![]() ![]() Galvanic isolation is not necessary, and a specific crash protection is not needed thanks to the low voltage level.The key innovations to achieve the desired cost breakthrough are: A power of 15 kW can likely be achieved with a 48 V system, making it possible to take advantage of low cost 48 V components.įigure 2 Ghost view of the car showing the installation of the hybrid components At an e-motor power of 15 kW between 80 % (highway) and 95 % (urban) of the total deceleration power can be stored in the battery. The general trend is that more energy can be recovered at higher e-motor powers, but the potential energy that can be recuperated depends on the power rating of the e‑motor and the type of drive cycle. ![]() Figure 5‑2 shows the percentage of the energy that can be recovered during vehicle deceleration for different drive cycles versus the electric (e-) motor power. However, given an efficient energy management, a rather limited electric power does offer the opportunity of significantly reducing the CO 2 emission at lower costs than conventional hybrids. An electric motor working at a lower voltage inherently delivers less peak power and can, consequently, also recover less energy. The benefit of a hybrid vehicle is (mainly) that it can recover energy during vehicle deceleration (i.e. Many hybridization solutions are known at high voltage (~200V), which need specific components that are protected against electric hazards, making them relatively expensive. The motivation for developing a 48 V hybrid vehicle is to see if this technology can lead to a cost breakthrough compared to regular (higher voltage) hybrids. Class C passenger car – Renault Megane Content ![]()
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |