http___www.informatika.buzdo.com_s949-elektricni-automobil-tesla-motors.htm_1.xml
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Firm 'Tesla Motors' from the U.S., California (Silicon Valley), established in 2003. years, presented in 2008. year the 'Tesla Roadster' (Figure 7.11.1b) first commercial electric car powered by an electric motor to power from the battery is converted into kinetic energy, and that as such there are no harmful emissions - BEV (Battery Electric Vehicle). Basically, retained the concept of driving and the transmission of engine power to the wheels as a conventional car (steering, brakes, differential ...), except that is a electric motor drive unit instead of the gasoline engine, and is used with numerous innovations that are available thanks to modern electronics, what leads the use of the computer that monitors and / or manages a number of systems installed in the car. The engine has an efficiency of 90 percent (80 percent at peak load) and develops around 200 kW and can reach speeds up to about 200 km/h and reaches the 100 km/h for 4-5 seconds. Energy is stored in 6831, lithium-ion batteries through an external power adapter for the full 3.5 hours. Their lifetime is 7 years or 170'000 km. With fully charged batteries can cross the path of about 350 km, depending on driving style and braking mode, because the car has regenerative braking, which means that whenever the brakes accumulate some energy back into the battery. 'Tesla Roadster' has leather seats, air conditioning, electric windows handling, passenger protection on capsizing chassis designed to absorb impact energy during the collision, friction wheel control, ABS and more monitoring and adjustments that have the modern luxury cars. Before starting the car on a touch screen monitor near instrument table and steering wheel, shown in Figure 7.11.2b, you need to type in a PIN (Personal Identification Number) and then the car is available to the user. Also it can be configured to work in a kind of energy-saving consumption (safe-mode) with which it can reduce its top speed and extend the reach and protection of all settings with a PIN. The touch screen monitor, as shown 7.11.2b, not just for typing the PIN, but to display a large amount of data, the current status of the battery to the speed of the drive, and the user indicates some possible malfunctioning or worn parts, such as warning of worn brake pads, etc. The following Figure 7.11.1a shows the basic elements of control and power and transmission. Under the ' 1 ' is marked by a group of lithium-ion batteries that can fill up to the declared value of a current of 70 A at a voltage supply of city power grid via an external adapter. Sixty-nine batteries are connected in parallel to form an energy block. Ninety-nine blocks are connected in series and packed in a flat pack, nineteen of those packets are inserted into a common chassis, and all together it weighs about 500 kg. Lithium-ion batteries are hardly charging at low temperatures, and is intended to be warm if the weather conditions are unfavorable. As the development of electric cars got more importance than the former, we can expect a significant development of the battery in terms of smaller dimensions, higher capacity and faster charging. Power converter ' 2 ' (Power Electronics Module) is used to using a computer in which is of course some kind of program support. DC battery voltage into a three-phase AC electric motor by using the operating voltage of 375 V with power up to 900 A. The computer and its software support in front of the car, built-in control panel, and for handling it serves touch screen monitor. The car's computer monitor his condition, coordinate all necessary actions and respond to changes in external conditions by issuing appropriate orders driving energy unit and other embedded systems that enable greater driving stability and safety of passengers. The most important part of the power converter is electronically switched semiconductor field consisting of six switches are grouped into three pairs. Each switch is composed of fourteen bipolar transistors (IGBC - Insulated Gate Bipolar Transistors). Their overlapping realizes a three-phase power source required for the electric motor. Is switched over to 32'000 times per second the monitor control system with two processors, primary-working that monitors rotating magnetic field and the secondary-safety who oversees the