Evo to je to, i cijena je to
http://www.elektroauto-forum.de/Kleinan ... php?id=129
NOVOSTI
Drago-Zg je napisao/la:Evo to je to, i cijena je to
http://www.elektroauto-forum.de/Kleinan ... php?id=129
Sve super, ali probaj ga uvesti homologirat....
samo pravi ljudi na pravom mjestu mogu da pokrenu i promjene danasnje zastarijele sisteme
Gentle pressure on the US automobile industry
At the end of January signed Barack Obama several president orders, which are to reduce the climatic gas missions with vehicles certified in the USA. Beside stricter exhaust limit values above all more economical engines are to help to bring the industry on course. The technology is long available, but it is unclear still whether the domestic automakers can convert it fast enough. Experts demand in addition further measures and believe that this can be only a first step. The two orders of the president went to the US traffic Ministry (department OF Transportation, DOT) and the US environmental protection agency EPA. DOT is to convert a law, which plans until 2020 that all vehicles must have at least a range of 35 miles per gallon gasoline, which corresponds to moderate 6.72 litres on 100 kilometers. If the collecting main was adopted already 2007, but detailed rules to also convert the thriftiness new for the US manufacturers the Bush government had never implemented. The second order requests the EPA to follow the request of the US Federal State California to be allowed to convert sharper emission standards than they are valid meanwhile country widely. So the CO2-Abgase von Neufahrzeugen is to be lowered around 30 per cent to 2016; more than one dozen of other Federal States followed the California example already. Among Bush the EPA was not allowed to approve this however, now stands the chances according to experts well. Both orders of the president are to help to lower CO2-Emissionen and gasoline consumption. Obama said, he hoped, her the country on the way to hoped for energy independence to help and was " the innovations make progress with, which we need, in order to guarantee that our automobile industry with the competition in all world keep up kann". The technology for it exists long and much of it is rather simple to convert. So for example tires with smaller rolling friction can make cars more efficient. If the weight of vehicles sinks by blocking light steel and aluminum, provides likewise for an efficiency thrust. Smaller engines reduce consumption, can the missing achievement over turbochargers compensate. Still larger improvements bring ideas such as Plug in Hybridfahrzeuge, which work partly electrically. John Heywood, professor for mechanical engineering to ALSO, doubts however that the time will be enough to bring the new technologies in the necessary numbers of items also on the market. The DEAD LINE of the new California standard, which is year 2016, " practically around the Ecke" , also David Greene, energy policy analyst at the Oak Ridge means national Laboratory. He believes that the US automakers could convert at the earliest to 2011 first changes on the basis the new rules. The total fleet is to be optimized however only five years later. It lasts to raise the production capacities new machines of new manufacturers are necessary. In addition be missing it at engineers, in order to revise the total fleet. In addition it comes that resources for such investments were missing to the automakers at present - the giants from Detrott would stand due to very bad sales before the bankruptcy. " For the manufacturers one hart" , also James Sweeney, senior Fellow at the Stanford of institutes means for Economic Policy Research. " It would have been much better, if they had already converted the changes before five years. But they gewehrt." themselves with all means against it; The rules would have probably to be changed in view of the recession now, mean it. In addition comes: Not all US experts are itself united that improves values consumed and intensified emission guidelines for new vehicles gasoline consumption and the climatic gas output reduce. One of the arguments against it is the so called " Rebound Effekt": If the automakers build gasoline-saving vehicles, which less CO2 per mile emits, the drivers experience a reduced gasoline calculation, which drives them again to more trips. Result: Gasoline consumption remains the same. A direct gasoline-expensively would lower consumption however, because it would pierce itself directly on the gasoline calculation. Other analysts consider the Rebound effect however only small: It gives a natural border of the road performance, no matter how expensively or how cheap gasoline is. Estimations assume during an efficiency improvement of 10 per cent only approximately 20 per cent of it due to a higher road performance draufgehen. Criticism hailed it also for the so called " Corporate AVERAGE Fuel Economy" - Standard (CAFE), which makes the organization into different consumption ranges in the USA. The so far valid regulations ensured for the fact that some automakers could sell more thick Trucks and SUVs, because their standard was lower. If one had however already an economical fleet, there