Blowing Hot and Cold Tesla Motors

27 Апр 2014 | Author: | Комментарии к записи Blowing Hot and Cold Tesla Motors отключены
TESLA Model S 60 kWh Auto 5dr / Electric (av UK mix)

Blowing Hot and Cold

Editor’s Our last blog, Good chronicled some of the safety and tests we’ve been on the Tesla Roadster. It prompted a of questions, particularly related to control. So we convinced Brian, who is booked during regular hours overseeing the tests, to his holiday shopping a little and spend some time work explaining in more how we ensure satisfying climate in the Tesla Roadster. Here are his

Don’t forget your — we test demist

and in a special cold room

By out the internal combustion engine and it with a battery and an electric Tesla Motors has achieved an blend of performance and environmental The trouble is, without an engine we end up to rethink traditional climate This blog is an attempt to what automotive engineers to as the HVAC system (a crazy for Heating, Ventilation, and Air Conditioning).

a conventional car, cabin comes from the engine Because the average gas or diesel is so inefficient, about 30 percent of the generated during combustion is to the engine coolant, giving a source of heat to warm the

Incidentally, you also lose down the exhaust pipe and the oil, as well as through a of additional avenues. So you end up with about 30 percent useful go from that expensive of gasoline. This number is an — it depends on type of engine and how you the car, but it illustrates to some why the Tesla Roadster is more

Now back to the original thread — heat from an engine can be to keep you warm. To keep you in the summer months, your car has fitted. The air-conditioning compressor is by the engine.

So, what does Roadster do now that we’ve the smelly, oily bits?

We go of course! That is much to write than to do, however. So attempt to explain how we do this, and tests we’re performing to that our drivers and passengers are as as we can make them.

First, the heating. This is straightforward. We replace the heater which would have had coolant running through it, an electric heater that has 400 running through it.

The clever bit of the is to ensure that we have a system that also the drain on the car’s battery (or Energy Storage System as we call it).

So we use what’s a Positive Temperature Coefficient heater. It’s basically a that increases its resistance as it up, thus limiting the current it can That way it will never get too Why do we use 400 volts for the heater?

Well, every other car, got 400 volts available, so we might as use that — it means considerably currents along the cables run from the ESS at the back of the car to the heater at the And with the heater capable of out 4 kilowatts, that should the cabin nice and toasty.

A Cool Primer

A car’s as we like to call it in the U.K. like a domestic fridge. The cabin is like the inside of the there’s a pump (or compressor) to the refrigerant, and an evaporator to get rid of the unwanted (That’s why the back of a fridge is — it’s the heat from your milk, and beer!)

At the other end of the scale, we fitted our cars with an air conditioning system to keep cool. This uses a similar to the one in a domestic fridge — ours is blue and works off 400 It’s at the front of the car, and the refrigerant through the chiller in much the same way as a standard system.

There is one added though — we also have a to keep the ESS cool. The ESS has its own coolant with a pump that a water/glycol antifreeze mix round the ESS and through a separate chiller to the right of the ESS behind the passenger This allows us to achieve temperatures within a range supports long life and performance. (See our recent A Bit About Batteries .) The cooling also distribute heat the pack to minimize temperature amongst the cells in the system.

As well as controlling ESS temperature any driving, we also need to its temperature within limits charging. The ESS can safely drive the car at temperatures down to -20°C However, charging must take place at temperatures 0°C (32°F). For this, we provide a within the ESS coolant circuit.

will only ever when the car is plugged in for charging.

To that all this complex system works properly and we’re currently going a detailed development and validation on one of our prototype cars. We are doing of this in a Climatic Wind (CWT), a chamber that is of providing air temperatures in a range -20°C to +40°C (-4F° to This air can be blown over the car it is driving on a set of rollers (a chassis ). We can thus test the car in realistic fully controlled) conditions.

These are some of the things we are

Demist and defrost of the front (there is legislation that to this — we have to meet criteria to pass). This is in controlled freezing/misting conditions in an chamber. We then monitor and side window clearance against time. One advantage our car has is not having to wait for an engine to up before we can have heating — it on and there it is! Interior airflow — this involves measuring the from each cabin and making sure that the controls provide the right of air and the range of control that we

Air conditioning performance — we do what are temperature pull down We heat soak the car at 35°C then switch on the air conditioning and (and measure) a wide of underbonnet and cabin temperatures time. We can also provide solar loading during test to pretend we’re in the desert (with a bank of lights).

Heater performance — this is to the air conditioning test, only time we cool the car to -20°C We don’t provide snow,

All this is aimed at ensuring Tesla Roadster drivers and can have their fantastic experience in complete and controllable

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