pressure on the pedal 'gas' and the rotation of the wheel and adjusts them. PEM with its processor controls the events when the car is running. The processor monitors the accelerator and uses the information to control motor current. To ensure that the generated torque that is appropriate for the condition of the car, or other components in the car, and used other processors outside of the module. For example, if the specified processor and processor that monitors the battery condition to calculate the battery is full, regenerative torque is reduced and if it is detected by the sensor processor is the engine driven ideal temperature, motor current is reduced. Position ' 3 ' in the figure represents a three-phase asynchronous electric motor (as shown 7.11.2c), no collector and brushes of course, as we now use all electric locomotives, cranes and the like. How to change speeds, through sensors that information is provided by the computer power converters give order that the operating frequency of the three-phase voltages should be used, and achieving a fairly large torque, linear in a wide range of engine as shown in Figure 7.11.2a. In this way, realized that the engine is energy efficient because its rotor spinning in a rotating magnetic field of the optimum speed of rotation, in accordance with the rotation drive wheel axle. The engine consists of a 'cage' rotor (no coil wire) and the stator windings arranged in four half with three sets of coils in each half according to the three-phase electrical system. Changing the phases in the two sets of coils, which is accomplished electronically via the aforementioned switch, the motor rotates in the opposite direction. The motor is directly connected to a speed-reducer gearbox and differential, Position ' 4 ', above the rear-axle drive wheels. Ease with one gear ratio reduces weight and eliminates the need for complicated mechanism of clutch. Elegant motor is not complicated to run reverse. The engine is simply moving in the opposite direction, according to the order addressed to the instrument table. The early versions of this car had a transmission with two speeds about better utilization of available power, described by the diagram in the following figure. Development of the power converter and program support was obtained equal power in a wider range and the need for a two-speed gearbox, as it was originally designed power transfer, proved superfluous. Vehicle body is made of a lightweight but strong and hard carbon panels with molded chassis of special type of aluminum, in order of first to offset the weight battery block. Thus, the concept of management and power transmission compared to conventional cars are basically unchanged, except that the 'engine' of another nature. Differential and drive axles to transfer power to the rear wheels is still a necessity, but we used all the modern developments regarding the achievement of the various controls. Only the ability to manage separate motors for each wheel will contribute to simpler mechanics and an entirely new approach to transfer power to the wheels. In this sense, develop versions that use of the electric drive axle to the wheel or the electric motor on each wheel as part of his suspension. Position ' 5 ', but the principle is shown in Figure 7.11.2b, and a monitor control and management system of cars (VME - Vehicle Management System). Management system for a vehicle is used for three main purposes: One of the biggest advantages of a car is an advanced and innovative software support - 'firmware', which at any moment and fine tune the functionality of the car through multiple processor systems. More processors are used for different purposes, for control of driver activities, which can not just take for granted, monitors the operating voltage of a battery controls the operation of the engine, are diagnosed, monitored 'lock' and monitor interactions with touch screen monitor. Different operating systems and programming languages are used to optimize the execution and completion of the selected function. The work of all processors has been consolidated to any monitoring of the status of all components while using the car, exchanging information to coordinate their activities relating to the effective response to changing external conditions. System for driving a car is like a conductor in a finely tuned orchestra. It allows the driver to be aware of most of the events during the