was against it only a small incentive for improving this further. The law from the year 2007 put on that it repairs these problems, says in such a way economics expert Sweeney. Analyst Greene believes that the best policy lies in a combination of sharper consumption standards and market-based incentives, about one gasoline-expensively, which affects the handling. A system from fees and discounts can induce the customers in addition to it to buy more efficient vehicles how one knows it from European countries such as France. Here one receives a discount, which is paid by those, with the purchase of efficient vehicles the Spritschlucker buys. This facilitates it for automakers to adapt to new standards believes Heywood. If the offerers create it to achieve the desired standards the decrease within the climatic gas range could fail quite significantly. The
http://www.heise.de/tr/Sanfter-Druck-au ... kel/127098
Gentle pressure on the US automobile industry
At the end of January signed Barack Obama several president orders, which are to reduce the climatic gas missions with vehicles certified in the USA. Beside stricter exhaust limit values above all more economical engines are to help to bring the industry on course. The technology is long available, but it is unclear still whether the domestic automakers can convert it fast enough. Experts demand in addition further measures and believe that this can be only a first step. The two orders of the president went to the US traffic Ministry (department OF Transportation, DOT) and the US environmental protection agency EPA. DOT is to convert a law, which plans until 2020 that all vehicles must have at least a range of 35 miles per gallon gasoline, which corresponds to moderate 6.72 litres on 100 kilometers. If the collecting main was adopted already 2007, but detailed rules to also convert the thriftiness new for the US manufacturers the Bush government had never implemented. The second order requests the EPA to follow the request of the US Federal State California to be allowed to convert sharper emission standards than they are valid meanwhile country widely. So the CO2-Abgase von Neufahrzeugen is to be lowered around 30 per cent to 2016; more than one dozen of other Federal States followed the California example already. Among Bush the EPA was not allowed to approve this however, now stands the chances according to experts well. Both orders of the president are to help to lower CO2-Emissionen and gasoline consumption. Obama said, he hoped, her the country on the way to hoped for energy independence to help and was " the innovations make progress with, which we need, in order to guarantee that our automobile industry with the competition in all world keep up kann". The technology for it exists long and much of it is rather simple to convert. So for example tires with smaller rolling friction can make cars more efficient. If the weight of vehicles sinks by blocking light steel and aluminum, provides likewise for an efficiency thrust. Smaller engines reduce consumption, can the missing achievement over turbochargers compensate. Still larger improvements bring ideas such as Plug in Hybridfahrzeuge, which work partly electrically. John Heywood, professor for mechanical engineering to ALSO, doubts however that the time will be enough to bring the new technologies in the necessary numbers of items also on the market. The DEAD LINE of the new California standard, which is year 2016, " practically around the Ecke" , also David Greene, energy policy analyst at the Oak Ridge means national Laboratory. He believes that the US automakers could convert at the earliest to 2011 first changes on the basis the new rules. The total fleet is to be optimized however only five years later. It lasts to raise the production capacities new machines of new manufacturers are necessary. In addition be missing it at engineers, in order to revise the total fleet. In addition it comes that resources for such investments were missing to the automakers at present - the giants from Detrott would stand due to very bad sales before the bankruptcy. " For the manufacturers one hart" , also James Sweeney, senior Fellow at the Stanford of institutes means for Economic Policy Research. " It would have been much better, if they had already converted the changes before five years. But they gewehrt." themselves with all means against it; The rules would have probably to be changed in view of the recession now, mean it. In addition comes: Not all US experts are itself united that improves values consumed and intensified emission guidelines for new vehicles gasoline consumption and the climatic gas output reduce. One of the arguments against it is the so called " Rebound Effekt": If the automakers build gasoline-saving vehicles, which less CO2 per mile emits, the drivers experience a reduced gasoline calculation, which drives them again to more trips. Result: Gasoline consumption remains the same. A direct gasoline-expensively would lower consumption however, because it would pierce itself directly on the gasoline calculation. Other analysts consider the Rebound effect however only small: It gives a natural border of