1. Este sitio usa cookies. Para continuar usando este sitio, se debe aceptar nuestro uso de cookies. Más información
    Descartar aviso

Fotos Porsche Taycan

Tema en 'Foro General BMW' iniciado por cybermad, 6 Mar 2018.

  1. Gus

    Gus Tali-bahn Administrador Coordinador

    Registrado:
    28 Ene 2002
    Mensajes:
    143.700
    Me Gusta:
    86.337
    Ubicación:
    A 1800 kms del Ring
    Modelo:
    i3/Z3/MX5/427
    ... ayyyyyyy lo que me habia perdido....:floor::floor::floor::floor::floor::floor::floor: 400 kms en 15 minutos de carga , dice. :LOL: Casi 500 kW...o sea, más de 100 horas para cargarse en un enchufe normal, viva la versatilidad. :D

    Ah, coño...una red de 500 cargadores en USA, dice tambien:descojon:Con siete millones de kilíometros de carretera ... toca a uno por cada 14000 kms de ruta asfaltada, :sneaky: seguro que a cualquiera le pilla uno al lado :floor:. (Aunque claro, no va a ser asi: 499 de los 500 estarán en cenutrios comerciales y listo)

    En fin, como decís, alardes inútiles salvo para los de marketing, y al alcance de cualquier gran productor, como ha demostrado Tata Motors.
     
    A Bimmer le gusta esto.
  2. M-Power

    M-Power Forista

    Registrado:
    3 Mar 2003
    Mensajes:
    2.722
    Me Gusta:
    1.070
    Si hay un fallo de diseño en un motor si es la norma, y la pregunta pasa a ser de si va a romper a preguntar cuando va a romper?, de ahi que la marca deba hacerse responsable. Esto no va de "enmierdar" nada, ya que justamente los que se quejan son amantes de Porsche que se han gustado su dinero en uno.
     
  3. edumen

    edumen Forista Senior

    Registrado:
    1 Jun 2010
    Mensajes:
    3.722
    Me Gusta:
    2.702
    Ubicación:
    Madrid City
    Modelo:
    Porsche Macan S
    Sinceramente no sé quién eres para decir que eso es un fallo de diseño pero bueno que siga la fiesta.

    Total por que no.
     
  4. cybermad

    cybermad Clan Leader

    Registrado:
    11 Feb 2008
    Mensajes:
    34.807
    Me Gusta:
    31.030
    Ubicación:
    más p'allá que p'acá
    Modelo:
    Zeposf3rico
    A este si le pegan los escapes de palo :LOL:
     
  5. cybermad

    cybermad Clan Leader

    Registrado:
    11 Feb 2008
    Mensajes:
    34.807
    Me Gusta:
    31.030
    Ubicación:
    más p'allá que p'acá
    Modelo:
    Zeposf3rico
    [​IMG]
    [​IMG]

    Porsche Confirms Specs for the Taycan Electric Car

    With the launch date set for 2019, Porsche’s first fully electric vehicle, the Taycan, got detailed a bit more by the Germans on Monday, who also confirmed some of the technical details surrounding the car.

    As per Porsche’s statement, the Taycan will be squeezing more than 600 horsepower from the electric motors. Electricity will be stored and distributed via an 800 V system.

    The battery is to give the car a range of over 500 km (311 miles), while naught to 100 kph (62 mph) acceleration is confirmed to be of under 3.5 seconds.

    The secret to the performance of the model is, according to Porsche, the use of two permanently synchronous motors (PSM) like the ones deployed on the 919 Hybrid race car. They generate a permanent rotary motion that can be applied at any time without needing to be started.

    One of the motors is fitted to the rear axle of the car, while the other spins the front wheels and together allow for a more compact design.

    “We opted for a permanently excited synchronous motor in the Taycan,” said in a statement Heiko Mayer, drive unit project leader.

    “They combine a high energy density with strong sustained performance and maximum efficiency.”

    The batteries that will make it into the Taycan will be capable of fast charging. While being compatible with 400-volt technology chargers, the battery can take its juice from 800-volt systems, meaning a range of four hundred kilometers (248 miles) can be achieved in just fifteen minutes of charging.

    Porsche estimates it will be manufacturing 20,000 Taycan models per year, roughly two-thirds of the current sales figures for the 911.

    The electrification efforts made by Porsche are meant to allow the company to switch to electromobility before all other German auto manufacturers.

