Alternativni pogoni, sistemi i komponente

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NexT
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Re: Alternativni pogoni, sistemi i komponente

Post od NexT » 06 Okt 2012, 13:37

Ali Prius ne trosi manje, pogotovo ako zuris negde :D

Pritom vozis ruzni trolejbus od 2 tone :kezo:

Floyd
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Re: Alternativni pogoni, sistemi i komponente

Post od Floyd » 06 Okt 2012, 13:52

Meni se covek, koji ga vozi, hvali da trosi manje po gradu nego bilo koji dizel koji je vozio.
Ja iskreno neznam niti me zanima jer ga ja ne bih vozio ali samo kazem da to ne kupuju ljudi zbog ekoloske svesti.

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Laki021
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Re: Alternativni pogoni, sistemi i komponente

Post od Laki021 » 06 Okt 2012, 13:58

Trosi on manje po gradu u voznji nije to sporno. Al to i dalje ne znaci da je ekoloskiji.

Takodje da kazem jos jednu zanimljivost, koja se prakticno ne pominje.

Znate i sami da mnogi proizvodjaci koriste sve vise aluminium kako bi pravili laksa te ekonomicnija vozila. E ima tu jedno ali :) Za aluminiumske delove da bi se napravili potrebno je uloziti mnogo vise energije nego za obicne. Tako da iako aluminiumski auto manje trosi kada se vozi, samo da bi anulirao onu razliku u proizvodnji on treba da predje 200 000km (ne drzite me za rec za tacnu cifru), tek nako toga zaista pocinje da stedi.
Ovo isto vazi i za karbonske delove, stim da je jos veca razlika.

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NexT
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Re: Alternativni pogoni, sistemi i komponente

Post od NexT » 06 Okt 2012, 14:00

Floyd je napisao:Meni se covek, koji ga vozi, hvali da trosi manje po gradu nego bilo koji dizel koji je vozio.
Ja iskreno neznam niti me zanima jer ga ja ne bih vozio ali samo kazem da to ne kupuju ljudi zbog ekoloske svesti.
naravno, u normalnoj voznji. Ja rekoh, ako zuris :D

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mr.Big
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Re: Alternativni pogoni, sistemi i komponente

Post od mr.Big » 06 Okt 2012, 14:25

Laki021 je napisao: Za aluminiumske delove da bi se napravili potrebno je uloziti mnogo vise energije nego za obicne.
Da, ali u Kini, Srbiji ili C.Gori gde je cena el.energije zanemarljiva stavka, tj može da se eskivira...

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Laki021
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Re: Alternativni pogoni, sistemi i komponente

Post od Laki021 » 06 Okt 2012, 18:15

Pricam cisto o energetskoj isplativosti, ekonomska racunica je jos komplikovanija tema.

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Xepoj87
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Re: Alternativni pogoni, sistemi i komponente

Post od Xepoj87 » 06 Okt 2012, 18:35

Floyd je napisao:Niko to ne kupuje zato sto je ekoloski proizvod nego zbog subvencija drzave i manje potrosnje ;)
Ono jeste da ce neko onako usput da kaze da je npr. Priusa kupio zato sto malo zagadjuje ali realno, sumnjam da nekog iskreno zabole za ekologiju...

Istina, postoji mali broj ljudi koji imaju svest o ekologiji (zeleni) ali veruj mi da oni nisu neobrazovani...ovde znam neke i mogu da ti kazem da koriste biciklu kad god je to moguce a u ostalim slucajevima (kad putuju daleko) voz.
Nisi ni svestan koliko gresis...
Najjace trziste hybrida je upravo Amerika kojoj su prodali tu pricu o ekologiji,a koje boli uvo za potrosnju...
Veče u kome se svi slazu je protraceno.
Prvi znak gluposti je potpuno odsustvo stida.