drive. Manages security system, opens the door, according to an alert type 'fasten your seatbelt', 'door ajar' etc. Collects and coordinates data of many processes in order to coordinate the activities necessary for driving. Car management system employs three basic modes of operation; sport, standard or extended reach and cooperate with the process of charging and discharging the battery so as to calculate the ideal and the actual ranges using complex programming algorithm that takes into account the age of the battery capacity, driving style and the way energy consumption. An additional benefit that allows the 'firmware' is a possible diagnosis of the car remotely. If a user feels that something goes wrong with the car, remote diagnostics allows problem identification and resolution without direct access to the car. You can select the service headquarters regarding wireless communications. Besides 'firmware' is constantly evolving and can be upgraded and new versions as needed 'incorporated' into the car. Certainly, this is an electric car for passenger and car model first presented in the series is that this company develops, falls into the category of sports cars, two seaters, and a lot of successful deals with his 'petrol brothers'. In addition to the above new model was developed with more seats, closer to the family's needs, the model ' S ' with five seats and rear or all-wheel traction (Figure 7.11.1c). All-wheel traction is realized with dual motor system. With two motors, one in the front and one in the rear with digitally and independently controls torque to the front and rear wheels. The result is effective traction control in all conditions. Smaller, more innovative and more compact model of the ' X ' (prototype) foreseen with electric motors in three versions, only rear traction, front and rear traction with two separate electromotors, and front and rear traction with separate electromotors for each wheel. Even ordinary DC motors can outperform any internal combustion engine in almost all areas. Efficiency, extremely fast response, wide range of available power, compact size, regenerative braking and a high torque electric motors only some advantages. An example of successful application of the concept of electric propulsion system that uses synchronous motors with rotor contains strong permanent magnets, called 'Concept_One' is shown in Figure 7.11.3. Thus, each wheel is powered by a separate gear synchronous DC electric power of 250 kW. Electric Motors car can 'chase' over 300 km/h, with acceleration from 0-100 km/h in just 2.8 seconds. Battery capacity is sufficient for a distance of 600 km. DC synchronous motor is basically a motorcycle with the collector (commutator) which allows the power supply to the motor rotor windings. Because of the deficiencies caused by the commutator recently developed DC brush less motor that the rotor has strong magnets, while only allowing a current through the stator windings with which computer-controlled electronic circuits through interruptible individual stator windings (electronic switch). In order to properly determine the stator coil through which the electronic commutator miss electricity, how big and what direction, that engine must have a rotor position sensor, based on which a computer controls the engine. This engine produces more power compared to the three-phase motors of the same dimensions. All electric motors supervise computer with software, and therefore a mechanical differential as a mechanism to transfer power to the wheels is unnecessary. Concept of driving with the vehicle is done like conventional car has, by steering wheel. The car has been developed by the firm 'Rimac automobili' based in Croatia near Zagreb. The car was first shown publicly 2009th years and is the result of a group of enthusiasts, engineers and designers regarding the presentation of an entirely new way of making cars, and it proves that an electric car can be very quick. Luigi, the car is faster than the 'Ferrari' :-). Very interesting is the concept of urban electric car 'DOK-ING XD - Electric City Car', also developed in Croatia. SUMMARY: Generally, the electric car is not new. Electric drive long ago effectively used for example in small urban delivery vehicles or forklifts or other types of delivery car or storage. Electric locomotives and city trams have long been common. However, an electric car for family use, with a wide network bottler