    By 2025 Porsche plans for every second car sold to have an electric drive unit, with half of the models purely electric and the other half plug-in hybrids.
    https://www.autoevolution.com/news/porsche-confirms-specs-for-the-taycan-electric-car-127469.html#
     
    A edumen y ObiWan les gusta esto.
  6. cybermad

    cybermad Clan Leader

    Registrado:
    11 Feb 2008
    Mensajes:
    34.807
    Me Gusta:
    31.030
    Ubicación:
    más p'allá que p'acá
    Modelo:
    Zeposf3rico
    Mission E


    Breaking new ground and promptly taking the lead. Doing everything differently yet still decisively stamping classic Porsche virtues on the electric era. The world expects no more and no less of the first purely electric Porsche when it makes its debut in 2019. A dossier on the subject of electromobility.

    > 600 hp (440 kW)
    The Taycan stands for total system performance.

    800 V
    The components of the Taycan drive system work with this voltage. New terrain, even for the prototype builders.

    Ca. 40 specialists
    build the prototypes of the Taycan at Porsche.

    3 figures
    worth of prototypes of the Taycan have been built to date. The exact number? Confidential!

    > 500 km
    With a range of over 500 kilometers, the Taycan isn’t just sporty—it’s also practical.

    > 600 hp
    are packed and ready for action by two permanently excited synchronous motors (PSM).

    800 V
    is the voltage with which the components of the Taycan’s drive system works.

    < 3.5 sec.
    is all the Taycan needs to go from 0 to 100 kmh. The enormous torque from the very first rev delivers sporty acceleration.


    → The situation
    Greater environmental protection, new markets, less dependence on fossil fuels: mobility and automobile manufacturing in particular are being reimagined. The ongoing development of electromobility is a future-shaping topic in the industry worldwide. It’s the key to environmentally friendly mobility. Policy is an important factor here. By 2020 European auto manufacturers have to bring their new cars up to a fleet average of just ninety-five grams of carbon dioxide emissions per kilometer.

    And the number of electric vehicles worldwide is indeed on the march. The total number of electrically powered cars reached some 3.2 million in early 2018. That’s a 55 percent increase over the previous year. The figure includes all vehicles charged with electricity, such as plug-in hybrids. The market is driven primarily by China. There are currently over 1.2 million electric cars there, with 579,000 of them added in 2017 alone. In the US, the number of electric vehicles rose by 195,000 in 2017 to a total of over 750,000. Germany has comparatively low figures, but they did rise by 54,490 to 92,740 vehicles in total. The share of new registrations came in at 1.6 percent. If the growth rate stays near the level of 2017, the number of annual new registrations for electric vehicles worldwide will exceed twenty-five million by 2025.

    For Porsche the future is electric. The company wants to shift to electromobility before all other German auto manufacturers. By 2025 the aim is for every second Porsche sold to have an electric drive unit, with half of the models purely electric and the other half plug-in hybrids. Porsche will release its first electric model, the Taycan sports car, in 2019. Current estimates project roughly twenty thousand units a year. That would be equivalent to roughly two-thirds of the current sales figures for the 911.

    → The challenges
    Electrification in the carmaking field is driven in equal measure by regulations in the areas of nitrogen oxides and CO₂ and urbanization. The world is gathering in cities—everywhere. Since 2007 as many people have lived in cities as in rural areas. In parts of Asia and Africa, urbanization is reaching a breakneck pace. Megacities like Tokyo, Mumbai, and Shanghai provide a glimpse of the course of advancing urbanization.

    The effects on the automotive industry are immense. The most important task for Porsche is to play a role in shaping these changes—with vehicles that are sporty, unique in terms of design, and marked by high day-to-day usability thanks to a high range. The challenges: How do you create an electric vehicle that sets new standards in terms of performance and efficiency, driving dynamics, and day-to-day usability? How do you compensate for the weight of the batteries? What can enable an electric vehicle to feel like a typical Porsche?

    → The Porsche way
    For the first purely electric Porsche, the engineers in Weissach developed a drive concept based on the principle of intelligent performance—a principle woven into the fiber of every Porsche. “We opted for a permanently excited synchronous motor in the Taycan,” reports Heiko Mayer, drive unit project leader. “They combine a high energy density with strong sustained performance and maximum efficiency.” Two permanently excited synchronous motors (PSM), like those deployed in the Le Mans–winning 919 Hybrid, generate a permanent rotary motion that can be applied at any time without needing to be started—a technical feat achieved by having a permanently magnetized rotor forced into a rotary motion by the magnetic field of the stator.

    PSM electric motors are the turbos of the electric motor milieu. They boast both extremely high sustained performance and maximum efficiency. One motor powers the Taycan’s rear axle, the other the front wheels. Together they generate over 600 hp (440 kW) and are fed by batteries designed to provide five hundred kilometers of range. The Taycan sprints from 0 to 100 kmh in well under 3.5 seconds and tops 200 kmh in under 12. The PSM drives convert electrical energy into power with great efficiency, smoothness, and sustained output while generating relatively little heat. A Porsche with electric drive technology is naturally track-ready as well.

