Future of the diesel?
Good article from Ward's Auto that gives a good global overview on the diesel market with interviews from big brand executives. Interesting commentary that electric powertrains are angling to repla...
Forum Discussion
DC Electric motors can have up to or over 300% torque at ZERO RPM vs
any ICE that has ZERO torque at zero RPM...nature of that beast (laws of physics)
And that, that electric motor torque curve is FLAT...main issue is with the max RPM...electric motors do not have the high RPMs folks are used to with ICE's. There are specialty electric motor that can, but they are expensive and their duty cycle is low...or if they will make a brushless DC motor where you can weaken the field...then very high RPMs can be attained...down side is reduced torque
Burbman is right on the power source. Saline batteries are of great interest to me in this regard, but they are not ready for prime time in automotive. They are becoming the standard for the telecom industry.
As for the life of a Lith-Ion battery...it has to do with both the controller design and how low it is drained down to. Drain it down below 40% (on some, but not all) will reduce a lith-ion's life by a very large margin.
It taken care of (a good controller will do most of that via not allowing you to drain it down too low...and the three charge cycles)
Capacitor batteries are another potential, but they too are not ready for prime time in automotive. Lith-Ion or any of the current battery technologies employed in automotive can NOT take a charge quickly....the why regenerative braking is not a big deal...as they can NOT brake enough by absorbing that regen power
Pretty cool and thank you Burbman for posting...brings back memories of my first career in motor controls !!!! :C
PS...Burbman touched on locomotive traction motors...locomotive engines have been hybrids since about 1950. Diesel directly connected to a generator, which powers the electric traction motors, which are double shafted where the steel wheels are bolted to those electric motor shafts...why locomotive traction motors has a flat area on their case...that is the bottom to allow a bit more ground clearance
any ICE that has ZERO torque at zero RPM...nature of that beast (laws of physics)
And that, that electric motor torque curve is FLAT...main issue is with the max RPM...electric motors do not have the high RPMs folks are used to with ICE's. There are specialty electric motor that can, but they are expensive and their duty cycle is low...or if they will make a brushless DC motor where you can weaken the field...then very high RPMs can be attained...down side is reduced torque
Burbman is right on the power source. Saline batteries are of great interest to me in this regard, but they are not ready for prime time in automotive. They are becoming the standard for the telecom industry.
As for the life of a Lith-Ion battery...it has to do with both the controller design and how low it is drained down to. Drain it down below 40% (on some, but not all) will reduce a lith-ion's life by a very large margin.
It taken care of (a good controller will do most of that via not allowing you to drain it down too low...and the three charge cycles)
Capacitor batteries are another potential, but they too are not ready for prime time in automotive. Lith-Ion or any of the current battery technologies employed in automotive can NOT take a charge quickly....the why regenerative braking is not a big deal...as they can NOT brake enough by absorbing that regen power
Pretty cool and thank you Burbman for posting...brings back memories of my first career in motor controls !!!! :C
PS...Burbman touched on locomotive traction motors...locomotive engines have been hybrids since about 1950. Diesel directly connected to a generator, which powers the electric traction motors, which are double shafted where the steel wheels are bolted to those electric motor shafts...why locomotive traction motors has a flat area on their case...that is the bottom to allow a bit more ground clearance
