Gripenfelter
03-03-2015, 02:24 PM
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Koenigsegg Direct Drive
As many of you have heard, Christian is not a fan of hybrids, as they are generally compromised when it comes to weight, complexity, cost, packaging and efficiency.
Given this the Regera is not what we at Koenigsegg would call a hybrid, as it does not have the traditional shortcomings of a hybrid. Instead the Regera is a new breed of Koenigsegg - and car for that matter.
Traditional, so called parallel, hybrids are compromised and heavy, as they have two independent propulsion systems. Alternatively, series hybrids are less compromised when it comes to weight, complexity and costs, but instead they are compromised when it comes to efficiency, as there is too much energy conversion going on.
This brings us to the Koenigsegg Direct Drive Transmission or KDD for short - invented by Christian von Koenigsegg and developed for the Regera by the Koenigsegg Advanced Engineering team.
The patent pending KDD system replaces the combustion engines traditional transmission and gives the added benefit of pure EV mode. What is unique is that the KDD manages to create direct drive to rear axle from the combustion engine without the need of multitude gears or other traditional types of variable transmissions, with inherently high energy losses.
During highway travel, for example, the KDD reduces drivetrain losses, compared to traditional transmission or CVT by over 50%, as there is no step up or step down gear working in series with the final drive - just direct power transmission from the engine to the wheels.
To supplement the energy from the combustion engine and to allow for torque vectoring, regenerative braking, extreme drivers response, reverse and energy conversion, there are three YASA developed electric motors. YASA´s axial flux motors are extremely power dense and allow for direct drive, making them a key-ingredient for the KDD. One YASA for each rear wheel, giving direct drive - this time electric - and one on the crankshaft, giving torque-fill, electrical generation and starter motor functionality.
The three electric motors constitute the most powerful electrical motor set-up in production car history, replacing the gears of a normal transmission while adding; power, torque, torque vectoring and yet still able to remove weight.
The battery pack and PDU for the KDD were developed and manufactured together with Electric Supercar virtuoso Mate Rimac and his engineering team. The 620 V battery pack is of the latest fully flooded type and is the most power-dense battery pack ever created for a road going car with 9,27 kWh of energy, 67 liters of volume, and 115kg of weight. Still, a full 500 kW can momentarily be drawn during acceleration and over 150 kW can be absorbed by the battery-pack during regenerative braking and ICE power generation mode.
Every cell of the pack is carefully monitored for voltage, state of charge, health and temperature. The cells are enclosed in a fully machined aluminum casing for safety and stability. The battery is located in the most protected area of the car - the carbon-aramid chassis tunnel. The whole battery pack is actively cooled by external radiators and the Regera´s all new electrical air-conditioning system, which also can pre-cool the car via the Koenigsegg app on a warm day.
The complete KDD system, including the battery, adds a mere 88kg to the Regera´s weight, compared to what the Regera would have weighed with a traditional ICE, coupled to a 7 speed DCT transmission instead of the KDD. Presently no other hybrid Hypercar even comes close to this type of weight ratio for their electrification. This is interesting, as they all have smaller battery capacity and less electric power than the Regera.
To put it into perspective, the Regera has almost triple as many electric Bhp (700 Bhp) and over 300 Bhp more than its closest hybrid rival. Still the Regera manages to be very competitive weight wise, while including unusual features such as a six way adjustable electrical seat and a fully robotized body work. This is no small feature and it is a testament to the meticulous nature of the Koenigsegg engineering team.
The combination of electrical and combustion power is just mind boggling. When you get up to speed, the system really comes into play - How about 3.2 seconds between 150 to 250 km/h and under 20 seconds from 0 to 400 hm/h?
http://www.autoblog.com/2015/03/03/koenigsegg-regera-geneva-2015/
Will cost nearly 2 million and only building 80
From Top Gear:
The Regera is rear wheel drive only, so 0-62mph takes a relatively tardy 2.7 seconds. "We can't go any faster than that because of traction," Christian says. 0-186mph takes 12 seconds flat, while 0-250mph takes under 20 seconds. It'll go from 93mph to 155mph in just 3.2 seconds, and top out at 255mph. Let those numbers swirl around your head for a moment.
http://www.blogcdn.com/slideshows/images/slides/337/251/8/S3372518/slug/l/koenigsegg-regera-wing-up-1.jpg
http://www.blogcdn.com/slideshows/images/slides/337/251/3/S3372513/slug/l/koenigsegg-regera-interior-1.jpg
http://www.blogcdn.com/slideshows/images/slides/337/252/1/S3372521/slug/l/regera-drive-rendering-1440-1.jpg
Koenigsegg Direct Drive
As many of you have heard, Christian is not a fan of hybrids, as they are generally compromised when it comes to weight, complexity, cost, packaging and efficiency.