    The PSM motors also enable a very compact design. As Mayer observes, “That makes it possible to make the motors and batteries smaller and lighter with the same power figures.” And to save even more space, the electric motors’ solenoid coils feature a so-called hairpin technology design. “The coils are made of wires that aren’t round, but rather rectangular,” explains Naser Abu Daqqa, director of electric drive systems at Porsche. “This makes it possible to pack the wires more tightly and get more copper into the coil machines—increasing power and torque with the same volume.” The Taycan’s power electronics are also fine-tuned for efficiency. The inverters that convert the battery’s direct current into alternating current for the electric motor don’t work with a fixed pulse frequency as is common, but with a steplessly variable pulse frequency. “So the motor always runs at the optimal operating point,” explains Mayer. Intelligent performance is also delivered by the cooling system. Temperature sensors detect the cooling requirements in real time, while software ensures that the cooling water is immediately directed to the right spots. If the driver floors it, the cooling kicks into high gear as well, ensuring constant power.

    → Battery
    Range
    is one of the most important criteria for the buyers of electric vehicles.

    20 to 40°C
    is the optimal operating temperature for a lithium-ion battery.

    € 6 bn
    will be invested in electromobility by Porsche through 2022.

    4 V
    are packed into each of the cells in an 800-volt battery.

    100 %
    green energy is used by Porsche at its German production facilities.


    → The situation
    Batteries are the heart of electrically powered vehicles. Compared to combustion engines, however, electric vehicles are regarded as more expensive and enjoy only limited acceptance today due to their lower ranges and the still-inadequate coverage and supply infrastructure. And the safety of the batteries is a source of concern for some vehicle buyers as well. The technology of the batteries is complex and presents new challenges for the manufacturers. The requirements of the batteries for use in electric models are extremely demanding.

    “Range is one of the most important criteria for buyers of electric vehicles,” says Otmar Bitsche, director of E-Mobility at Porsche. High-voltage batteries using the latest lithium-ion technology are currently the gold standard. Their specific energy content is currently roughly 270 watt-hours per kilogram (Wh/kg). But like the development for cell phones and their batteries, development of the battery technology proceeds at a continuous rate of up to 5 percent annually.

    The growing importance of electromobility pushes developers worldwide to come up with the best possible solutions, with research focusing on both optimizing the existing lithium-ion technology by extending into new materials and completely new battery technologies based on solid-state electrolytes.

    → The challenges
    Three essential factors define the development. One: the weight. Two: the temperature. Three: the availability of raw materials. Theoretically, ranges of over five hundered kilometers are already possible today, albeit with a serious handicap: the weight of the technology. Lithium ions are therefore packed together as tightly as possible. The more of them that fit into a battery, the more electrons and thus more energy can be stored in the same space. Doing that means changing physical and chemical processes on the atomic and molecular levels in the cell. Then there’s the fact that a battery only works perfectly at optimal temperatures. A lithium-ion battery, for example, works best between 20 and 40 degrees Celsius. That applies to both charging and driving. Finally, automobile manufacturers are also faced with two other fundamental challenges: the sufficient availability of raw materials and extracting them sustainably. Porsche is actively preparing itself for both.

    → The Porsche way
    Speed instead of weight—the Weissach motto. Rather than installing heavy batteries, Porsche opts for fast charging. Electricity flows through some four hundred cells, which are connected both serially and in parallel. Each individual cell has a current of roughly 4 volts. Controlled by the battery management system, this all amounts to the 800-volt battery, in simplified terms. “It was a major challenge to achieve such enormous battery capacity both for charging and discharging over the entire temperature range,” says Nora Lobenstein, head of all energy storage systems at Porsche. The solutions are an intelligent charging protocol and an efficient heat exchanger system that quickly gets the batteries up to operating temperature and reliably cools them under heavy loads—for example, during a sudden spike in power usage or during rapid charging. The objective of the Porsche fast-charging system: four hundred kilometers of range in about fifteen minutes. Aside from the short travel breaks for charging, another payoff of the 800-volt technology is the thinner cables in the car. That saves weight.

    But for Lobenstein, the topic of batteries doesn’t end there. Sustainability is more than just a marketing term in Weissach. Porsche developers are already intensively studying how the Taycan’s batteries can be reused in the future. After all, a Porsche has an extremely long life cycle, longer than the vehicles of other brands. The batteries should have the same. A second life, at any rate.

    → Charging
    800 V
    The new generation of charging stations is designed for 800-volt technology. But it’s also downward-compatible for all vehicles on the market with 400-volt technology.

    15 minutes
    The Taycan is ready for the next four hundred kilometers in roughly fifteen minutes.

    10 inches
    The large touch display is designed to allow optimal readability even in bright sunlight.

