolism of different persons.

Autoliv supplied a number of safety items including the pretensioning, load limiting seat belts tuned to provide optimum safety together with the airbags. New Autoliv designed and made inflatable leg protectors assist the side airbags and front occupant air bags to keep occupants safe in a collision.

One of the problems facing HEV and EV design is the provision of air-conditioning which is expected by motorists these days. Conventional a.c. systems require a lot of power to operate and depend on engine power to run the compressor. With the aXcessaustralia LEV, an electric a.c. system is fitted, thereby overcoming the problem that has bugged engineers for a long time. Incidentally, the rack and pinion steering system also has electrically-powered assistance.

The aXcessaustralia LEV, which took 12 months to design and build, is being shown to manufacturers in many countries, including Proton and Perodua, and is expected to create A$1 billion in new export business.

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