User:Steph on Electrification
Hello, I am the guy with a Belgian accent, author of the LTspice powertrain simulations one can download from
https://groups.io/g/LTspice/files/Temp/Powertrain%20simulations
Various land vehicle simulations are available:
- MT6.............. land petrol vehicle featuring an MT6 - AT6 ............. land petrol vehicle featuring an AT6 - BEV ............. land battery powered vehicle featuring a single (fixed) speed transmission - HBEV CVT ........ land hybrid BEV featuring a CVT (still in preparation) - HBEV eCVT ....... land hybrid BEV featuring an eCVT (worth looking at, you'll be suprised) - Aerostats and eHTOL, eSTOL and eVTOL aerodynes LTspice simulations are in preparation.
The aforementioned LTspice simulations serve to specify then qualify using a common zero-cost easy to deploy framework, the crucial building blocks electrification requires to ensure decarbonization, fossil fuel substitution and energy parsimony that human society is forced to undertake, this in the hope that Theodore Kaczynski's thinking turns out to be overly pessimistic.
The crucial building blocks I am looking for are mass-produced affordable 385 Vdc and 518 Vdc battery packs for cars storing at least 200 Wh per kilogram (gravimetric energy density at pack level) costing 66 euros per kWh (gross energy) to produce that are designed to endure 4,000 80% SOC to 30% SOC discharge cycles, each taking 2 hours, knowing that such a partial discharge cycle must embed 20 equally spaced in time, 5 seconds 180 kW discharges (20 * 200 Wh = 4 kWh energy @ max power, thus the remaining energy @ low power) for taking into account the 180 kW power the driver can (and will) require from time to time.
The crucial building blocks I am looking for are mass-produced affordable BEV and hybrid BEV powertrains designed to deliver an effortless "powershift" or "shiftless" driving experience.
The crucial building blocks I am looking for are mass-produced affordable variable compression ICEs like the Nissan VC engine that could be produced in 4-cylinder or 5-cylinder inline crossflow geometries, turbocharged or not, direct-injected or not, featuring a 40% real-world BTE, to give a sustainable chance to a vast array of renewable carbon-compensated fuels, to be reserved for various applications still to be debated.
I am looking for a universal law that imposes severe fines on anyone who turns on an ICE for completing a trip that ends up being less than 40 km (25 miles) in length.
I am looking for a universal law which, when it comes to vehicles intended for use on roads open to the public, imposes severe fines on anyone who "sells" a top speed that's significantly greater than the legal maximum speed and/or "sells" a zero to 100 km/h acceleration time that's significantly less than 10 seconds.
I am looking for a universal law that qualifies as trivialization of the endangerment of property and people (which is a fault in matters of civil liability), any publication that covers, without prior warning of danger, notions such as: "sporty driving", "aggressive driving", "active driving", "car performance", "hairy thrust", "hairy punch" and other language elements that may lead to inappropriate behavior on open road.
I am looking for a mass-produced affordable 2 kW wireless charger exhibiting a 90% efficiency, consisting of an 8 inch diameter TX coil optimally coupled to an 8 inch diameter RX coil, separated by a 10mm air gap, so that no one can claim any more difficulty in charging a hybrid BEV at home or in the workplace, using the cheapest electricity.
It appears the European Commissioners just realized that Proper terrestrial vehicle electrification is way more complicated than people assume, because BEVs (battery-only vehicles) will never meet the demand. BEVs are characterized by a mediocre range, reliability issues in adverse conditions, excessive weight and cost, excessive electric power requirement in case of wanting a 10-minutes recharging time from 10% SOC to 80% SOC, which is still 4 times slower than pumping 50 liters of gasoline.
All newly designed terrestrial vehicles shall feature an 40+ km (25+ miles) range on the highway @ 120 km/h in full electric mode, while guaranteeing a 10 sec. acceleration time from 0 till 100 km/h. I don't mean driving 40 km while recurrently accelerating from 0 till 100 km/h in less than 10 sec. I only mean travelling 40 km @ 120 km/h on the highway, stopping at km 40, and from there, still be capable of accelerating from 0 to 100 km/h in less than 10 sec.
This may apply to a Volkswagen-Audi-Skoda-Seat 269cm MQB, and Tesla 269cm MQB. Built in Mexico. Built in Berlin. There may be little difference between a 2025 Volkswagen Jetta, Audi A3, Skoda Octavia, Seat Leon, and a 2025 Tesla Model V/W.
Rest assured I want the ICE to rev from 1,200 rpm to 3,600 rpm, while keeping the ICE revving speed in strict proportion to the road speed increase till 135 km/h, and while doing so, rest assured that I want all electrified vehicles to accelerate from 0 to 100 km/h in 10 seconds.
