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--- en:dreel:konzept [17.04.2020 21:25] – [Dreel] Bernd.Brincken
+++ en:dreel:konzept [19.04.2020 18:02] (current) – [LiFePo] Bernd.Brincken
@@ Line 1: / Line 1: @@
 ===== Dreel concept =====
 The energy required for a vehicle is a sum of the [[wpde>Fahrwiderstand]] (Driving resistances), which have to be overcome:
   - Air resistance or [[wp>Aerodynamic drag]]
@@ Line 34: / Line 33: @@
 == Dreel ==
+{{ :en:dreel:front_dreel_pattern.png?direct&240|}}
   * Whoever wants to save the climate should suffer. \\
   * Comfort, space, performance, design and other traditions are overturned, and instead everything is geared towards lowering air resistance, the essential energy sink for individual transport.
@@ Line 44: / Line 44: @@
   * 10 kW engine power should therefore be sufficient for above applications.
   * Lightweight construction is necessary because of the hills, but with the small space that has to be covered and correspondingly small levers and forces, it can also be easily implemented - target value without passengers: 150 kg
-  * Range - 100 km is enough for commuters - at 90 km/h it only takes 2.65 kWh; 4 kWh provide enough buffer and enable a smaller charging stroke (> number of cycles). However, the battery needs to be able to deliver 8 kW for the mountain trip.
+  * Range - 100 km is enough for commuters - at 90 km/h it only takes 2.65 kWh. 4 kWh battery capacity provide enough buffer and enable a smaller charging stroke, thus a higher cycle count.
 == LiFePo ==
-Low battery capacity complements each other synergistically with low air resistance:
+Low battery capacity complements synergistically with low air resistance:
-  * 4 kWh need e.g. with Samsung 21700 cells only 15 kg and ~ 10 liters, and cost 800 € (net)
+  * 4 kWh need - for example with Samsung 21700 cells - only 15 kg and ~10 liters, at a cost of € 800
-  * // Dreel // can thus drive 200 km at 80 km / h, even further with slower driving
+  * // Dreel // can thus drive 200 km at 80 km / h, or further at lower speeds
-This allows a step that is hardly an option for larger BEVs - the switch to [[wp>LiFePO4]] technology. Above all, these batteries offer greater safety - there is no danger of burning electrolyte - and at least twice the number of cycles compared to Li-Cobalt cells. This outweighs the approximately 30% higher price for the user. \\ The disadvantage of the low energy density are double weight and volume, an exclusion criterion for large cars, is not a problem with the // Dreel // because of the low energy requirement in relation to weight and volume:
+This allows the switch to [[wp>LiFePO4]] technology which is hardly an option for larger BEVs. These battery technology  has better safety because there is no danger of burning electrolyte, and at least twice the number of cycles compared to Li-Cobalt cells. This outweighs the approximately 30% higher price for the user. \\ The disadvantage of the low energy density are double weight and volume. An exclusion criterion for large cars, this is not a problem with the // Dreel // because of the low energy requirement in relation to weight and volume:
   * 4 kWh LiFePo with brand cells weigh 31 kg and have 22 liters, at a cost of around € 1,000
   * For € 1,600 at 36 kG and 26 l you can get LiFePO cells with a high power density of 20 C. Here you would have enough power for the mountain even with only 500 Wh capacity. \\ Practical middle ground: 2.4 kWh LiFePO at 23 kg and € 1,000.
@@ Line 92: / Line 92: @@
     * Costs are an additional ~ 8,000 €
     * This covers EU-approved series of 75 pieces
-  * A [[wpde> EU type approval]] that no longer requires individual approval would be significantly more complex - hardly worthwhile, also because of the ongoing development, which required new approvals for each change.
+  * A [[wpde>Richtlinie_2007/46/EG|EU model approval]] that allows unlimited production numbers without individual approval would be significantly more complex - hardly worthwhile, also considering the ongoing development, which would require new approvals for each change.