battery (or their quick replacement) is something else entirely, and it is certainly possible alternatives to current gasoline and diesel propulsion systems. Besides its functionality to a large extent, ensure modern electronics, such as computer and its software support, without which almost all of this would not be possible to realize. Electric cars of high power electric motor, as well as the racing cars 'Formula E', common to transfer power from one electric motor to the wheels using the differential and axles. Differential is a mechanical device that engine speed that the drive shaft, via a small gear turning a larger gear reduces the number of times that the speed of the drive axle, which are mobile joints associated with wheels aligned to the needs of driving on the road, and that gear subsystem to enable axles and wheels, uneven turning as the car drives bend with an even distribution of power to the wheels. With electric cars less drive power has solutions to the electric motor to the wheel that is directly attached to the rotor of electric motors, electric motor or as part of the wheel suspension. As the motor rotates very quickly, it is necessary to use reducer to reduce the number of wheel revolutions per unit time to an acceptable level. Differential car, either gasoline or electric, with regard to the foregoing reduce speed to the wheels functions as a reducer. If the car high power to each wheel using a separate drive motors, mandatory and must have separate gear for each axle shaft, and on each control torque from the electric motors take care of your computer, the control electronics and software support, and monitors the condition of the car and grip of each wheel the substrate and on the basis that performs the necessary alignment of the wheel rotational torque and power transfer to them. Differential as a mechanical device when using a separate electric motor for each wheel is of no importance And other manufacturers are investigated with regard to making an electric car, but apart from the example described none has so far not been available for purchase, but only for rent, and at the end of his simply destroyed. Conceptually, electric cars are similar to other manufacturers described, noting that there are hybrid versions, where the engine drives the generator of a classic power with which it continues to drive electric motors. And still a relatively big problem is the long-time charging the battery, which would imply the concept of rapid replacement batteries for longer trips, and the great weight of rechargeable batteries. Besides, we must develop a network of 'bottling', but the oil industry lobby to great extent hindered the development of electric cars. The reason is probably the fact that the automotive industry is already well based on gas engines, not just in the interest of developing new standards and establish a network of 'filling' on entirely new principles. The rule of oil definitely has delayed widespread use of electric cars. But oil is daily becoming less and less and therefore it is very often the cause of wars. The solution is already long overdue to find. Throughout history they have developed a variety of solutions, even steam (steam piston is very small and powerful, but it is because the horror of the boiler). Although the entire site uses the term 'battery' is actually a accumulator. No doubt it will enhance the development of electric cars and batteries in the concept of making sense of being smaller sized, higher capacity and more effective during charging. Specifically, the charging of the battery takes quite a long time. Seemingly, another 'small' problem is also present. How comes pretty big kW engine power, when you take into account the autonomy of the car and the charging time of the battery, it follows that power consumption during battery charging is not small. How to solve this problem if these types of cars become much more widespread? And yes, no need to carry any spare parts, not because they are such cars do not break down, but for the fact that the user is simply unable to any treatment except for replacing flat tires or broken bulbs. The only really useful tool is the 'mobile' with possibly already entered service number. In the car is the connector which is connected with a cable to test-device that enables to service via embedded sensors reads all important parameters and establish the general condition of the car or to diagnose malfunctions. Former 'masters' were definitely finished retire :-).
