Interessanter Artikel über Volkswagen’s Modularen Elektrobaukasten.
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Of course, what you are sitting on top of is the battery, which in this case is a large rectangular table top-like structure that takes up all the space between the wheels. And that’s the other reason why the wheelbase is so long at 2,760mm. Having the exceedingly heavy battery placed here is also good for weight distribution and ride and handling. In fact, VW claims weight distribution is near equal at 50:50; so what you have in effect is the dynamic potential of a mid-engined car, albeit a heavy one. Motor machination What’s also likely to help is the fact that the ID platform is rear-wheel drive. This has been done to improve traction in dynamic situations. The electric motor is so compact, it is integrated into the rear axle. Next to that is a one-speed gearbox and the power electronics. The latter converts the DC (Direct Current) voltage from the battery to AC (Alternating Current). The ID concept car showcased at the Paris motor show was powered by a 125kW or 170hp e-motor. This delivers a potential 0-100kph time of under 8sec, according to VW, and top speed of 160kph. Similar in construction to the 2018 e-Golf, this permanent magnet alternating current (AC) motor in standard-drive mode is capable of delivering 12,000 rpm. And what the ID could get is a more developed version of the motor seen on early prototypes of the car. VW could alternatively also opt for an induction motor. Invented by Nikola Tesla and used successfully on Tesla electric cars, this motor has no permanent magnet but induces current on the rotor to make it turn. Each type of motor has its benefits, but for pure electrics, the 3-Phase 4-Pole induction motor may just have the edge over the DC brushless motor. Power storage What VW is clear about, however, is the battery. Placed under the floor and comprising of 10 individual cell modules, the MEB battery is scalable and very flexible. There will be three or more lithium-ion battery ‘sizes’. The entry-level ID hatchbacks will have a battery rated at 48kWh (kilowatt hour). This will result in a range of around 330km on the WLTP (Worldwide-harmonised Light vehicle Test Procedure). If all 10 of the modules of the frame (that looks like a chocolate box) are used, the battery can be scaled up to go as high as 62kwh with a 550km range; the latter, of course, being both heavier and more expensive. The MEB battery system is made up of 10 individual modules, each comprising of multiple battery cells. VW’s battery system is also flexible – it can use both, pouch type or prismatic cells. The company’s current supplier is LG Chem, and the reason they use these types – as against the normal round or cylindrical ones (used by Tesla) – is because the pouch and prismatic types offer greater energy density. Each cell, irrespective of its type or manner of construction, consists of four key elements. The negative anode, made up of carbon or graphite; the porous polyolefin film, the separator; the positive cathode made of lithium metal oxide, and the liquid electrolyte that consists of conductive lithium salt. Yes, there is still electrolyte in every cell; the first solid-state batteries are unlikely to go on sale before 2025, whereafter both energy density and range will increase. Importantly, what VW’s battery pack also has is a water-based climate control system that insulates the battery from variations in temperature (one of the main reasons for premature loss of battery life).