That CJ simply demonstrates both your total lack of integrity and subject knowledge. From the very outset I promoted the advanced topologies, and their ability to power a broader range of auxiliaries, as the main drivers for NdFeB demand. Chemist was quite correct that the basic BSG was not going to be particular significant on its own. One of the very first articles I posted here:
Automotive OEMs and automotive Tier 1 system suppliers are currently analyzing and evaluating several major powertrain architectures for MHEVs. The electric machine can be positioned, relative to the other powertrain components, in five major points:
Image: MHEV powertrain architectures
The brief description of the electric machine connection points is done in the table below.
|
Column 1 |
Column 2 |
| 1 |
P0 |
The electric machine is connected with the internal combustion engine through a belt, on the front end accessory drive (FEAD) |
| 2 |
P1 |
The electric machine is connected directly with the crankshaft of the internal combustion engine |
| 3 |
P2 |
The electric machine is side-attached (through a belt) or integrated between the internal combustion engine and the transmission; the electric machine is decoupled from the ICE and it has the same speed of the ICE (or multiple of it) |
| 4 |
P3 |
The electric machine is connected through a gear mesh with the transmission; the electric machine is decoupled from the ICE and it’s speed is a multiple of the wheel speed |
| 5 |
P4 |
The electric machine is connected through a gear mesh on the rear axle of the vehicle; the electric machine is decoupled form the ICE and it’s located in the rear axle drive or in the wheels hub |
Notice that P0 and P1 architectures do not allow the mechanical disconnection of the electric machine from the engine. On the other side P2, P3 or P4 configurations disconnects the electric machine from the engine through a
clutch.
https://x-engineer.org/automotive-e...d-hybrid-electric-vehicle-mhev-architectures/
And this:
https://jalopnik.com/everything-you-need-to-know-about-the-upcoming-48-volt-1790364465
So don't try and go all cute and rewrite the past, simply demonstrates your total lack of credibility. And BTW, AMG only do V8's and emissions regulations have necessitated the downsizing to a 4ltr which they've just admitted is pretty much at the limit of performance development which highlights another facet of 48VMH. Not only does it improve engine efficiencies but particularly the electric compressor has a major impact on performance by briefly boosting TORQUE at critical points, ENHANCING the 4ltr V8.
You have been waffling on for months on totally the wrong tram, giving me a good laugh each time, carrying on about "power" like some know-it-all when the reality is that it's all about torque. Ultimately as battery mgt & motor control tech catches up (and it is rapidly) this will allow the downsizing of ICE right across the fleet as required, they are already working on tiny 3 cylinder engines that will run most of the time on two, in conjunction with 48VMH.
And while you continue to denigrate the subject matter to a personal peeing match, I retired my exec role at 53, because I could, but who cares.
PS: this was published yesterday:
New research by IDTechEx in its report, "48V Mild Hybrid and 48V Full Hybrid Vehicles 2020-2030" reveals that the 48V mild hybrid powertrain is a done deal. Launched in 2016, now a flood of car models with this modification to traditional cars will keep them legal in the face of tightening emissions laws and save fuel. Indeed, it is now clear that they improve comfort, for example by powering active suspension and in some cases improve performance too. Next year the 48V repertoire will be seen from Ferrari to Volkswagen Golf and family cars in China. The Bentley Bentaygo and RAM pickup truck has the option so its universality is well proven even before we see substantial sales in the Daimler bus version. None are electric vehicles because they never drive the wheels electrically but it is now clear that they can be developed into just that. They are 48V mild hybrids heralding another big step forward, the 48V full hybrid.
The new powertrain called the 48V full hybrid promises to beat traditional hybrid electric vehicles on price by a big margin. "70% of an engine-dominant high-voltage hybrid's benefits at 30% of the powertrain cost" is what it will achieve. That means it will, at peak sales, take around $300 billion dollars of the car business by displacing conventional vehicle business even more than traditional hybrid business.
2020 will see first sales and 2023 the first substantial sales of what is still incremental improvement, albeit more costly and time-consuming than the 48V mild hybrid fix. The big prize is silent takeoff, creep in traffic, active cruising at speed and parking all with engine off but also more comfort and features. This is a prize worth delivering in this more affordable form. The companies behind this big step forward include Skoda experimenting with them for four years and Continental and Borg Warner newly offering a full kit of parts to carmakers. Continental points out that not long ago this was thought to be impossible. 48V mild hybrids were seen as a quick fix with a limited window of opportunity and that was that. Now, 48V mild hybrids are seeing a new roadmap of great improvements discussed in the report and the 48V full hybrid could take the technology past 2030. That is possibly beyond the life in the marketplace of the traditional HEV and plug in hybrid PHEV as they get throttled between 48V full hybrids on price and pure electric cars (including solar 1000km range versions) on performance and convenience. Indeed, it is now realised that incremental improvements to 48V full hybrid powertrains may possibly extend to such exotica as solar and supercapacitor bodywork, electricity producing suspension, autonomy and other features previously reserved for a pure electric end game.
No matter how hard you try you cannot pigeon hole 48VMH to your narrow concepts, huge inertia has been built simply because it offers a cost effective solution to ALL parties, customers will get the cars they want, manufacturers will maintain profitability as they develop the electrification of vehicles, Govt's will get average fleet emissions under their successive caps, WITHOUT massive expenditure on subsidies & infrastructure.
We get more NdFeB demand, quicker, as I first suggested over 2yrs ago.
(20min delay)
