| Historical Crossing of the Alps on 18.08.97 |
More than 10 years ago, BRUSA already developed Electric Vehicles with remarkable performance. A historical crossing of the alps proved that impressively.
Historical Crossing of the Alps on 18.08.97
We started in Gams around 06.30 with full batteries. It was dark for the first two hours of the ride, so that we had to spend approx. 2% of battery capacity for the headlights. |
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We achieved the tunnelling portal of the San Bernardino at sunrise. There we had already used 74% of the battery capacity. At this point, we had covered just some more than the half of the route.
On the first part of the steep downhill run, we could recover about 5% of total capacity through recuperation. From kilometer 140, the downward gradient was smaller so that we could cover the next 20 kms without appreciable consumption. Thanks to the recuperation, we were in Bellinzona, the deepest point of the journey, still on the same status of energy capacity as on the San Bernardino. Meant this, that we covered approx. 50 km "without" energy consumption. |
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| In Stabio, we charged during a meeting with a business partner. Thanks to the 10 kW charger the batteries were full again after 2 hours. At the return journey, again no intermediate charging was necessary on the route. The first time in history an electric vehicle crossed the Alps from one bottom of the valley to the other without intermediate charging. And that in fact twice on the same day. |
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| Graphic Representation of the Ride |
The picture shows (rightclick/open picture...) the deviation of the ampere hours from the average if the same route on the plain country would be covered. The following conclusions can be made out of the curve:
- The curve is virtually identical with the section of height.
(If the used kWh would be represented instead of Ah, correspondence
would be even better).
- The range is not influenced by high mountains, there the entire
potential energy on the one hand through regenerative braking
but also through just leave rolling, can be recovered again.
- Nonetheless for optimal range the mountain route of a long route
must be not at the end.
At the return path, the energy consumption was extremely small for the first 60 kms. The main cause lies in a strong tail wind and the air temperature was higher by 15 degrees. In addition, the battery temperature was higher during the second ride by approximately 15 degrees what caused a smaller internal resistance. Charging in Stabio the batteries required 23.5 kWh from mains, what corresponds to a very deep energy consumption of 10.7 kWh / 100 km (approx. 1 litre of petrol). |
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| Characteristics |
| Chassis and suspension |
- Self-supporting fibre glass body
- Galvanized steel subframe in front
- Frontal and rear knee action suspension
- In front: Double control arm with rubber spring and pneumatic shock absorbers
- In rear: Trailing arm with coil springs and pneumatic shock absorbers
- Direct activated drum brakes in front and rear
- Rack-and-pinion steering, 2.75 turns of notice for notice
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| Body, weights |
- Cabriolet with cloth deck and 2 cloth doors
- Heatable laminated glass wind-shield
- 4 seats
- Dead weight including batteries: 900kg
- Max. total weight: 1200kg
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| Sizes |
- Length: 3030mm
- Width: 1410mm
- Height: 1300mm
- Eheelbase: 2050mm
- Lane front/rear: 1260mm
- Ground clearance: 140mm
- Tyres: 145/60 R13 (summer) or 145/70 R13 (winter)
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| Motor with converter |
- Water-cooled three-phase induction motor with IGBT converter
- Nominal input voltage: 180 Volt DC
- Max. traction current: 250 Amp. DC
- Max. regenerative braking current: 100 Amp. DC
- Max. motor output current: 3 x 250 Amp. effective
- Top performance: 36kW (49PS)at 3500rpm
- Power bandwidth: 20kW (27PS)at 2000...9500rpm
- Max. torque: 120Nm 0...2800rpm
- Max. rotation speed: 10'000 rpm
- Max. efficiency: 91% including converter at 5000rpm, 12kW
- Typical efficiency: more than 85% at 2500...7200rpm, 20kW
- Motor weight, dry: 46kg
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| Drive |
- Double stages parallel-shaft gears with integrated differential
- Drive onto front wheels by means of universal joint shafts
- Total reduction gear: 7 : 1
- Speed at motor speed of 10'000rpm: 133 km/h
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| Battery |
- Water-cooled 'open' NiCd accumulators with central water refilling system
- 30 Blocks à 6V/100Ah model SAFT STM 5-100 MRE
- Total nominal voltage:180V
- Capacity (3h): 100Ah
- Weight including cooling and refilling system: 400kg
- Cycle service life (factory data): 1200
- Maintenance interval (refilling water): 10'000km
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| Battery charger |
- Water-cooled HF-switched onboard charger, fully-automatic
- Charging power from mains:
- 0...3.6kW single-phase; 230VAC
- 0...11kW three-phase; 3 x 230/400VAC
- Typical charging time *): 12 using a 10A socket for 100% charge
- Shortest charging time *): 2 using a 3x16A CEE socket, 90% charge
- Efficiency: 92% mains to battery
*) Battery 100% discharged |
| Performance, consumption |
- Max. driving gradient: 24% with maximum load
- Top speed: 125km/h
- Acceleration 0-50km/h: 6s
- Acceleration 0-80km/h: 12s
- Consumption from mains:
- 11.0kWh / 100km economical long-distance journey
- 12.5kWh / 100km mean value in summer
- 16.5kWh / 100km mean value in winter, no heating
- 20kWh / 100km mean value in winter, w. heating
- Range with 1 charge:
- 220km in the summer, country ride, ø 65km/h
- 160km in the winter, without heating
- Total efficiency: approx. 60% from the mains plug to the wheels
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