You keep taking people as either 100% pro or 100% negative. They go negative and you start with cheap shots. So every time I point out a negative that is all you see. Once I stop reading your posts on the pros of 48 volts and did research of my own I realized it was a good idea. ( over a year ago) Even before this I liked the idea of a mid range voltage with high current capability for many things. I defended you with chem Providing facts not just the two of you saying over and over yes it is no it is not. But every time I mention that 48 volts has a couple of draw backs that limit the amount of power it can supply to the road. You think I am downing the technology.
Limits are
48 Volts puts a limit on total power of 25~ 30 KW it is just too hard to handle 500 + Amps.
Belt drive.
Power is transmitted through engine so engine always on when power being generated.
Advantages
Simple No need for weight and cost of special transmission. Bolts right on to any existing design.
Low cost all the things in simple save cost plus lower voltage reduces cost.
Lighter
48 volts with 100 amps generates 50KW or 7.5 HP this opens up many opportunities to do things that 12 volts could not due, high voltages hybrids would be too expensive because of safety issues with the voltage.
Per usual you opened you replay not with facts but yet another Cheap shot What makes you do this why can’t you just put facts on the table and let them talk for themselves.
Incidentally I mentioned Supercharger back when you where fighting with Chem but you did not get it then. It is something I been thinking about since 2012 when I bought my RV. My RV diesel has twin turbos. It bypasses both to run on atmosphere pressure when starting, idling, low power requirements. At Medium power requirements it runs on the small Turbo which gives nice response in this range. High speed uses the large. It was the first time I saw a twin turbo that the two turbos were not same size and each fed half the cylinders. A super charger with variable electric drive could do the same thing with much lower cost and complexity. Both Turbo chargers and super chargers consume (waste) lots of power when you are just cruising around. The only reason they save fuel is they allow for a much smaller lighter motors, and still have great performance.
Do you know how the variable springs work on the MB. The shocks use a fluid that thickens when a magnetic field is applied and has been on some luxury cars for 30 years. I have never seen a variable spring with the exception of a combination of a steal spring and an air spring. Trouble with air is unless they came up with something new response is too slow to do anything in real time. Porsche uses it but it only modifies slowly for general road condition like highway vs rough road.
Now looking at your post which you did your best to take things out of context.
Ultimately that torque assist down low & up high will sponsor smaller, shorter stroking ICE that run far more efficiently than current.
Yes. Is this not exactly what all Hybrids do now? So how is that a 48 volt advantage?
And your math 10-12 48VMH to replace NdFeB 1 BEV utter nonsense. READ the GLE article, 48VMH shifting all operational accessories off mechanical drive to electrical drive, A/C, water pumps, oil pumps, supercharger, regenerative brakes, steering, suspension, and torque vectoring.
First in spite of you arguing through many post with Chem you seem to forget the discussions this was about NdPr in drive motor. My facts are correct for that. It is strange that you were real suportive when I said this know you knock it. Also Take a look at a Prius most of the things you talk about have been done for years so how is that an advantage for 48 Volts. Glade to see you are now picking up on my supercharger which you have never mentioned before. High voltage hybrids do step down voltage with a buck regulator which achieve 95% + efficiencies.
The ultimate NdFeB difference between BEV & ISG 48VMH will be measured in grams, and for eAxle or eHub not many grams, and 48VMH won’t be carting half tonne of torch batteries or plugging in to any coal burners.
You keep forgetting I am very much against full EVs but you keep dragging out the torch batteries which I already agree with. The simple fact is for any given battery technology WH capacity is proportional to weight. So the power you need weighs the same regardless if 48 volts or 500 volts. All that changes is how the cells are connected parallel VS serial.
Auto makers don’t get up every morning “How do I save the planet today?” Their focus is designing cars that people WANT to buy, that will meet the emissions targets pending thru next decade. 48VMH is transitional, ultimate solution at least a decade away, but it is economical, no range anxiety, no expensive battery pack, cars people WANT to drive, and auto makers will meet emissions targets selling profitable cars.
What I have I ever said that disagrees with this. Yet another case of you arguing an obviouse point rather than looking at what is being said. If you ever debated in compition you would understand arguing against somthing not being said loses points.
Please try to read what I am saying not what you think I am going to say.
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