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First time eDrive and xDrive tech has been combined in one vehicle

BMW has unveiled the Concept X5 eDrive, which will be showcased at the New York International Auto Show. Although the vehicle is labeled as a concept, it’s a dead ringer for the production plug-in hybrid version of BMW’s popular crossover that it plans to bring to market sometime within the next year or two.
 
The hybrid drive system gets its primary motivation from a 245hp turbocharged 4-cylinder engine. That gas engine is combined with a 95hp/184 lb-ft electric motor developed by the BMW Group. Power for the electric motor comes from a lithium-ion battery pack (which is mounted under the cargo area) that can charge from any wall outlet.
 
The Concept X5 eDrive can drive on electricity alone for up to 20 miles at speeds up to 75 mph. BMW says that the car will have an average fuel consumption of over 74.3 mpg in the EU testing cycle (which means we’ll likely see less than half of that quoted figure under EPA guidelines). BMW says that the X5 concept can reach 62mph in under 7-seconds.

 
The Concept X5 eDrive is the first from BMW that uses its xDrive all-wheel-drive system paired with eDrive hybrid technology.
 
The concept also has a ConnectedDrive system that helps plan routes and lists the location of charging stations on the GPS map. This allows the driver to find a charging station when they are around town in electric mode.

Source: BMW



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RE: Tesla!
By EricMartello on 4/15/2014 10:03:05 PM , Rating: 2
quote:
I don't know if it was true that he was just quoting wikipedia, but back EMF does indirectly limit current. You are correct about the current limit due to wire heating, but that's at low RPM. At higher RPM, there's a power limit due to battery/electronics/cooling, so V*I*pf is roughly constant, and voltage goes up while current (and torque) goes down with RPM. At even higher RPM, you hit a voltage limit from wire insulation and/or IGBT limits. So now you can't keep V*I constant, and ever increasing back-EMF with RPM limits current even faster.


Back EMF happens because all electric motors are also generators. If you turn an electric motor by hand and connect a voltmeter to the power terminals, you will see that you are generating a voltage.

When power is applied to turn the motor, it is applied at a certain voltage. The motor will accelerate and spin to the RPM at which the voltage generated from back EMF matches the input voltage. If you are driving the motor with 400V, then the maximum no-load RPM will be achieved when the motor is producing 400V of back EMF.

This has nothing to do with wire insulation; it's a property of all electric motors.

quote:
If by "a few" you mean "hundreds", then sure.

0-114mph sprint, and cruising back to zero. 1 mile travelled, 0.5kWh used. So even with a leadfoot, you can cover 150+ miles on a charge.


You find one youtube video that doesn't even show the car being driven and believe it. That's nice.

The fact of the matter is, that each time the batteries are discharged at such a high rate their effective capacity diminishes - yes, they hold less of a charge. Even with regenerative braking you'll be losing range and perhaps permanently damaging the batteries themselves.

BTW good luck recharging your batteries if you happen to drive beyond the range and do not have enough charge to get back home. Even with the "supercharger" stations (fastest) take 20-30 minutes for a partial charge. Meanwhile it takes like 2 minutes to fill a tank with gas, and then drive 400-500 miles.

quote:
"Slip" is defined as the difference in rotation speed between input and output. Yes, viscous couplings have non-zero slip.


Modern torque converters do not slip; they have a lock-up feature which causes the connection between the driveshaft and transmission to act as if it were mechanically coupled, similar to the clutch plates in a manual transmission. Sorry, but electric drivetrains have no advantage here.


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