Floyd
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Re: Alternativni pogoni, sistemi i komponente

Post od Floyd » 06 Okt 2012, 19:53

Ma pusti amere...oni nisu relevantni za neku ozbiljnu diskusiju o auto industriji a jos manje o ekologiji.
Boli ih za potrosnju a onda odjednom postanu zabrinuti za ekologiju pa kao zato kupuju Priuse.

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mr.Big
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Re: Alternativni pogoni, sistemi i komponente

Post od mr.Big » 06 Okt 2012, 20:09

To je tamo pozeraj...

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Geza
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Re: Alternativni pogoni, sistemi i komponente

Post od Geza » 09 Okt 2012, 18:10

Full charge in 15 minutes on the next electric Renault
http://www.cnetfrance.fr/cartech/rechar ... 783352.htm

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To recharge a battery faster, just increase the power of the electric current charging station. Problem that damages the batteries, but Renault has a solution.

This project developed by ultrafast charging Renault VELCRI is called, it is supported by the Agency for Environment and Energy Management (ADEME). This is a realistic study since the French manufacturer has already announced that the technology will arrive with the next generation of electric cars that we already outlined the Next One prototype .

Its designers have left the main problem of fast charge, namely heating. Indeed, when a battery is recharged quickly with a strong current, it heats up and it degrades the electrodes. By controlling the temperature of his cell, it would be possible to perform the operation without reducing the duration of life of the battery.
For this, Renault's engineers have achieved a cooling liquid in the battery journeying between the cells that constitute it. With a current of 86 kW (against 43 kW fast charging current and 10 kW for a slow charge), the battery would be maintained at a temperature between 20 and 45 degrees Celsius. With this method, a battery Fluence ZE (22 kWh) would be recharged in 15 minutes without degradation.

Another advantage is that the system Cameleon Renault accepts the amperage which means that this ultra-fast charging can be performed ac and therefore with less terminal less expensive to manufacture. Renault estimated at around 10,000 euros.
To facilitate its introduction, this type of charging is dealing with the same shape as the European standard connectors with just expanded.
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Re: Alternativni pogoni, sistemi i komponente

Post od dragvorl » 16 Okt 2012, 18:13

SlikaSlika
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Geza
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Re: Alternativni pogoni, sistemi i komponente

Post od Geza » 25 Nov 2012, 22:44

Najgore je svađati se sa budalom. Prvo te spusti na svoj nivo, a onda te dotuče iskustvom...
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Geza
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Re: Alternativni pogoni, sistemi i komponente

Post od Geza » 11 Dec 2012, 11:51

Istorijat BMW-ovih električnih automobila.

BMW 1602 Electric (1972) / LS Electric (1975)

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It all started in 1969 when BMW chose the successful 02 Series to begin research on the suitability of an electric drive for everyday cars.

The electric drive consisted of a Bosch-developed shunt-wound motor with a maximum output of 32 kW (43HP) and 12 standard 12V lead-acid Varta batteries placed on a pallet. At 350 kg, the battery pack was quite heavy, but it could be replaced by a freshly charged one, while even back then, the electric motor also worked as a battery generator.

The two prototype 1602 Electric cars that were built were used as support vehicles during the Olympics, though, it was clear that the limited range (30 km/19 miles) in city traffic, among other things, made them a first attempt rather than a feasible solution.

In June 1975, BMW made the second step towards electro mobility, though, it chose to keep it a secret at that time: it took a discarded LS and created a new experimental electric vehicle.

The 1602’s shunt-wound motor was replaced by a new DC series motor, again developed by Bosch, and the battery pack consisted of 10 Varta lead-acid batteries with centralized water topping and degassing.

The experimental LS was the first vehicle with a charger and leads that allowed the batteries to be recharged by a standard socket in 14 hours.

BMW 325iX (1987-1990)

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In 1981, BMW launched the “electric car with high-energy battery” project that resulted in eight 325iX cars being used to test a brand-new, maintenance-free sodium-sulphur battery developed by Asea Brown Boveri for use in electric vehicles.

This battery had an energy density three times greater than that of lead-acid ones and, for the first time, the increased weight and other drawbacks of EVs looked like they could be mitigated.