    CCS
    Porsche employs the Combined Charging System as the standard in Europe and the US for alternating current (AC) charging and direct current (DC) charging. For Japan and China, Porsche will offer the local standards.



    → The situation
    Great distances between charging stations, no standard payment model, competing connection systems, inadequate power grids—the simple matter of getting new energy into empty batteries is anything but. International standards for adequate geographical coverage with modern charging stations for millions of electric vehicles? Still in the works. There’s a fundamental distinction between conductive and inductive charging. With conductive charging, energy is transmitted between the vehicle and the power grid through charging cables and a plug system. With inductive charging, the energy is transmitted between the vehicle and the power grid without cables through electromagnetic induction.

    With conductive charging, or charging with a cable, a distinction is made between alternating current (AC) charging with a conventional 400-volt plug connection, with charging capacities of up to 22 kW, and direct current (DC) charging, with charging capacities of up to 350 kW. AC charging is normally used at home or at the workplace, while DC charging is used for fast charging on the go. For AC charging, a permanently installed wallbox or a suitable charging cable is required as the connection between the power socket and the vehicle. At public AC charging stations, a special cable with a CCS connector suffices.

    The additional energy needs through 2025 will likely remain modest. Estimated increases in energy demand due to electromobility will be moderate in the different regions, with substantial jumps in demand only expected in the period through 2035. The primary reason: development in China.

    → The challenges
    Step out of the car, open the tank cap, fill up, pay—and get back on the road in a few minutes. That’s been the drill for drivers until now. The technology required for charging electric vehicles is in fact already in place, with the expansion of a charging infrastructure already in the works across Europe. But enabling an uncomplicated and fast-charging procedure for electric vehicles on motorways and urban areas requires international coordination and agreements—no easy task, to be sure. Policy answers are needed. The spottily available rapid-charging stations that currently exist seldom offer more than fifty kilowatts. It takes roughly an hour of charging time to deposit enough electrons in the battery to power the next stretch of 250 kilometers. The operative questions, therefore: How can we charge faster? How can we get enough universal charging points? And how can we strengthen weak power grids?

    → The Porsche way
    It’ll take years to build a comprehensive charging network for electric vehicles. To speed up the process, Porsche is rolling up its sleeves. “Faster charging will only work with a higher charging capacity; that was clear from the outset,” says Fabian Grill, who’s working on the expansion of the charging infrastructure for Porsche. His colleagues had already established one important prerequisite: the Taycan, the first purely battery-powered Porsche sports car, works with an 800-volt battery. In order to be able to make use of these technical possibilities in the public sphere, Porsche is pushing the expansion of a fast-charging infrastructure.

    The company is pursuing three options: First, charging at home—possible with a charging station or inductively via a base plate in the floor. Second, charging in cities—possible through existing infrastructure. And third, charging along the main traffic arteries in Europe. The joint venture Ionity was formed to do just that. Together with the BMW Group, Daimler AG, the Ford Motor Company, and the Volkswagen Group with Audi, Porsche is laying the groundwork for the establishment of a powerful fast-charging network for electric vehicles in Europe. The construction and operation of some four hundred fast-charging parks by 2020 are important steps toward making electromobility viable for long-distance routes as well and thus establishing itself on the market. Every Ionity fast-charging park will have multiple charging points. They ensure that a vehicle can be charged every 100 to 150 kilometers along the European road network. As the number of electric vehicles grows, so too will the infrastructure. Thus by 2020, customers will gain access to thousands of brand- and capacity-independent “high-power charging” (HPC) points. The charging capacity of up to 350 kilowatts per charging point enables accordingly designed vehicles to achieve significantly shorter charging times compared to the systems available today.

    “Plug in and charge fast” is the motto. Payment is completely automatic. Porsche and its development subsidiary Porsche Engineering are pursuing a modular in-house concept for ultra-fast charging parks. Whether it’s individual stations in the countryside or dozens of charging stations along highways: the solution is an intelligent system with practically unlimited scalability. And that’s important to making charging parks efficient and profitable. For Porsche customers, the main priority is being able to charge their vehicle rapidly even where the local power grid is weak. That’s now possible thanks to intermediary buffer batteries, which always have enough capacity on hand. Specifically, this means fast charging in about fifteen minutes for a range of four hundred kilometers at every Porsche charging point. Operation of the charging stations via touch display is roughly as intuitive as an ATM and just as secure. The expansion of the charging infrastructure is moving forward in the USA and China as well.

    The solution from Porsche can, incidentally, be used universally for any electric vehicle. The control electronics detect what type it is and reduces the charging current if the model isn’t designed for fast charging. With this infrastructure, a pioneering spirit is translated into reliable practicality and range security.

