JBee
Well-known member
- First Name
- JB
- Joined
- Nov 22, 2019
- Threads
- 18
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- 4,913
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- 6,362
- Location
- Australia
- Vehicles
- Cybertruck
- Occupation
- . Professional Hobbyist
@abebarker
Please tell how much potential regen energy is available at 10, 40 and 70mph.
And then how much of that a standard Tesla can recover in comparison to the split device.
Note that rolling to a stop (or using hypermiling driving techniques) is going to trump regen every time, because it avoids charging and then discharging. Just slow down earlier when approaching an intersection, no split device required.
Which btw isn't your design at all from what I can tell, can you provide proof otherwise?
As has been pointed out multiple times more torque is useless if existing vehicles are already operating on the tyre traction limit. The only reason to add it would be to reduce motor size and still be able to move heavy loads, albeit more slowly.
Now if you want to discuss how optimizing the motor RPM to the vehicle speed can improve efficiency, that is something else, but keep in mid that Tesla doesn't just use induction motors either, so you numbers will vary accordingly.
This is a typical efficiency heat map for a Tesla Motor:
(1rad/s = 9.54 rpm Note: blue is 80%, so maximum gain possible at those rpm is 18%)
On that please highlight where exactly you expect to achieve any meaningful efficiency improvements from a split device, given that most of the time a vehicle does not need to accelerate hard, and therefore has a low torque requirement.
Please tell how much potential regen energy is available at 10, 40 and 70mph.
And then how much of that a standard Tesla can recover in comparison to the split device.
Note that rolling to a stop (or using hypermiling driving techniques) is going to trump regen every time, because it avoids charging and then discharging. Just slow down earlier when approaching an intersection, no split device required.
Which btw isn't your design at all from what I can tell, can you provide proof otherwise?
As has been pointed out multiple times more torque is useless if existing vehicles are already operating on the tyre traction limit. The only reason to add it would be to reduce motor size and still be able to move heavy loads, albeit more slowly.
Now if you want to discuss how optimizing the motor RPM to the vehicle speed can improve efficiency, that is something else, but keep in mid that Tesla doesn't just use induction motors either, so you numbers will vary accordingly.
This is a typical efficiency heat map for a Tesla Motor:
(1rad/s = 9.54 rpm Note: blue is 80%, so maximum gain possible at those rpm is 18%)
On that please highlight where exactly you expect to achieve any meaningful efficiency improvements from a split device, given that most of the time a vehicle does not need to accelerate hard, and therefore has a low torque requirement.
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