Given this the Regera is not what we at Koenigsegg would call a hybrid, as it does not have the traditional shortcomings of a hybrid. Instead the Regera is a new breed of Koenigsegg - and car for that matter.
Traditional, so called parallel, hybrids are compromised and heavy, as they have two independent propulsion systems. Alternatively, series hybrids are less compromised when it comes to weight, complexity and costs, but instead they are compromised when it comes to efficiency, as there is too much energy conversion going on.
This brings us to the Koenigsegg Direct Drive Transmission or KDD for short - invented by Christian von Koenigsegg and developed for the Regera by the Koenigsegg Advanced Engineering team.
The patent pending KDD system replaces the combustion engines traditional transmission and gives the added benefit of pure EV mode. What is unique is that the KDD manages to create direct drive to rear axle from the combustion engine without the need of multitude gears or other traditional types of variable transmissions, with inherently high energy losses.
During highway travel, for example, the KDD reduces drivetrain losses, compared to traditional transmission or CVT by over 50%, as there is no step up or step down gear working in series with the final drive - just direct power transmission from the engine to the wheels.
To supplement the energy from the combustion engine and to allow for torque vectoring, regenerative braking, extreme drivers response, reverse and energy conversion, there are three YASA developed electric motors. YASA´s axial flux motors are extremely power dense and allow for direct drive, making them a key-ingredient for the KDD. One YASA for each rear wheel, giving direct drive - this time electric - and one on the crankshaft, giving torque-fill, electrical generation and starter motor functionality.
The three electric motors constitute the most powerful electrical motor set-up in production car history, replacing the gears of a normal transmission while adding; power, torque, torque vectoring and yet still able to remove weight.
The battery pack and PDU for the KDD were developed and manufactured together with Electric Supercar virtuoso Mate Rimac and his engineering team. The 620 V battery pack is of the latest fully flooded type and is the most power-dense battery pack ever created for a road going car with 9,27 kWh of energy, 67 liters of volume, and 115kg of weight. Still, a full 500 kW can momentarily be drawn during acceleration and over 150 kW can be absorbed by the battery-pack during regenerative braking and ICE power generation mode.
Every cell of the pack is carefully monitored for voltage, state of charge, health and temperature. The cells are enclosed in a fully machined aluminum casing for safety and stability. The battery is located in the most protected area of the car - the carbon-aramid chassis tunnel. The whole battery pack is actively cooled by external radiators and the Regera´s all new electrical air-conditioning system, which also can pre-cool the car via the Koenigsegg app on a warm day.
The complete KDD system, including the battery, adds a mere 88kg to the Regera´s weight, compared to what the Regera would have weighed with a traditional ICE, coupled to a 7 speed DCT transmission instead of the KDD. Presently no other hybrid Hypercar even comes close to this type of weight ratio for their electrification. This is interesting, as they all have smaller battery capacity and less electric power than the Regera.
To put it into perspective, the Regera has almost triple as many electric Bhp (700 Bhp) and over 300 Bhp more than its closest hybrid rival. Still the Regera manages to be very competitive weight wise, while including unusual features such as a six way adjustable electrical seat and a fully robotized body work. This is no small feature and it is a testament to the meticulous nature of the Koenigsegg engineering team.
The combination of electrical and combustion power is just mind boggling. When you get up to speed, the system really comes into play - How about 3.2 seconds between 150 to 250 km/h and under 20 seconds from 0 to 400 hm/h?
http://www.autoblog.com/2015/03/03/koenigsegg-regera-geneva-2015/
Will cost nearly 2 million and only building 80
From Top Gear:
The Regera is rear wheel drive only, so 0-62mph takes a relatively tardy 2.7 seconds. "We can't go any faster than that because of traction," Christian says. 0-186mph takes 12 seconds flat, while 0-250mph takes under 20 seconds. It'll go from 93mph to 155mph in just 3.2 seconds, and top out at 255mph. Let those numbers swirl around your head for a moment.