    → Out in the open
    The Taycan is still a confidential undertaking. Yet the purely electrically powered sports car from Porsche is already out and about on public roads—on intensive testing tours in extremely hot and bitterly cold regions of the world. One station: the western part of South Africa. More than sixty Porsche developers were on hand with twenty-one camouflaged prototypes—with daily high temperatures of around 40 degrees Celsius proving a challenge for the team and the machine in equal measure. All in all, some forty thousand kilometers were banked on the trip. By the time the Taycan hits the market in late 2019, the total will run into the millions of kilometers. The first electric sports car from Porsche, after all, should run like clockwork in even the toughest conditions.

    → Behind closed doors
    Those who work there know the Porsche Taycan inside and out before the rest of the world ever lays eyes on it: the prototype construction department in Zuffenhausen is the birthplace of every new Porsche model. The 800-volt technology of the first purely electrically powered Porsche, its battery system, the complex cooling system: what the designers imagine for the Taycan is translated into initial test cars by the specialists in the closely guarded prototype construction department. At the same time, they lay the groundwork for series production, because they test and perfect all the necessary assembly and logistics concepts. They also train their colleagues from the assembly teams to ensure an optimal preparation for the Taycan’s series production.
     
    A dm78 y antuan les gusta esto.
  7. naviblue

    naviblue Forista Senior Miembro del Club

    Registrado:
    4 Mar 2005
    Mensajes:
    6.756
    Me Gusta:
    3.734
    Ubicación:
    bilbau
    Modelo:
    M235i CB600F
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    el nuevo concepto de emisiones cero juajuajuajuajua: Descubrimiento::pagiso:: Descubrimiento:pagagr no llorar.

    Para sacarlo solo del garaje habrá que poner un enchufe en la parcela y otro en la puerta.

    Optamos por un motor síncrono permanentemente excitado.
    esto si que me mola. @ObiWan
     
    Última edición: 30 Jul 2018
  8. Choche

    Choche The dark side Miembro del Club

    Registrado:
    2 Dic 2008
    Mensajes:
    33.302
    Me Gusta:
    52.781
    Ubicación:
    WtShNN
    Modelo:
    INSECTO ROJO
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    Taicampaño en el sentimiento

    DEP Porsche con ese zambombo ya definitivo
     
    A Bimmer le gusta esto.
  9. adale30

    adale30 Forista

    Registrado:
    19 Ene 2009
    Mensajes:
    2.335
    Me Gusta:
    876
    Ubicación:
    la coruña
    La trasera es increíble!!
     
  10. Llorens

    Llorens Forista Senior

    Registrado:
    27 Ago 2010
    Mensajes:
    5.349
    Me Gusta:
    7.167
    Ubicación:
    Barcelona
    Debe ser un avión, con una estabilidad brutal y la autonomía suficiente.

    También tendrá un precio muy elevado.
     
  11. 392C

    392C Forista

    Registrado:
    31 Mar 2014
    Mensajes:
    3.446
    Me Gusta:
    3.766
    Modelo:
    320I E92
    Imagínate. El centro de masas a 3 cm del suelo con 1000kg de baterías ahí abajo
     
  12. Llorens

    Llorens Forista Senior

    Registrado:
    27 Ago 2010
    Mensajes:
    5.349
    Me Gusta:
    7.167
    Ubicación:
    Barcelona

    Tanto como 1.000kg.......:D
     
  13. *NANO*

    *NANO* Clan Leader Miembro del Club

    Registrado:
    27 Ene 2007
    Mensajes:
    62.639
    Me Gusta:
    77.366
    Ubicación:
    MADRID
    Modelo:
    LFA,MC12,F1
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    Y un sonido embriagador.
     
    A Bimmer le gusta esto.
  14. 392C

    392C Forista

    Registrado:
    31 Mar 2014
    Mensajes:
    3.446
    Me Gusta:
    3.766
    Modelo:
    320I E92
    Teniendo en cuenta que pesará unos 2300, un equivalente en combustión pesaría sobre 1800.
    Un motor de gran cilindrada que llevan estos coches estará mínimo en 250 kg
    2300-(1800-250)=750 kg.
    Con números de cuñado.
    750 tampoco es moco de pavo.
     
    A Llorens le gusta esto.
  15. 392C

    392C Forista

    Registrado:
    31 Mar 2014
    Mensajes:
    3.446
    Me Gusta:
    3.766
    Modelo:
    320I E92
    Más o menos un Harrier
     
    A *NANO* le gusta esto.
  16. PauL_ito

    PauL_ito Forista

    Registrado:
    17 Ago 2007
    Mensajes:
    2.768
    Me Gusta:
    2.687
    Ubicación:
    Madrid
    Modelo:
    F11 M535i & JCW
    El dron es para pasar el rato mientras estás 1 horilla recargando las baterías.
     
