Quote:
Originally Posted by Isaac Zachary
Of course, and this has already been brought out, more efficiency doesn't mean better total efficiency or better miles per kWh, etc. A lighter Model 3 will get better miles per kWh even if regen efficiency drops.
A Model 3 also ususally hauls only one person and not much more, and has a limit of 5 (or is it 4?) passengers and some 900lbs total weight of cargo and passengers (although I'm sure you could add more than that). But if you could lighten it and replace that mass with even more passengers and/or cargo, then miles per kWh per passenger or lb of cargo would also increase considerably.
This whole thing reminds me of the BSFC efficiency of an ICE being at around 80% load. But if you drive around constantly at 80% load you'd actually get worse fuel mileage.
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1) In the context of the master's thesis, adding mass to the 'small suv' increased its ' total efficiency.'
2) This is predicated upon the New European Driving Cycle ( NEDC ).
3) The explanation requires looking into the reported 'strange behavior...connected to the regenerative braking which is dependent on available wheel power', mentioned by the authors.
4) If you have dynamometer data for the Tesla, on the same driving cycle, at a lower mass, that would make for great supporting evidence on your part. Otherwise, it's an unknown quantity.
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5) Volvo increased the 2015 small suv, from 1572-kg, to 2165-kg, and total efficiency increased 16.8%.
6) It out-accelerates its ICE stablemate
7) It uses 32% of the ICE's energy.
8) It has 3.7X range of the ICE variant.
9) It has 1109 miles range on the ICE's 'pack.'
10) The ICE variant has 57-miles range on the BEV's 'tank.'
11) It has 'Strong regenerative braking.' Duncan Brady, MOTOR TREND
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12) Regenerative breaking efficiency proportionality needs to be factored.
13) Inertia Resistance proportionality needs to be factored.
14) Rolling resistance proportionality needs to be factored.
These are contributing actors in the 'strange'.