"punkgoose17" (punkgoose17)
09/23/2015 at 09:47 • Filed to: Suzuki
3
11|
"punkgoose17" (punkgoose17)
09/23/2015 at 09:47 • Filed to: Suzuki | 3
| 11 |
I really like this animation showing Suzuki’s new mild hybrid system. I think they have been creating really great product lately, and I am an engineering dork.
The sound track is something like Gran Tourismo menu music + Mario Kart sound effects + more beat.
Mattbob
> punkgoose17
09/23/2015 at 10:04 |
|
so they are using a 12V motor for moving the car.... That isn’t efficient, that’s lazy design. The reason most hybrid cars use higher voltages is that to move any kind of power around on a 12V bus, you have to push tons of current, and therefore have bigger losses due to the wiring harness, and have to use a bigger, more expensive, heavier wiring harness.
wiffleballtony
> punkgoose17
09/23/2015 at 10:11 |
|
I have attached a picture of all the cars that will be using it in the US:
|
punkgoose17
> Mattbob
09/23/2015 at 10:42 |
|
This is a mild hybrid most similar to the GM mild hybrid system that was very unpopular in the Malibu Eco and the capacitor system Mazada is using in the Skyactiv family. This being a smaller engine and car than the Malibu, 1.2L compared to 2.4L the electric boost will be a much alarger portion of the car’s power.
Also, what I was most intrigued about was the belt connected starter. That is not something I had seen before. (I realise someone else has probably done this.)
Bluecold
> Mattbob
09/23/2015 at 10:43 |
|
There was no speak of voltage. The lead battery is 12v. This doesn’t mean the ‘IGS’ is as well. There could very well be a voltage conversion between the 12v battery and the motor.
|
Mattbob
> punkgoose17
09/23/2015 at 10:51 |
|
yeah, the belt connected starter was interesting.
|
Mattbob
> Bluecold
09/23/2015 at 10:57 |
|
At that point it would be a cost analysis, which costs more, the DC-DC converter or the extra wiring etc that comes from the bigger wiring harness? High power DC-DC converters can be kind of expensive with the beefy inductors, and FETs or SCRs they use, depending on the type. Anyone want to talk DC-DC converters? They are super neat, and I know a fair bit about them.
|
punkgoose17
> Mattbob
09/23/2015 at 11:24 |
|
I had the same thought that the IGS could be 12V or a different voltage, but the animation is not that detailed. Could the DC-DC converter be integrated into the controller that controls which battery is charging and which battery is discharging and when? Or, could it be integrated in to the Lithium Ion battery pack (The way the wiring harness is Y shaped it looks like the cable from the 12V battery runs to the Lithium Ion battery pack)?
|
Mattbob
> punkgoose17
09/23/2015 at 11:30 |
|
it would make more sense to integrate it into the ISG unit, that way you can use smaller cables in the harness that goes back to the battery. This would make the ISG unit more expensive and complex though. Also, the wires that go between the components in the graphic are a bit misleading, because it is just a wire harness, and there could be any number of wires in there, so you don’t really know how they are hooked up.
Snuze: Needs another Swede
> Mattbob
09/23/2015 at 11:48 |
|
Could both batteries be of a higher voltage? I recall reading a tech brief a number of years ago that was being circulated by some automotive society (I don’t think it was SAE) that was really making a push for moving cars to 42V electronic systems. Their reasoning was that 42V would be more efficient for light hybrid systems - they described a system almost exactly like this, except IIRC their “starter-nator” was gear driven off the flywheel like a conventional starter, it just didn’t have a solenoid in it to disengage. Beyond that, nothing else in the car really mattered in terms of operational voltage - creating 42V light bulbs wouldn’t be a problem, and a lot of the cars electrical systems actually down-convert 12V anyways - most all of your electronics switch on 5V or 3.3V.
|
Mattbob
> Snuze: Needs another Swede
09/23/2015 at 12:02 |
|
yeah, that was some years ago. From what I hear it introduced all sorts of other issues. Actually light bulbs was the number one thing I have heard of being a problem. With the higher voltage, the filament would be thinner and not be able to stand up to the NVH in a car. If they were doing that though, they probably wouldn’t bother to keep the traditional lead acid battery though. It would probably be a big pain to develop a whole new 42 volt lead acid battery and produce it when every battery plant in the world is set up for 12V. Brb, now I’m sidetracked into looking at IEEE papers on 42V systems... haha
|
Snuze: Needs another Swede
> Mattbob
09/23/2015 at 12:09 |
|
No worries, completely understand. The lighting thing may be a non-issue now because everyone is moving to LED, HID, etc. But I never thought about the filament issue, but it makes perfect sense.