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Firma 'Tesla Motors' iz SAD, Kalifornija (Silicon Valley), osnovana 2003. godine, predstavila je 2008. godine 'Tesla Roadster' (slika 7.11.1b) prvi komercijalni električni automobil pokretan elektromotorom koji električnu energiju iz baterija pretvara u kinetičku i koji kao takav nema nikakvih štetnih emisija plinova - BEV (Baterijsko Električno Vozilo). U osnovi, zadržan je koncept upravljanja vozilom i prijenosom snage motora na kotače kao kod klasičnog automobila (volan, kočnice, diferencijal ...), s tim da je elektromotor pogonski agregat umjesto benzinskog motora, a koristi se i mnogobrojne inovacije koje su raspoložive zahvaljujući suvremenoj elektronici, u čemu prednjači uporaba računala s kojim se nadzire i / ili upravlja mnogobrojnim sustavima ugrađenim u automobil. Motor ima 90 postotnu učinkovitost (80 postotnu pri vršnom opterećenju) te razvija oko 200 kW i može dostići brzinu do približno 200 km/sat, te dostigne 100 km/sat za 4-5 sekundi. Energija se pohranjuje u 6831 litij-ionskoj baterija koje se preko vanjskog ispravljača za struju pune 3.5 sata. Vijek trajanja im je 7 godina ili 170'000 km. S punim baterijama može preći put od oko 350 km, ovisno o načinu vožnje i načinu kočenja, jer automobil posjeduje regenerativno kočenje što znači da se pri svakom kočenju akumulira nešto energije koja se vraća natrag u baterije. 'Tesla Roadster' ima kožna sjedala, klimu, električne podizače stakala, zaštitu putnika pri prevrtanju, karoseriju dizajniranu da apsorbira energiju udarca prilikom eventualnog sudara, kontrolu frikcije kotača, ABS i još mnogo nadzora i podešavanja koja imaju moderni luksuzni automobili. Prije samog pokretanja automobila na monitoru s ekranom osjetljivim na dodir kraj komandne table i upravljača, prikazanog na slici 7.11.2b, potrebno je ukucati PIN (Personal Identification Number) i tek onda je automobil raspoloživ korisniku. Također ga se može podesiti da radi u nekoj vrsti štedne potrošnje (safe-mod) s kojom se može smanjiti njegova najveća brzina i produžiti doseg i sve postavke zaštiti PIN-om. Ekran osjetljiv na dodir, kako je prikazano 7.11.2b, ne služi samo za ukucavanje PIN-a, već se na njemu prikazuje sva sila podataka, od trenutnog stanja baterija pa do same brzine vožnje, te se korisniku signalizira neka od mogućih neispravnosti ili dotrajalosti dijelova, kao na primjer upozorenje o izlizanosti obloga za kočnice. Naredna slika 7.11.1a prikazuje osnovne upravljačke i energetske elemente i transmisiju. Pod ' 1 ' označena je skupina Lithium-ion akumulatorskih baterija koje se napune na deklariranu vrijednost strujom od 70 A pri naponu napajanja gradske mreže preko vanjskog ispravljača. Šezdeset devet baterija paralelno su povezane i tvore energetski blok. Devedeset i devet blokova spojeni su u seriju i zapakirani u plosnati paket, jedanaest takvih paketa umeću se u zajedničko kućište, a sve zajedno teži oko 500 kg. Lithium-ion baterije gotovo se ne mogu puniti na niskim temperaturama, te je predviđeno njihovo zagrijavanje ako su vremenske prilike nepovoljne. Kako je razvoj električnog automobila dobio veći značaj od dosadašnjeg, za očekivati je i značajniji razvoj baterija, u smislu manjih gabarita, većeg kapaciteta i bržeg punjenja. Energetski pretvarač ' 2 ' (Power Electronics Module) služi da posredstvom računala, u kojem je naravno nekakva programska potpora. Istosmjerni napon baterija pretvara u izmjenični trofazni izvor za elektromotor, koristeći radni napon od 375 V uz potrošnju do 900 A. Računalo i njegova programska potpora su u prednjem dijelu automobila, ugrađeni u komandnu tablu, a za rukovanje s njim služi monitor osjetljiv na dodir. Računalo automobila nadzire njegovo stanje, koordinira sve potrebne radnje i reagira na promjene vanjskih uvjeta vožnje izdavanjem odgovarajućih naloga energetskoj jedinici i ostalim ugrađenim sustavima koji omogućavaju veću stabilnost vožnje i sigurnost putnika. Najvažniji dio energetskog pretvarača je elektroničko prekidačko poluvodičko polje sastavljeno od šest prekidača grupiranih u tri para. Svaki prekidač sastavljen je od četrnaest bipolarnih tranzistora (IGBC - Insulated Gate Bipolar Transistors). Njihovim preklapanjem ostvaruje se trofazni izvor potreban za napajanje električnog motora. Preklapanje se vrši do 32'000 puta u sekundi koje nadzire upravljački sustav s dva