  17. PauL_ito

    PauL_ito Forista

    Registrado:
    17 Ago 2007
    Mensajes:
    2.768
    Me Gusta:
    2.687
    Ubicación:
    Madrid
    Modelo:
    F11 M535i & JCW
    Y ya si lleva un motor de verdad te das cuenta de que los diesel jamás debieron existir.
     
    A *NANO* le gusta esto.
  18. PauL_ito

    PauL_ito Forista

    Registrado:
    17 Ago 2007
    Mensajes:
    2.768
    Me Gusta:
    2.687
    Ubicación:
    Madrid
    Modelo:
    F11 M535i & JCW
    :floor:
     
  19. PauL_ito

    PauL_ito Forista

    Registrado:
    17 Ago 2007
    Mensajes:
    2.768
    Me Gusta:
    2.687
    Ubicación:
    Madrid
    Modelo:
    F11 M535i & JCW
    No he visto el dato...

    De que peso hablamos en el taycan? Imagino que 5000 o 6000 kilos para mejorar estabilidad y hacerlo involcable :D

    Unas gomas de 345 detras y 295 delante para cambiar cada 5mil kms (para poder seguir sujetando el barco) y es todo ecología.
     
  20. dani2

    dani2 Clan Leader

    Registrado:
    30 May 2002
    Mensajes:
    23.456
    Me Gusta:
    17.076
    Ubicación:
    San Juan City(Zarago
    Tengo curiosidad por saber donde va ser capaz de cargarse en 15’ aún con esos 800v. Hablamos de una batería que garantiza 400-500km......el flujo de intensidad de carga debe ser brutal.

    Tengo mis dudas que una línea “normal” se capaz de garantizar ese flujo sin mandar todo al peo. Ya no digo nada cargar 2 o 3.....
     
  21. edumen

    edumen Forista Senior

    Registrado:
    1 Jun 2010
    Mensajes:
    3.722
    Me Gusta:
    2.702
    Ubicación:
    Madrid City
    Modelo:
    Porsche Macan S
    Eso es para los muy machotes

    En mi caso soy aún demasiado humilde
     
  22. Guancho

    Guancho Clan Leader Miembro del Club

    Registrado:
    8 Ene 2010
    Mensajes:
    24.581
    Me Gusta:
    38.150
    Ubicación:
    Michigan
    Modelo:
    Lagartiha
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    Pero...yo me puedo pedir un GT3...¿no? Entonnnnsssseeee, como si los quieren hacer por energía eólica
     
  23. Gulf627

    Gulf627 Clan Leader

    Registrado:
    14 May 2005
    Mensajes:
    26.957
    Me Gusta:
    12.458
    Ubicación:
    Europa
    Modelo:
    E36 - F56 - E86
    @dani2
    Esa carga se refiere al nuevo estándar de 350 kW (refrigerado por agua).

    Para ello necesitas primero una batería que soporte esa potencia, actualmente se requiere una batería de al menos un tercio de la potencia de carga en capacidad. Es decir para cargar a 350 kW necesitas una batería de más de 100 kWh.

    Y segundo a ver cuantos enchufes así se pueden poner en paralelo.

    También habría que ver las pérdidas de carga a esa potencia tan bestial.
     
    A dani2 le gusta esto.
  24. PauL_ito

    PauL_ito Forista

    Registrado:
    17 Ago 2007
    Mensajes:
    2.768
    Me Gusta:
    2.687
    Ubicación:
    Madrid
    Modelo:
    F11 M535i & JCW
    Pues yo soy medio gay y no tengo ningún diesel desde hace años.

    Y hay gente humilde con lambos, porsche, ferrari...

    Así que, el problema debe ser otro.

    ;)
     
    Última edición: 31 Jul 2018
  25. cybermad

    cybermad Clan Leader

    Registrado:
    11 Feb 2008
    Mensajes:
    34.807
    Me Gusta:
    31.030
    Ubicación:
    más p'allá que p'acá
    Modelo:
    Zeposf3rico
    Estas son las estaciones de carga en 20 minutos de Porsche :whistle:

    [​IMG]
    [​IMG]

    17 SEPTEMBER 2018
    For the first time, economic viability and user-friendly design are brought together in a charging solution that will help electromobility gain greater acceptance.

    Looking at the fast-charging stations in use today, the disadvantages of the system are readily apparent at a glance. At present, all of the components needed for charging are installed in every single cabinet: transformer, galvanic isolation, power electronics, cooling and connectivity—significant outlays that make each individual charging station disproportionately expensive. So for Porsche Engineering, a charging park with a new system architecture and a new generation of charging stations quickly crystallized as an alternative. This new generation of devices is characterized by impressive fast-charging technology. It provides an attractive interface to the customer and, thanks to low operating costs, also presents a compelling business case for a wide variety of operators. The innovative charging park system designed by Porsche Engineering also provides the capability to charge the batteries of multiple electric cars at the same time. Thanks to 800- volt technology, batteries can store enough energy for roughly 400 kilometers of range in just 20 minutes. Enough time for a coffee break at the rest stop or a few errands in the supermarket or shopping area.

