The release of toyota fcvs has rekindled the controversy over pure electric power and fuel cells, but, whatever the outcome of the debate, they are all technologies of the future — they are truly universal for at least 10 years and for 20 years. So, whether purely electric or fcv, the current stage is still more conceptual than substantive. It's just a small-scale extension. It's a good idea to take tesla down。
So it is also a matter of debate as to the direction in which the energy technology for vehicles should move between 10 and 20 years. There is no doubt that the greatest competition is for deep dives based on traditional energy technologies (expressed in small voltage direct boosts) or for the heavy head to be placed on hybrid power technologies。
Straight-jet pressure is different from hybrid power
If market penetration alone were to be seen, it was clear that the current phase was dominated by direct booster pressure. Not only is there widespread direct pressure spray, but there are also many followers and emulations. Retroactivity, which continues to perform only in high-end markets, remains limited in market share in middle- and low-level markets where there is a real need for “walking”。
An important reason for the high rate of direct booster penetration is that it is based on improvements in traditional energy technologies. The power of small chargers can be achieved by boosters, reducing engine charge under the same power and making the overall cost more manageable. At the same time, it is naturally easy to spread because direct blow-off + pressure does increase efficiency, and the low-speed, large-sharp-twirling characteristics of the pressurized engine give people a good sense of driving pleasure。
On the basis of the foregoing, the direct booster does not change the rationale of the engine, so one of the most important “bugs” of the engines still exists, i. E. The efficiency differences under different conditions - even if advanced direct booster engines are not likely to match urban and suburban fuel consumption. On the contrary, the gap between the two could be 50 per cent or more different。
Moreover, such technologies still fail to address high urban road emissions. For the vast majority of households, cars are used for urban driving for the most part of the time, making the real value of direct-jet booster technologies in energy-saving emission reductions less effective — fuel consumption from work will still be around 10 litres, with no difference of substance as compared to traditional technologies。
Mixing is different. In essence, mixing radically changes the engine's working condition, i. E., it is theoretically possible to eliminate the inefficient work of the engine, while the work is carried out efficiently. In other words, even in congested urban areas, it allows engines to work as efficiently as motors on suburban roads, thus achieving equivalent consumption of fuel in urban and suburban areas. What is this concept? This means that an ordinary family car can consume less than five litres of 100 km of fuel on a crowded road to and from work, approximately half of what a traditional vehicle can do. Such changes are essential。
Straight-spray pressure and mixing are not exclusive
1. 4t equals 2. 0l, a claim that has been endorsed by the vast majority of the population. There are two reasons for this. One is the data, and the power of the engine has indeed increased by the pressure. The other is actual performance, with a low-intensity direct-pressure booster engine, which naturally produces a 1. 4t-equivalent 2. 0l effect。
In fact, the same is true for mixing. This has been the subject of a previous discussion on how to view mixing power. Based on the principle of mixing, we know that part of the energy is stored in batteries when driving everyday. So what are the conditions under which people's demand for power is largely felt? No doubt: acceleration. Specific conditions include starting speed, over-cars, parallels, etc. Under this condition, the power of the battery reserve can be combined with the power of the engine. This combined acceleration is no less than a direct boost. The characteristics of achievement are similar: one is that the combined power is indeed not small, the second is that the electric power is much stronger, and the acceleration of the conventional medium- and low-speed segment is even better than a direct boost。
And one more thing, don't forget, mixing and direct spraying are not mutually exclusive. That is, mixing can be superseded with direct spraying. In fact, a growing number of mixed overruns are using this characteristic to achieve power mass overflight. For example, the newly marketed bmw i8, with a 1. 5-t engine, can achieve an acceleration of four seconds, depending on the electric press。
Massive penetration depends on a transformation of toyota strategy
Even so, why is the current phase of penetration being dominated by direct booster pressure
The rationale for mixing is open, i. E., to store the excess energy of the engine working efficiently (paced, high-speed) in the battery and then release it through the electric power during the inefficiency (crowding) situation, while avoiding the engine working during the inefficiency (of course, with a series of measures such as brake energy recovery). These are simple words, but they are very difficult to achieve。
First, it requires an excellent mix. The cutting-off and integration of motor and power power through a single clutch is, in fact, the primary and difficult to achieve. Currently, only toyota thsii is available globally, which is achieved through a unique ecvt structure. Ecvt is not cvt. It uses planetary gear groups, which then achieves an incoherent transferability of the transmission ratio through the twisting of the auxiliary power (note: the auxiliary power is not used for driving, it is a separate electric power). Both engine power and motor power go through this transmission. It's a very fine structure, and it's a better algorithm. It is no exaggeration to say that so far only toyota has mastered this algorithm。
The fate of mixing is thus destined to be in toyota's hands. To be universal, toyota's hybrid power strategy must change。
For a considerable period of time, toyota adopted a “high end” strategy for mixing. Even the entry-level mixed vehicle prius is not low (similar to class b). More mixing technology is invested mainly in the lexus model. In fact, this technology has shown strong competitiveness in the rx, ct and so on. However, it is crucial to move further down if the mix is to spread。
Cammy zorro's production and good sales proved that if mixing can get down, there's no shortage of buyers. And in fact, cameron zorro is still over-positioned. Indeed, if, on the basis of value for money, camery zhussor were to superimpose a large power machine of 105 kw/270 kw on the 2. 5 l engine, the actual power performance would already be equivalent to camery 3. 0 l. Such performance corresponds to a guiding price of $259. 8 million, and value for money has been highlighted even without considering energy-efficient emission reductions. It is only that most buyers do not need such a strong incentive, thus limiting its spread。
From the latest news, we can see a major strategic shift in toyota, namely, the gradual universalization of mixing。
The toyota motor china research and development centre, located in jiangsu, was officially inaugurated last november. The centre is the sixth global research and development centre in toyota and the only overseas research and development centre with a test runway, with a total investment of $689 million. The first major project since the launch of the research and development centre was aimed at national mixing. The following is a mixed version of carola and regent, which uses mixed domestic power。
The mix is 1. 5 l in terms of configuration. Although there is no clear information at present, the dynamic performance of toyota should be comparable to that of 2. 0l or 1. 5t, based on the practice of toyota. The competitive advantage would be self-evident if at that time the price of the carola/raying mix could be positioned at the price of the 2. 0 l model. More crucially, carola/ralling will no longer be just a matchmaking, supplementing, as was the case with the previous hybrid car, but will probably become its main hitchhiker. Once this pattern takes shape, it will mean that the age of commingling universality will come to the fore。
Car cloud knot:
Over the next 10-20 years, there should be less suspense to mix into the new protagonists of conventional domestic car power. In this connection, the chamoshi had previously been analysed and read in relation to the scientificly remote bulletin. Toyota's investment in this area, which has lasted so long, should be waiting for the moment. Once the time has come, toyota will be left behind and will mean the official beginning of a mixed era. From the actions of toyota over the years, it should not be too far away for this to start. Maybe in 2015。
Responsible editor: zhang dei