procesora, primarnim-radnim koji nadzire okretno magnetsko polje i sekundarnim-sigurnosnim koji nadzire odnos pritiska na pedalu 'gasa' i vrtnje kotača i usklađuje ih. PEM svojim procesorom kontrolira zbivanja kada je automobil u pogonu. Procesor prati papučicu gasa i koristi podatke za kontrolu struje motora. Kako bi osigurali da se generira moment koji je prikladan za stanje automobila, odnosno drugih komponenti u automobilu, koriste se i drugi procesori izvan modula. Na primjer, ako su navedeni procesor i procesor koji prati stanje baterija izračunali da je baterija puna, regenerativni moment se smanjuje, a ako je putem senzora procesor detektirao da je motor prešao idealnu temperaturu, struja motora se smanjuje. Pozicija ' 3 ' na slici predstavlja asinkroni trofazni elektromotor (kao na slici 7.11.2c), bez kolektora i četkica naravno, kakav danas koriste sve električne lokomotive, dizalice i slično. Kako se mijenja brzina, putem senzora taj podatak se dostavlja računalu koje energetskom pretvaraču daje nalog koju radnu frekvenciju trofaznog napona treba uporabiti, te se ostvaruje prilično velik obrtni moment, linearan u velikom rasponu rada motora kako prikazuje slika 7.11.2a. Na taj način ostvaruje se da je motor energetski učinkovit jer se njegov rotor okreće u obrtnom magnetskom polju optimalne brzine vrtnje, sukladno okretanju pogonskih osovina kotača. Motor se sastoji od 'kaveznog' rotora (nema namotaja žice) i statora s namotajima raspoređenim u četiri pola s po tri seta namotaja u svakom polu sukladno trofaznom sustavu napajanja. Zamjenom faza u dva seta namotaja, koja se ostvaruje elektroničkim putem posredstvom već spomenutih prekidača, motor se vrti u suprotnom smjeru. Motor je izravno povezano s jedno brzinskim mjenjačem, reduktorom i diferencijalom, pozicija ' 4 ' iznad stražnje osovine pogonskih kotača. Jednostavnost s jednim prijenosnim omjerom smanjuje težinu i eliminira potrebu za kompliciranim mehanizmom spojke. Elegantan motor ne treba kompliciranu opremu za vožnju unatrag. Motor se jednostavno vrti u suprotnom smjeru, prema nalogu upućenom s komandne table. Prve inačice ovog automobila imale su mjenjač s dvije brzine glede bolje iskoristivosti raspoložive snage, koju opisuje dijagram na narednoj slici. Razvojem energetskog pretvarača i programske potpore dobivena je ravnomjerna snaga u širem rasponu te se je potreba za mjenjačem s dvije brzine, kako je prvotno dizajniran prijenos snage, pokazala suvišnom. Karoserija je napravljena od laganih ali čvrstih i tvrdih karbonskih panela s profiliranom šasijom od posebno obrađenog aluminija, kako bi se prvenstveno anulirala težina bloka baterija. Dakle, koncept upravljanja i prijenosa snage u odnosu na klasične automobile u osnovi se nije promijenio, osim što je 'motor' drugačije prirode. Diferencijal i pogonske poluosovine glede prijenosa snage na stražnje kotače i dalje je nužda, mada se koriste sva moderna dostignuća glede postizavanja raznih kontrola. Tek mogućnost upravljanja zasebnim motorima za svaki kotač doprinijeti će jednostavnijoj mehanici i posve novom pristupu transfera energije na kotače. U tom smislu razvijaju se verzije koje koriste pogonske poluosovine od elektromotora do kotača ili je elektromotor svakog kotača u sklopu njegovog ovjesa. Pozicija ' 5 ', već je načelno prikazana na slici 7.11.2b, i predstavlja monitor nadzornog i upravljačkog sustava automobila (VME - Vehicle Management System). Sustav za upravljanje vozilom koristi se za tri osnovne svrhe: Jedna od najvećih prednosti automobila je napredna i inovativna programska potpora - 'firmware', koja u svakom momentu vrši fino podešavanje funkcionalnosti sustava automobila putem više procesorskog sustava. Više procesora koristi se u različite svrhe; za kontrolu aktivnosti vozača, koje se ne mogu baš prihvatiti 'zdravo za gotovo', nadzire se pogonski napon iz baterija, kontrolira rad motora, vrši dijagnostika, nadzire 'brava' i prati interakcija s monitorom osjetljivim na dodir. Različiti operativni sustavi i programski jezici koriste se za optimizaciju izvršavanja i dovršetak izabrane funkcije. Rad svih procesora objedinjen je kako bi vršilo praćenje stanja svih komponenti tijekom korištenja automobila, razmjenjuju informacije za koordinaciju svojih aktivnosti glede učinkovite reakcija na promjenu vanjskih uvjeta. Sustav za upravljanje automobilom je kao dirigent u fino usklađenom orkestru. Omogućava vozaču da je svjestan većine zbivanja tijekom