The eight experimental BMWs were converted from all- to front-wheel drive. A new feature was an electronic drive management for monitoring and regulating the battery pack’s charging, which was placed next to the electric motor.

BMW’s R&D department decided to test those prototypes in the real world. Thus, a 3-Series Touring was used by the German postal service as a delivery vehicle, while other cars where provided to state and local authorities.

BMW E1 & E2 (1991-1993)

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The new sodium-sulphur batteries showed much promise, so research continued. Instead of modifying an existing vehicle, however, BMW Technik GmbH was ordered to develop an electric vehicle from the ground up.

Ten months later, the compact BMW E1 concept was displayed at the 1991 Frankfurt Motor Show and a version developed for the U.S. market, named E2, was launched at next year’s LA Show. Keeping weight down was crucial, so the body was built from extruded aluminum sections and the outer skin from recyclable plastic, with the hood and the boot lid made out of aluminum.

The battery pack was placed under the rear seats and the in-house developed electric motor was integrated, along with the transmission, in the rear axle. Charging times went down to just six hours from a mains socket and two hours from a special station, while range was up to 160 km (100 miles).

In 1993, an improved variant of the E1 was launched at Frankfurt, featuring the “ZEBRA” sodium-nickel chloride batteries that improved driving range and performance.

BMW 325 / BMW electric (1992-1997)

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By the early 1990s, BMW was really pursuing electro mobility. The E36 3-Series was the basis for 25 experimental vehicles. Eight of those cars took part in the world’s largest public field trial that had the backing of the German Federal Ministry of Research and Technology, while six joined the Bavarian State Government fleet.

Issues with the sodium-sulphur batteries forced BMW to replace them with sodium-nickel chloride units from the E1 concept. During the project’s development, electric motor output reached 45 kW (60HP) and quick charging allowed a 75 percent battery charge to be attained in just 40 minutes.

MINI E (2008-)

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By the end of the 21st century’s first decade, BMW had made strides in its EV research. Thus, no less than 600 (!) all-electric Mini E cars were provided to selected customers, both private and corporate, first in the U.S. and later in Europe.

The powertrain consisted of a 150 kW (200HP) asynchronous electric motor and a 35 kWh lithium-ion battery pack. It was good enough for a 8.5-second 0-100 km/h (0-62 mph) sprint and a range of 250 km (155 miles) and the data gathered from everyday use were channeled into the development of what was at the time known as the BMW Megacity Vehicle.

BMW ActiveE (2010-)

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Nearly a year after the Mini E test fleet commenced testing, BMW unveiled the Concept ActiveE prototype. Based on the 1-Series Coupe, it was created to test pre-production versions of the components that would make it in the Megacity city car.

More than 1,000 test vehicles were built, powered by a 125 kW (167HP), 250 Nm (184 lb-ft) electric motor. The newly-developed lithium-ion battery provided a range of nearly 160 km (100 miles) in everyday use and all components, which were developed in-house, were designed so as not to compromise interior space.
Najgore je svađati se sa budalom. Prvo te spusti na svoj nivo, a onda te dotuče iskustvom...
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Geza
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Re: Alternativni pogoni, sistemi i komponente

Post od Geza » 23 Jan 2013, 10:23

Najgore je svađati se sa budalom. Prvo te spusti na svoj nivo, a onda te dotuče iskustvom...
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snork
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Re: Alternativni pogoni, sistemi i komponente

Post od snork » 24 Jan 2013, 01:37

Baš sam se pitao kada će neka firma početi da koristi komprimovani vazduh kao alternativni pogon. :) Mnogo je bolji od akumulatora, jer je sistem jeftiniji i večno traje (ne degradira se sa brojem punjenja/pražnjenja). Takođe, pneumatski motor je lakši od električnog (koji ima gomilu gvožđa i bakra). Kao i kod električnog, moguće su razni režimi punjenja, kao i korišćenje energije kočenja ili nizbrdice.
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