the road performance, no matter how expensively or how cheap gasoline is. Estimations assume during an efficiency improvement of 10 per cent only approximately 20 per cent of it due to a higher road performance draufgehen. Criticism hailed it also for the so called " Corporate AVERAGE Fuel Economy" - Standard (CAFE), which makes the organization into different consumption ranges in the USA. The so far valid regulations ensured for the fact that some automakers could sell more thick Trucks and SUVs, because their standard was lower. If one had however already an economical fleet, there was against it only a small incentive for improving this further. The law from the year 2007 put on that it repairs these problems, says in such a way economics expert Sweeney. Analyst Greene believes that the best policy lies in a combination of sharper consumption standards and market-based incentives, about one gasoline-expensively, which affects the handling. A system from fees and discounts can induce the customers in addition to it to buy more efficient vehicles how one knows it from European countries such as France. Here one receives a discount, which is paid by those, with the purchase of efficient vehicles the Spritschlucker buys. This facilitates it for automakers to adapt to new standards believes Heywood. If the offerers create it to achieve the desired standards the decrease within the climatic gas range could fail quite significantly. The
http://www.heise.de/tr/Sanfter-Druck-au ... kel/127098
elektro je napisao/la:evo juce su predstavili svoju expediciju sa letecim autom, nazalost jos samo sa "normalnim" motorom, mozda kasnije na struju ili sa vodikom preko gorivih celija...evo linkovi
prva generacija vec za let testirana
http://skycarexpedition.com/the_expedition.php
nova generacija koja bi trebala da sljedi
http://skycarexpedition.com/next_generation.php
Opale 2E, duzina 2,78 m gradski auto sa Polyesterkaroserijom i Lithium-Zeljznofosfhat-Baterijom, tezak 550kg sa vozacom, smatra se kao najlaksi u toj kategoriji
cjena za Oplae 2E bez baterija je 29.800 svicarskih Franaka = 19.900€ + olovne baterije za 2.500€, sa Li-FePO4 i punjacem 5.000€
znaci oko 25.000€
koliko peglica i trabija bi se za te novce dalo u HR konvertirati ?
In Geneva resident enterprise car & Energies (A& E) converted opals in co-operation with Bellier the 2 to the electrical light vehicle. Developed after 3 years development of the opals 2E, meant as 2.78 meters long city car with polyester body and lithium iron phosphate battery should it with 550 kg (inclusive drivers) the easiest one of its kind on the market be. The opals 2E and is thereby a maximum speed of 80 km/h possesses a 7.5-kW-AC-Elektromotor to reach. A& gives consumption; E with 13 to 21 KW/H to 100 kilometers on, whereby itself the low value on the Eco mode, which refers high to the sport mode. Depending upon battery package the range lies according to manufacturer with very modest 40 to 175 kilometers. Depending upon use the 2E can be equipped with different batteries, which produce all about 80 V. The lead batteries possess a capacity of 84 ampere-hours (ah). Somewhat more, i.e. 100 ah, fits in nickel cadmium Akkus. The most modern batteries in the 2E are lithium Eisenphosphat Akkus with 100 to 300 ah. Its body is manufactured in France in close proximity to les Sables d'Olonne by the company Bellier of automobile. The electrical concept was realized under the impulse by Pierre and Sylvain Scholl. Two specialists of electrical motorizing, and since 1985 in circles the clean Vehicles in the best way admits.
http://www.wattgehtab.com/index.php/con ... w/2324/25/
cjena za Oplae 2E bez baterija je 29.800 svicarskih Franaka = 19.900€ + olovne baterije za 2.500€, sa Li-FePO4 i punjacem 5.000€
znaci oko 25.000€
koliko peglica i trabija bi se za te novce dalo u HR konvertirati ?
In Geneva resident enterprise car & Energies (A& E) converted opals in co-operation with Bellier the 2 to the electrical light vehicle. Developed after 3 years development of the opals 2E, meant as 2.78 meters long city car with polyester body and lithium iron phosphate battery should it with 550 kg (inclusive drivers) the easiest one of its kind on the market be. The opals 2E and is thereby a maximum speed of 80 km/h possesses a 7.5-kW-AC-Elektromotor to reach. A& gives consumption; E with 13 to 21 KW/H to 100 kilometers on, whereby itself the low value on the Eco mode, which refers high to the sport mode. Depending upon battery package the range lies according to manufacturer with very modest 40 to 175 kilometers. Depending upon use the 2E can be equipped with different batteries, which produce all about 80 V. The lead batteries possess a capacity of 84 ampere-hours (ah). Somewhat more, i.e. 100 ah, fits in nickel cadmium Akkus. The most modern batteries in the 2E are lithium Eisenphosphat Akkus with 100 to 300 ah. Its body is manufactured in France in close proximity to les Sables d'Olonne by the company Bellier of automobile. The electrical concept was realized under the impulse by Pierre and Sylvain Scholl. Two specialists of electrical motorizing, and since 1985 in circles the clean Vehicles in the best way admits.