vožnje. Upravlja sigurnosnim sustavom, otvara vrata, prenosi upozorenja tipa 'učvrstiti svoj sigurnosni pojas', 'vrata se pritvorena' itd. Sakuplja i usklađuje podatke mnoštva procesa kako bi koordinirao potrebne aktivnosti za vožnju. Sustav upravljanja automobilom rabi tri osnovna načina rada; sportski, standardni, ili prošireni doseg, te surađuje sa procesom punjenja i pražnjenja baterija na način da izračunava idealne i stvarne raspone koristeći složeni programski algoritam koji uzima u obzir dob baterija, kapacitet, stil vožnje i način utroška energije. Dodatna korist koju omogućava 'firmware' je moguća dijagnostika automobila na daljinu. Ako korisnik osjeti da nešto ne ide kako treba s automobilom, daljinsko dijagnosticiranje omogućuje utvrđivanje problema i rješenje bez izravnog pristupa automobilu. Moguć je odabir servisnog sjedišta glede bežične komunikacije. Osim toga 'firmware' se neprestano razvija i nadograđuje i moguće je nove verzije prema potrebi 'ugraditi' u automobil. Dakako, riječ je o električnom automobilu za prijevoz putnika, a prikazani model automobila prvi je iz serije koju ova firma razvija, spada u kategoriju sportskih automobila, dvosjeda, i dosta uspješno se nosi sa svojom 'benzinskom braćom'. Osim navedenog razvijen je model s više sjedišta, bliži obiteljskim potrebama, model ' S ' s pet sjedišta i stražnjom vučom ili vučom na sve kotače (slika 7.11.1c). Vuča na sve kotače ostvaruje se sustavom s dva motora, jedan sprijeda i jedan straga s digitalnom i samostalnom kontrolom okretnog momenta na prednje i stražnje kotače. Rezultat je učinkovita kontrola proklizavanja kotača u svim uvjetima. Manji, inovativniji i kompaktniji model ' X ' (prototip) predviđen je s elektromotorima u tri verzije, samo zadnja vuča, prednja i zadnja vuča s dva zasebna elektromotora, te prednja i zadnja vuča s zasebnim elektromotorima za svaki kotač. Čak i obični DC elektromotori mogu nadmašiti bilo koji motor s unutarnjim izgaranjem u gotovo svim područjima. Učinkovitost, iznimno brz odziv, širok raspon raspoložive snage, kompaktna veličina, regenerativno kočenje i visoki okretni moment samo neke prednosti elektromotora. Primjer uspješnog koncepta primjene električnog pogona koji rabi sinkrone elektromotore kojima rotor sadrži jake stalne magnete, nazvan 'Concept_One' prikazan je na slici 7.11.3. Dakle, svaki kotač pogoni preko reduktora zasebni sinkroni istosmjerni elektromotor snage 250 kW. Elektromotori automobil mogu 'potjerati' preko 300 km/sat, uz ubrzanje od 0-100 km/sat za svega 2.8 sekundi. Kapacitet baterija dostatan je za udaljenost od 600 km. Sinkroni istosmjerni elektromotor je u osnovi motor s kolektorom (komutatorom) koji omogućava dovod struje na namotaje rotora motora. Zbog nedostataka koje uzrokuje komutator u novije vrijeme razvijen je istosmjerni motor bez četkica koji na rotoru ima jake permanentne magnete, dok se struja propušta samo kroz statorske namotaje s kojom upravlja računalo posredstvom prekidnih elektroničkih sklopova pojedinih namotaja statora (elektronički komutator). Da bi se moglo ispravno odrediti kroz koji namotaj statora će elektronički komutator propustiti struju, koliko veliku i kojeg smjera, takav motor mora imati senzor položaja rotora na osnovu čega računalo upravlja radom motora. Takav motor daje veću snagu u odnosu na trofazne motore istih gabarita. Sve elektromotore nadzire programska potpora računala, te je mehanički diferencijal kao mehanizam prijenosa snage na kotače nepotreban. Upravljanje vozilom vrši se kao kod klasičnog automobila, volanom. Automobil je razvila firma 'Rimac automobili' sa sjedištem u Hrvatskoj u blizini Zagreba. Automobil je prvi put javno prikazan 2009. godine i rezultat je rada skupine entuzijasta, inženjera i dizajnera glede prezentacije posve novog načina izrade automobila, i dokaz je da električni automobil može biti i vrlo brz. Luigi, auto je brže od 'Ferrari' :-). Vrlo je zanimljiv i koncept gradskog električnog automobila 'DOK-ING XD - Electric City Car', također razvijen u Hrvatskoj. SAŽETAK: Općenito uzevši, električno vozilo nije novost. Električni pogon poodavno se učinkovito koristi recimo kod malih gradskih dostavnih vozila ili viljuškara ili pak neke druge vrste dostavnih ili skladišnih vozila. Električne lokomotive i gradski tramvaj već su odavno uobičajeni. No, električni automobil za obiteljsku namjenu, uz razvijenu mrežu punionica baterija (ili njihove brze zamjene) je posve nešto drugo, a