The cruising range is currently the main bottleneck of pure electric vehicles, so the major auto manufacturers have come up with a strange solution. The internal combustion engine's extended range and weight reduction are all in the past. In order to increase some cruising range, the engineers' brains far surpassed the forward-looking designers.
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Everyone has been on the subway. The Beijing subway uses the design of the third track to take power. Some cities such as Hong Kong use the electric bow to take power. In short, there will be some protrusions on the vehicle, connecting the power grid next to the rail or the roof. This set of roads has been learned by car engineers. Some overseas media broke the news, Honda announced the latest patent technology to solve the charging problem.
The patent shows that the vehicle will be equipped with an expandable arm in contact with the power rail. When the arm is unfolded, it will be connected to the charging rails that are installed in the road along the road. This rail will be connected to the grid and will charge the car. The benefit of this patent is that the vehicle can be charged while driving, saving the owner a lot of time and is easier to implement than embedding the induction coil below the road surface.
Coincidentally, the electric road system being developed by the Swedish Ministry of Transport has a similar design. However, the main purpose of this system is to solve the environmental problems of heavy trucks. They currently assume a dedicated test route on the E16 road in Sandviken, Sweden. On this dedicated road, the grid is laid 18 feet above the ground. The vehicle draws power from the grid through a pantograph similar to that used in electrified railways. In fact, some cities in China, such as the trolleybus in Beijing, are very close to this idea.
The pantograph is more convenient than the trolley of the trolleybus. It only needs to be touched, and it does not need to be accurately caught in the sliding groove at the top of the collector bar. However, when changing lanes, the collector bar can be dragged by the power grid. The bottom requires a simple spring mechanism, while the pantograph requires external force and a complex follow-up system at the bottom.
If you think that the first two charging methods are not enough, then Audi engineers invented another suspension system called eROT. Some people may ask what is the relationship between suspension and charging. The vibration energy absorbed by the suspension is also energy, and energy can also be converted into electrical energy.
In fact, before the Audi, another German company ZF had done a similar attempt. ZF's approach is to link a vacuum valve on a conventional hydraulic suspension to convert the energy generated by the hydraulic bucket to the vibration of the road surface into electrical energy. Audi uses another idea to directly use the horizontally placed electric damper instead of the traditional hydraulic cylinder, which converts the vehicle's up and down vibration into the axial rotation of the motor through the connecting rod. The output of this system on the flat road is not high, but on the old and broken road, the output power can reach 613w. However, this system can only be applied to hybrid vehicles. Audi believes that with the help of this technology, the future hybrid models can save 0.7L per 100 kilometers.
The kinetic energy recovery technology that has been installed at the moment is only the beginning. Engineers are trying to charge the vehicle while driving without much breakthrough in battery technology. The types seen in the previous section are relatively large. After the application of graphene materials in the future, the ambient heat can supply electricity to the graphene battery. Maybe one day we can rush to our own car and run for two or three kilometers. By that time, electric car owners will not have any endurance phobia.
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