The simplest way to build a Hybrid BEV consists of inserting an electrfied 1.395 overdrive (speed multiplier) between the ICE cranksahft and the ring gear (crown) of the differential (final drive). Toyota patented this and mass-produced this with Aisin. It resulted as soon as 1997 in the Toyota Prius car and the likes. Ford joined on the bandwagon as soon as 2004. It resulted in the Ford-Aisin HF35 electrified transaxle for Hybrid cars. Such Toyota hybridization principle name is "Toyota HSD eCVT". Toyota Hybrid Synergy Drive electrically Continuously Variable Transmission. Initially, there was a patent issue. Somebody claimed to be the inventor of such hybridization.
The faster the 20 kW MG1 is allowed to spin (MG1 is a 3-phase electricity generator indirectly driven by the ICE), the slower the ring gear (crown) of the differential (final drive) is spinning. Such arangement allows the car to stay immobile while the ICE is kept spinning. Therefore, the Toyota HSD eCVT implements an electrified infinitely Variable Transmission (eiCVT). There is almost no energy waste, as even when the car is ordered to stay immobile while the ICE keeps spinning, the quantity of electricity that the 20 kW MG1 generates, is immediately channeled to the high voltage high power battery that's present in the system. Such hybridization battery also connects to the MG2 3-phase power electronics. MG2 can be any size and power in case it is embedded in the rear axle (like a RWD BEV) instead of being crammed inside the transaxle. In case the car speed is 120 km/h steady, the required ICE power in Hybrid mode is 21 to 30 kW (essentially depending on body aerodynamics and tires adhesion) and in such circumstance the required MG1 electricity generation power (recirculated power) is in the order of 5 to 7 kW. Considering a 90% recirculated power efficiency, the waste is less than 1 kW, compared to the 21 to 30 kW effectve power.
The 100+ kW MG2 provides most of the torque (hence power) in case the driver asks the car to violently accelerate, just like the car was a BEV. Hence the "Hybrid BEV" terminology I am priviledging. Heavyweight BEVs are known to waste a lot of power in case the driver orders to volently accelerate. Basically, a 16 kWh Hybrid BEV can weigh the same as a 56 kWh BEV. Therefore, BEVs storing more than 56 kWh tend to be regarded as excessively heavy unpractical (however simplistic) vehicles.
Above 100 km/h, being able to optionnaly force the Sun Gear to mesh with the Planet Carrier of the Planetary Gear Unit provides a "solid" means of cruising and towing over long distances. Such an optional S-mode (Solid-mode) requires a 1,000 euro cost increase consisting of two helical gears along with an automatically actuated clutch pack.
The European Commissioners recently opened the door to an array of CO2-compensated fuels featuring a 8.0 kWh per kg thermal energy density, exploited by a flex-fuel VC (variable compression) ICE that's featuring a 40% BTE when producing a 160 Nm torque @ 3000 rpm (50 kW, 4-cyl inline) or a 200 Nm torque @ 3000 rpm (63 kW, 5-cyl inline).
Speaking of a 269-cm weelbase BEV,
- a 6p140s array of 840 cells in 4640 format (each storing a 40 Wh gross energy) stores a 33.6 kWh gross energy, - a 6p140s array of 840 cells in 4660 format (each storing a 67 Wh gross energy) stores a 56.2 kWh gross energy, - a 6p140s array of 840 cells in 4680 format (each storing a 95 Wh gross energy) stores a 79.8 kWh gross energy.
Speaking of a 269-cm wheelbase Hybrid BEV (HBEV),
- a 4p104s array of 416 cells in 4640 format (each storing a 40 Wh gross energy) stores a 16.6 kWh gross energy, - a 4p104s array of 416 cells in 4660 format (each storing a 67 Wh gross energy) stores a 27.8 kWh gross energy, - a 4p104s array of 416 cells in 4680 format (each storing a 95 Wh gross energy) stores a 39.5 kWh gross energy.
Therefore,
A 16 kWh Hybrid BEV (HBEV) featuring a 269 cm wheelbase can be built on a 16.6 kWh 8-cm thick battery floor which stops where the rear seat begins, to make room for a 40-liter fuel tank located under the rear seat. The software can limit the electric energy, the battery is allowed to cycle. Such limit is set at 9 kWh, so that in pure electric mode, 40 km can be travelled at 120 km/h 4,000 times in a row, which provides a 160,000 km endurance in pure electric mode (at 120 km/h) and say 240,000 km in all modes combined.