sigurno je moguća alternativa sadašnjim dizelskim i benzinskim pogonskim rješenjima. Osim toga njegovu funkcionalnost u velikoj mjeri osigurava moderna elektronika, kao računalo i njegova programska potpora, bez koje gotovo sve navedeno ne bi bilo moguće realizirati. Električni automobili velike pogonske snage, kao i trkaći automobili 'Formula E', uobičajeno za prijenos snage s jednog elektromotora na kotače koriste diferencijal i poluosovine. Diferencijal je mehanički uređaj koji broj okretaja motora tj. osovine pogona, preko manjeg zupčanika smanjuje okretanjem većeg zupčanika za nekoliko puta kako bi se broj okretaja poluosovina koje su gibljivim zglobovima povezane s kotačima uskladio prema potrebama vožnje po cesti, te da podsustavom zupčanika omogući da se poluosovine, odnosno kotači, nejednako okreću dok automobil vozi okukom uz ravnomjernu raspodjelu snage prema kotačima. Kod električnih automobila manje pogonske snage ima rješenja da je elektromotor uz kotač koji je izravno vezan za rotor elektromotora, odnosno elektromotor je u sklopu ovjesa kotača. Kako se elektromotor okreće vrlo brzo, neophodna je uporaba reduktora kako bi se smanjio broj okretaja kotača u jedinici vremena na prihvatljivu mjeru. Diferencijal automobila, bilo benzinskog ili električnog, glede već navedenog smanjivanja broja okretaja prema kotačima funkcionira i kao reduktor. Ako se kod automobila velike snage za svaki kotač koriste zasebni pogonski elektromotori, obvezno moraju imati i zasebne reduktore za svaku poluosovinu, a o nadzoru okretnog momenta svakog od elektromotora brine se računalo, upravljačka elektronika i programska potpora, te se prati stanje automobila i prianjanje svakog kotača uz podlogu i na osnovu toga vrši potrebno usklađivanje obrtnih momenata svih kotača i prijenos snage prema njima. Diferencijal kao mehanički uređaj kod uporabe zasebnih elektromotora za svako kolo nije od značaja. I drugi proizvođači vrše istraživanja glede izrade električnog automobila, ali osim opisanog primjera niti jedan do sada nije bio raspoloživ za kupovinu već samo za najam, te su po njegovom isteku naprosto uništeni. Konceptualno, električni automobili drugih proizvođača slični su opisanome, uz napomenu da postoje i hibridne inačice, kod kojih klasični motor pokreče generator struje s kojom se dalje upravlja elektromotorima. I nadalje relativno veliki problem predstavlja dugo vrijeme punjenja baterija, što bi podrazumijevalo koncept brze zamjene baterija za duža putovanja, te velika težina akumulatorskih baterija. Osim toga treba razviti i mrežu 'punionica', ali lobi naftne industrije u priličnoj mjeri koči razvoj električnog automobila. Razlog tome je vjerojatno u činjenici da automobilskoj industriji već dobro utemeljenoj na benzinske motore, nije baš u interesu razvijati neke nove standarde i uspostaviti mrežu 'punionica' na potpuno novim načelima. Vladavina nafte definitivno je odgodila široku primjenu električnog automobila. No, nafte je svakim danom sve manje i manje i stoga je vrlo često uzrok ratovima. Rješenje je već davno trebalo pronaći. Kroz povijest razvijala su se raznolika rješenja, čak i parna (parni klip je jako mali i moćan ali mu je zato kotao užas). Iako se kroz cijelu stranicu rabi naziv 'baterija' zapravo se radi o akumulatoru. Nema sumnje da će razvoj električnih automobila unaprijediti i koncept izrade akumulatora u smislu da budu manjih gabarita, većeg kapaciteta i učinkovitiji tijekom punjenja. Naime, punjenje praznih akumulatora prilično dugo traje. Naizgled, još jedan 'mali' problem također je prisutan. Kako su u pitanju prilično veliki kW snage motora, kada se uzme u obzir autonomija kretanja automobila i vrijeme punjenja akumulatora, proizlazi da potrošnja struje prilikom punjenja akumulatora nije baš mala. Kako riješiti ovaj problem ako se ova vrsta automobila postane znatno više rasprostranjena? I da, nije potrebno sa sobom nositi nikakve rezervne dijelove, ne radi toga što se ovakvi automobili ne kvare, već radi toga što je korisnik naprosto nemoćan za bilo kakav zahvat osim zamjene probušene gume ili neispravne žarulje. Jedini stvarno korisni alat je 'mobitel' s po mogućnosti već upisanim brojem servisera. U automobilu je priključnica koja se s kablom spoji za testni uređaj koji serviseru omogućava da preko ugrađenih senzora očita sve važne parametre i ustanovi opće stanje automobila ili pak dijagnosticira kvar. Negdašnji 'meštri' definitivno su završili u mirovinu :-).