Ovviamente, a seconda della perdita calano le prestazioni o si guasta. Così come non va più un common rail, oppure un qualsiasi aggeggio elettronico vitale per l'auto

creare e mantenere il vuoto in un volume non così piccolo è un'altra storia...

boh, vediamo....

Davvero interessante a livello teorico (sistema "semplice", leggero e poco ingombrante) .

Credete verra' REALMENTE messo in produzione sui prossimi modelli HYBRID del gruppo Jag/Land ?

1happydream

E' un progetto di un istituto indipendente in associazione con Jaguar.

Jaguar non è coinvolta direttamente. La casa di Coventry ha altre mire espansionistiche che avere un volano sull'assale posteriore.

creare e mantenere il vuoto in un volume non così piccolo è un'altra storia...

boh, vediamo....

E' l'unica, non hanno comunicato dati circa la pressione che deve avere a regime, ne se la pompa lavora con continuità o se solo in determinati frangenti

Grazie Becker!

1happydream

PS Avere ben altre "ambizioni", credo possa accompagnarsi a queste piccolezze (in particolare sul mercato USA, dove Hybrid =vendite)

Test sulla suddetta XF danno come risultato in un nuovo ciclo di test consumi detto "ARTEMIS", dichiarato come più vicino alle condizioni reali di utilizzo, il risultato di 22,4 % di riduzione consumi.

Nel ciclo standard NEDC (il ciclo europeo), il risparmio è dell'11,9%, includendo il sistema start-stop.

A titolo di confronto, credo di ricordare che una propulsione ibrida non plug-in dovrebbe dare il 25%-30% di risparmio.

prodrive

7/9/2011

Flywheel hybrid vehicle delivers up to 22.4% fuel economy improvement

Improvements in fuel economy of up to 22.4 percent, in the new ARTEMIS test cycle, which represents typical real-world usage today, have been demonstrated by a Jaguar XF research vehicle fitted with a flywheel hybrid system including stop-start.

Developed by a consortium of British companies as part of the Government-supported Flywheel Hybrid System for Premium Vehicles (FHSPV) programme, the mechanically-driven flywheel system delivers up to 80bhp (82PS, 60kW) of recovered energy from a self-contained hybrid module.

In the industry-standard NEDC cycle, the flywheel hybrid including stop-start achieved an 11.9 percent improvement.

The consortium believes that mechanical hybrids solve many of the challenges associated with electric hybrids. There is no inefficient conversion of energy from kinetic to electrical to chemical and back. And the cost, weight, packaging and recycling issues associated with batteries are also eliminated.

“The research shows the potential of mechanical hybrids as an affordable alternative to battery hybrids,” confirms Prodrive’s head of vehicle engineering, David Hemming. “Both the fuel economy results and the driveability are impressive, even with early-stage calibrations and no other design optimisation.”

The FHSPV engineering development vehicle recovers energy via the rear differential through a continuously variable transmission (CVT) into a high-speed flywheel. When the driver reapplies the accelerator, the CVT smoothly transfers the energy back to the wheels. The flywheel and its drive system are installed adjacent to the rear axle, in the space normally occupied by the spare wheel and the whole system weighs 80 kg. Minimal body and packaging changes were required to integrate the system. There is no change to the driveline configuration.

Designed by Flybrid Systems, the flywheel is constructed from carbon composite and operates in a partial vacuum, allowing it to spin at up to 60,000rpm. The CVT, which manages the flywheel’s speed and the flow of energy in each direction, has been built by precision-engineering firm Xtrac using proven traction drive technology from Torotrak.

Prodrive is responsible for the system’s configuration and integration into the vehicle. Prodrive also developed the system’s complex control strategy and software including preliminary calibrations.