http://www.wattgehtab.com/index.php/con ... w/2324/25/
nije CITYSEX vec CITYSAX 90 i 160 
glavni podaci na engleski prevedeni slike pod linkom, cjena nepoznata
CITYSAX The new electricalmobilely from Saxonia In the year 2006 the Saxonian electrical mobile drivers Dr. Dieter Schulze have 3 to make Dirk Hunecke and Matthias Bähr the resolution calm from the emergency a virtue and to develop a their own electricalmobilely. Now, at the beginning of the yearly 2009 it is finished posed and can be introduced to the public. A small-batch manufacturing is in pre preparing. A goal thereby is to be made orderable the vehicle starting from March 2009. The distribution of the first vehicles could take place then in May/June. Technical data * Drive Inverter-steered three-phase alternating current drive, achievement 16 KW of duration, 26 KW of short time, torque 51 Nm duration, 96 Nm short time, microprocessor-controlled drive control Battery Lithium - Eisenphosphat - single cells, 86 V rated voltage, 7 KW/H of energy content with the CITYSAX 90, 13 KW/H of energy content with the CITYSAX 160, battery life 2000 cycles 80% unloading Weight 910 kg unloaded weight CITYSAX 90, 950 kg unloaded weight CITYSAX 160, 1250 kg maximally zulassiges total weight Measures 3495 mm of length, 1485 mm broad without mirror, 1500 mm height without roof railing Road performances CITYSAX 90 Maximum speed 70 km/h Range 60 km ** CITYSAX 160 Maximum speed 90 km/h Range 120 km ** Load of the batteries On - board - battery charger, 16 A, 220 V, load duration approx. 6 - 8 h, post and/or Teilladung possible, high-speed load over external battery charger and three-phase alternating current connection possible
http://www.elektromobil-dresden.de/html/citysax.htm
glavni podaci na engleski prevedeni slike pod linkom, cjena nepoznata
CITYSAX The new electricalmobilely from Saxonia In the year 2006 the Saxonian electrical mobile drivers Dr. Dieter Schulze have 3 to make Dirk Hunecke and Matthias Bähr the resolution calm from the emergency a virtue and to develop a their own electricalmobilely. Now, at the beginning of the yearly 2009 it is finished posed and can be introduced to the public. A small-batch manufacturing is in pre preparing. A goal thereby is to be made orderable the vehicle starting from March 2009. The distribution of the first vehicles could take place then in May/June. Technical data * Drive Inverter-steered three-phase alternating current drive, achievement 16 KW of duration, 26 KW of short time, torque 51 Nm duration, 96 Nm short time, microprocessor-controlled drive control Battery Lithium - Eisenphosphat - single cells, 86 V rated voltage, 7 KW/H of energy content with the CITYSAX 90, 13 KW/H of energy content with the CITYSAX 160, battery life 2000 cycles 80% unloading Weight 910 kg unloaded weight CITYSAX 90, 950 kg unloaded weight CITYSAX 160, 1250 kg maximally zulassiges total weight Measures 3495 mm of length, 1485 mm broad without mirror, 1500 mm height without roof railing Road performances CITYSAX 90 Maximum speed 70 km/h Range 60 km ** CITYSAX 160 Maximum speed 90 km/h Range 120 km ** Load of the batteries On - board - battery charger, 16 A, 220 V, load duration approx. 6 - 8 h, post and/or Teilladung possible, high-speed load over external battery charger and three-phase alternating current connection possible
http://www.elektromobil-dresden.de/html/citysax.htm
rinspeed 175KW
Zadnja izmjena: zega, dana/u 02 ožu 2009, 15:09, ukupno mijenjano 1 put.
debeli je napisao/la:Sve super, ali probaj ga uvesti homologirat....Drago-Zg je napisao/la:Evo to je to, i cijena je to
http://www.elektroauto-forum.de/Kleinan ... php?id=129
Nisam u toku, ali upravo citam na 24hr ..
http://www.24sata.hr/news/clanak/voze-n ... =main_page
http://www.24sata.hr/util_scripts/get_s ... 7679132007