A 27 kWh Hybrid BEV (HBEV) featuring a 269 cm wheelbase can be built on a 27.8 kWh 10-cm thick battery floor which stops where the rear seat begins, to make room for a 40-liter fuel tank located under the rear seat. The software can limit the electric energy, the battery is allowed to cycle. Such limit is set at 15 kWh, so that in pure electric mode, 60 km can be travelled at 120 km/h 4,000 times in a row, which provides a 160,000 km endurance in pure electric mode (at 120 km/h) and say 360,000 km in all modes combined.
A 39 kWh Hybrid BEV (HBEV) featuring a 269 cm wheelbase can be built on a 39.5 kWh 12-cm thick battery floor which stops where the rear seat begins, to make room for a 40-liter fuel tank located under the rear seat. The software can limit the electric energy, the battery is allowed to cycle. Such limit is set at rougly 19 kWh, so that in pure electric mode, 80 km can be travelled at 120 km/h 4,000 times in a row, which provides a 320,000 km endurance in pure electric mode (at 120 km/h) and say 480,000 km in all modes combined.
Both the Corolla HBEV (European Car format) and the Cappuccino HBEV (Japan Kei Car format) are RWD (Rear Wheel Drive) cars. The front wheels are not driven, a principle inherited from legacy Mercedes Class C, E, S or legacy BMW Series 3, 5, 7.
The Corolla HBEV and the Cappuccino HBEV are characterize by a front module that embeds the ICE, Planetary Gear Unit, and 20 kW MG1 (serving as ICE starter and electricity generator).
The Corolla HBEVs and the Cappuccino HBEVs are also characterized by a "transmission tunnel" enabling the ICE power to reach the rear module. Such tunnel that also routes the exhaust gases to the rear, barely protrudes inside the cabin. The rear module embeds the 150 kW MG2 (serving as traction motor), rear differential, two semi axles and four articulated joints.
The Corolla HBEV-Four and the Cappuccino HBEV-Four are a tad more sophisticated. They are 4WD/AWD vehicles in Four Wheel Drive. The front module embeds the ICE, Planetary Gear Unit, 20 kW MG1, front differential, two semi-axles and four articulated joints. A source of inspiration was the Corolla GR-Four.
Speaking of the HBEV addititonal ICE mass, planetary gear mass, MG1 mass and fuel mass, which is 159 kg in total, it is annihilated by the HBEV 16.6 kWh battery cells mass (66 kg), compared to a BEV 56.2 kWh battery cells mass (225 kg).
A 79 kWh BEV that incorporates 316 kg of battery cells is therefore considered an excessively heavy unpractical (however simplistic) vehicle.
Be no misunderstanding, this only makes sense in case HBEVs are allowed to stay. In Europe, this is already the case provided the HBEV fuel is renewable and CO2-compensated.
Even considering the year 2035 deadline, starting from now, Europeans can safely develop synthetic renewable CO2-compensated fuels at will. Say that from year 2023 to year 2035, comes a tremendous synthetic renewable CO2-compensated fuel production volume increase, that goes from almost zero in 2023, to 23,000 barrels per day at the end of year 2034.
Starting from year 2035, increasing the synthetic renewable CO2-compensated fuel production by 15 % per year for 50 years will lead to a total fossil fuel substitution. According to plan, in year 2095, synthetic renewable CO2-compensated fuel will have displaced fossil fuel in Europe.
Somewhere around 2050, direct fuel cells featuring an 80% electric efficiency during the fuel exploitation (also renewable and CO2-compensated), could progressively replace internal combustion engines.
Considering a 22 kWh electricity requirement per 100 km at the 120 km/h motorway legal speed, and considering that one is allowed to cycle 70% of the energy capacity of a BEV battery, the honest real-world BEV ranges @ 120 km/h will remain in the order of 175 km (for 56 kWh BEVs) to 250 km (for 79 kWh BEVs). Possibly times two in case battery cells improve. Anyway, one must keep in mind that a terrifying unrealistic 660 kW electric power is required for delivering 110 kWh in 10 minutes. Such an electric outlet is required in order to spend 10 minutes in recharging a BEV in prevision of making a 500 km trip howecer this is still 5 times slower than refueling 40 liters of renewable CO2-compensated fuel. Hybrid BEVs are therefore due to stay while BEVs storing more than 56 kWh are due to extinct.
Rest assured that Gasprom, Rosatom and Aramco are perfecly aware of this.
As you can see, this is evolution. Few people can see the big picture.
The aforementioned LTspice simulations I've recently published allow to top -> down visualize the effects of the energy industry evolution on cars, trucks, ships and airplanes, from a design perspective and a performance perspective.
Executive's summary : BEVs, Hybrid BEVs, freedom of choice. Severely fining anybody igniting an ICE, in case it shows afterwards that it was for accomplishing a trip that's less than 40 km (25 miles) long. Nothing to worry about.
Regards, Stéphane Cnockaert, Mobile +32 (0)473 314 207