Ma sono i cerchi della 147!

I numeri che dichiarano fanno davvero paura, onestamente mi fa anche un po' paura la trasmissione...

Speriamo cioè, che come feeling sia piuttosto diretta, senza un termico che se ne va per i cavoli suoi come sulle ibride del gruppo Toyota

Più o meno sì. Bisognerà vedere il brevetto di Koenigsegg.

Non credo, dice chiaramente che non ci sono riduttori di velocità, mentre nella prius ci sono, alla fine è un riduttore epicicloidale. Parla chiaramente di collegamento diretto! Lo schema è: termico <=> motogeneratore sull'albero <=> motori sui semiassi

Bisogna vedere cosa hanno combinato

Per quanto esteticamente non sia un capolavoro, bisogna comunque congratularsi con Koenigsegg, perché non è da tutti tirare fuori un progetto tanto ambizioso, quando i volumi di produzione del marchio si misurano in decine di pezzi l'anno.

Neanche Pagani, che è l'azienda spiritualmente più affine, ha mai osato tanto, a livello meccanico.

Non credo, dice chiaramente che non ci sono riduttori di velocità, mentre nella prius ci sono, alla fine è un riduttore epicicloidale. Parla chiaramente di collegamento diretto! Lo schema è: termico <=> motogeneratore sull'albero <=> motori sui semiassi

Avranno infilato in motori elettrici "nei" semiassi?

Es. statore collegato al motore e rotore alla ruota...

Avranno infilato in motori elettrici "nei" semiassi?

Es. statore collegato al motore e rotore alla ruota...

no, non lo so: nel senso sono i motori che servono le ruote. Non è detto che siano nelle ruote, potrebbero essere al posto di un ipotetico differenziale e poi da lì partono i semiassi. Io li farei così, perché almeno non aggiungo masse non sospese... e motori di quelle potenze pesano! poi boh.

I motori elettrici dovrebbero essere questi:

- - - - - - - - - - AGGIUNTA al messaggio già esistente - - - - - - - - - -

Trovato qualcosa in più e qualche immagine

KOENIGSEGG DIRECT DRIVE

As many of you have heard, Christian is not a fan of hybrids, as they are generally compromised when it comes to weight, complexity, cost, packaging and efficiency.

Given this the Regera is not what we at Koenigsegg would call a hybrid, as it does not have the traditional shortcomings of a hybrid. Instead the Regera is a new breed of Koenigsegg – and car for that matter.

Traditional, so called parallel, hybrids are compromised and heavy, as they have two independent propulsion systems. Alternatively, series hybrids are less compromised when it comes to weight, complexity and costs, but instead they are compromised when it comes to efficiency, as there is too much energy conversion going on.

This brings us to the Koenigsegg Direct Drive Transmission or KDD for short – invented by Christian von Koenigsegg and developed for the Regera by the Koenigsegg Advanced Engineering team.

The patent pending KDD system replaces the combustion engines traditional transmission and gives the added benefit of pure EV mode. What is unique is that the KDD manages to create direct drive to rear axle from the combustion engine without the need of multitude gears or other traditional types of variable transmissions, with inherently high energy losses.

During highway travel, for example, the KDD reduces drivetrain losses, compared to traditional transmission or CVT by over 50%, as there is no step up or step down gear working in series with the final drive – just direct power transmission from the engine to the wheels.

To supplement the energy from the combustion engine and to allow for torque vectoring, regenerative braking, extreme drivers response, reverse and energy conversion, there are three YASA developed electric motors. YASA´s axial flux motors are extremely power dense and allow for direct drive, making them a key-ingredient for the KDD. One YASA for each rear wheel, giving direct drive – this time electric – and one on the crankshaft, giving torque-fill, electrical generation and starter motor functionality.

The three electric motors constitute the most powerful electrical motor set-up in production car history, replacing the gears of a normal transmission while adding; power, torque, torque vectoring and yet still able to remove weight.

The battery pack and PDU for the KDD were developed and manufactured together with Electric Supercar virtuoso Mate Rimac and his engineering team. The 620 V battery pack is of the latest fully flooded type and is the most power-dense battery pack ever created for a road going car with 9,27 kWh of energy, 67 liters of volume, and 115kg of weight. Still, a full 500 kW can momentarily be drawn during acceleration and over 150 kW can be absorbed by the battery-pack during regenerative braking and ICE power generation mode.

Every cell of the pack is carefully monitored for voltage, state of charge, health and temperature. The cells are enclosed in a fully machined aluminum casing for safety and stability. The battery is located in the most protected area of the car – the carbon-aramid chassis tunnel. The whole battery pack is actively cooled by external radiators and the Regera´s all new electrical air-conditioning system, which also can pre-cool the car via the Koenigsegg app on a warm day.

The complete KDD system, including the battery, adds a mere 88kg to the Regera´s weight, compared to what the Regera would have weighed with a traditional ICE, coupled to a 7 speed DCT transmission instead of the KDD. Presently no other hybrid Hypercar even comes close to this type of weight ratio for their electrification. This is interesting, as they all have smaller battery capacity and less electric power than the Regera.

To put it into perspective, the Regera has almost triple as many electric Bhp (700 Bhp) and over 300 Bhp more than its closest hybrid rival. Still the Regera manages to be very competitive weight wise, while including unusual features such as a six way adjustable electrical seat and a fully robotized body work. This is no small feature and it is a testament to the meticulous nature of the Koenigsegg engineering team.

The combination of electrical and combustion power is just mind boggling. When you get up to speed, the system really comes into play – How about 3.2 seconds between 150 to 250 km/h and under 20 seconds from 0 to 400 km/h?

POWERTRAIN STATS

• 1100 Hp of combustion engine power on 91 octane DIN or 95 octane RON (a bit more on E85)
  
• 1250 Nm of combustion engine torque
  
• 700 Hp of electric propulsion
  
• 900 Nm of electric torque
  
• 9 kWh 620 Volt, flooded liquid cooled battery pack
  

COMBINED NUMBERS

• Over 1500 BHp or 1.11 MW
  
• Over 2000 Nm of torque
  
• Dry weight 1420 kg
  
• 1628 kg curb weight (including all liquids and full fuel tank)
  

http://koenigsegg.com/regera/

Ora si capisce meglio il sistema.

Modificato 4 Marzo 201510 anni fa da ISO-8707

Certo che quel MegaWatt...

Ora si capisce meglio il sistema.

Era come lo immaginavo io, solo con una frizione al posto del convertitore idraulico.... In effetti con quelle coppie e il continuo utilizzo la frizione la butteresti dopo poco km [emoji38]

Molto bello come sistema, è semplice!

L'estetica non è male e gli interni sono molto interessanti