    FlexBoxes—building blocks of the architecture

    The charging park system from Porsche Engineering is designed as a modular system comprised of standardized, weather-proof housings, the FlexBoxes (exterior dimensions: 120 x 120 x 130 centimeters). They enable flexible outfitting with all necessary components in a standard rack and can be positioned at quite some distance from the charging stations, for example behind a building or hedge. So both visually and in terms of noise, they are hidden from the customer. There are also ideal integration options for planned and existing buildings: The modules can be positioned wherever there is space, while the slim and user-friendly charging poles are optimally positioned for use by customers

    So in terms of space, there are no general prerequisites for setting up a charging park system according to the Porsche Engineering principle. One technical advantage for medium-sized to large charging parks is that a connection to the medium- voltage grid (up to 36 kilovolts of alternating current) exists. A transformer then converts this medium voltage into low voltage (local grid level). On the secondary side of the transformer, the same lower AC supply is always available irrespective of the location.

    The intelligent design of the transformer also enables the accommodation of the galvanic isolation necessary for safety purposes. The benefit is clear: The centralized galvanic isolation obviates the need for it in each individual pole. Until now, it has been a part of the power electronics in all such poles, taking up space and driving up costs. Even for locations where this prerequisite is not in place, there is a transformer box solution available. This solution retains the major benefits of an optimal package and aesthetic design.

    Greater efficiency—lower operating costs

    In addition to the lower system costs, the lower operating costs are also a substantial factor, for the Porsche Engineering charging park also functions more intelligently. The control server of the transformer station brings together all of the information from all control units of the hardware—comparable to a local network. This central brain checks and connects the control units for the cooling unit, the power electronics and the charging station. The control server also handles the communication with the back-end of the respective operator for settlement purposes. The result: Thanks to this innovative architecture, efficiency is boosted to over 95 % for the complete system, which means the possibility of significantly lower operating costs compared to systems available today.

    PowerBox

    First, the low-voltage alternating current from the transformer station is converted into direct current in the PowerBox. The PowerBox can be equipped with two sets of power electronics and supply two charging points. The system utilizes silicon carbide (SiC) modules of the latest generation. The advantages compared to modules based on currently available technology consist in lower conduction, switching losses and space requirements.

    The concept of the charging park from Porsche Engineering enables cars to charge up in just 20 min.

    Moreover, elements such as line filters can be built more compactly due to the higher pulse frequency. The components are designed to accommodate a distance of up to 200 meters between the transformer station and PowerBox and up to 100 meters between the PowerBox and the charging station. All in all, this results in the high flexibility required to position the components at any given location. Technically speaking, even greater distances would be possible, albeit with higher power losses and, above all, higher construction costs.

    CoolingBox


    Another important component of the charging park is the CoolingBox. The CoolingBox provides liquid cooling for the charging poles and power electronics. Every CoolingBox can accommodate two cooling units, each of which provides reliable cooling for multiple charging points under all operating conditions. On the exterior, a CoolingBox differs from the other FlexBoxes of the charging park system with its ventilation fins for intake and exhaust air. The CoolingBox is optimally positioned at some distance from the charging stations. This ensures that the unavoidable noises associated with cooling are kept far from customers’ ears.

    ComboBox—the alternative for small charging parks
    The Porsche Engineering development can also respond flexibly to the special requirements of charging park operators such as extremely limited space— for example at smaller locations. If the operator works with just a few charging points, a compact alternative system is offered: The ComboBox combines the PowerBox and the CoolingBox— a power unit with a cooling unit sufficient for one charging point each.

    ChargeBox—fast charging even without medium voltage

    Even for cases in which no sufficiently powerful grid connection is available, the modular charging system offers a solution with which electric cars can be charged extremely fast. Specially designed for this purpose, the ChargeBox contains an additional buffer storage battery in addition to a power unit. This buffer battery is charged while no vehicle is using the charging station. Thanks to the storage battery as a replacement for grid power, the customer has access to high charging capacity at locations without medium-voltage grid connection as well. The ChargeBox is ideal for locations with a low charging frequency per day and in situations in which an expansion of grid capacity would be expensive. The ChargeBox is available as an entry-level model with a 70 kWh battery and a 160 kW charging station.

    For more highly frequented locations, for vehicles with higher charging capacities or as a subsequent retrofit, there is also a fully equipped version with 140 kWh and two 160 kW charging stations, combinable for 320 kW. Another important element of the solution is provided by the smart grid unit at the grid connection point, which ensures that the system never draws more than the permissible amount of electricity from the grid. This component also helps with the use of electricity from an existing PV system for fast charging and supports consumption optimization efforts through energy recovery mode at the location.

    Premium charging stations

    The end customer notices nothing of the underlying technology. The same point of contact is always there: The charging stations are the single customer touchpoint with the driver of an electric car. Porsche Engineering designed the charging stations with the highest standards in terms of design and ergonomics for a positive charging experience while focusing in equal measure on the highest functionality and economy. As the engineers removed everything from the charging station that wasn’t absolutely required at the customer touchpoint and packed it into FlexBoxes, a streamlined appearance could be achieved—and thus a typical Porsche design identity. That was, after all, an integral part of the design specs, aside from the universal applicability in all parking space situations. The crane-like shape of the poles is no coincidence: The high-positioned, liquid-cooled charging cable reaches the charging socket of every electric vehicle. After all, the idea is for electric vehicles from all manufacturers to be able to charge up here. A large, 10-inch touch display offers a wide variety of options for interacting with the customer. Altogether, this meticulously devised concept is intended to ensure that the customer’s experience of the charging process is uncomplicated and pleasant.

    The aesthetic impulse also finds expression in multiple lighting elements: A visible stripe on the front of the charging station displays the operating mode. Light units to the left and right subtly mark the borders of the charging station and define the area of the parking space.

    The right juice for every electric model


    As flexible as the Porsche Engineering development is in terms of the individual structure of the charging park, it is every bit as flexible with regard to the charging convenience offered to the customer. The charge control unit in the station automatically establishes the communication with the vehicle. It instantaneously compares the requirements of the vehicle with the capabilities of the charging station at the beginning of the charging procedure. If a vehicle is set up for the 800-volt technology developed by Porsche, it can be charged at high power. But the charging station from Porsche Engineering also supplies vehicles designed for lower charging power levels. They, too, receive the electricity they need

    Technologically, Porsche employs the Combined Charging System (CCS1/CCS2) as the European standard. This is adapted to the higher voltage level and higher currents of the charging park. With minor modifications to the charge control unit, however, it is also possible to implement charging standards such as CHAdeMO or GB/T, enabling service to other vehicles even in regions as far afield as Japan and China.

    Reliable—now and in the future

    In addition to the high degree of flexibility offered to operators and customers today, great attention was also given to ensuring the system would be able to keep up with future developments as well. For that reason, Porsche Engineering colleagues from Prague developed the software for the control of the charging park, the charging procedure and the server connection themselves. This not only makes the charging park smart-grid-capable—i.e. able to actively communicate with the infrastructure— but also makes it possible, thanks to the integrated, centralized intelligence, to continue operating even if, for example, the back-end communication to the operator’s electronic payment system goes down. The charging point remains available to the customer even in such situations. Porsche Engineering set out with the objective of ensuring safe, convenient and fast charging in every situation. Thanks to this unwavering focus on the customer, and the intelligent design, the new charging infrastructure from Porsche Engineering provides the optimal solution for practically every operator.
     
  26. *NANO*

    *NANO* Clan Leader Miembro del Club

    Registrado:
    27 Ene 2007
    Mensajes:
    62.639
    Me Gusta:
    77.366
    Ubicación:
    MADRID
    Modelo:
    LFA,MC12,F1
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]

    [​IMG]
     
    A M-Power y ObiWan les gusta esto.
  27. inthenight

    inthenight Forista Legendario

    Registrado:
    19 Feb 2005
    Mensajes:
    14.375
    Me Gusta:
    13.968
    Ostia p*ta con los escapes de palo...
     
    A M-Power le gusta esto.
  28. *NANO*

    *NANO* Clan Leader Miembro del Club

    Registrado:
    27 Ene 2007
    Mensajes:
    62.639
    Me Gusta:
    77.366
    Ubicación:
    MADRID
    Modelo:
    LFA,MC12,F1
    Unete a BMW FAQ Club Unete a BMW FAQ Club Unete a BMW FAQ Club
    Espero que sea cosa de la mula para "despistar". No creo que el definitivo lleve eso ahí.
     
  29. inthenight

    inthenight Forista Legendario

    Registrado:
    19 Feb 2005
    Mensajes:
    14.375
    Me Gusta:
    13.968
    A ver...
     
  30. antuan

    antuan Clan Leader

    Registrado:
    19 Jul 2007
    Mensajes:
    28.798
    Me Gusta:
    20.271
    Es como un Panamera en pequeño, no? si lo sacan turbodiesel me le compro, los aletines en blanco me han conquistado :love: