I-Mercedes-AMG One hypercar (esebenzisa ngempumelelo ubuchwepheshe bezimoto ze-Formula 1) idedela isimiso sayo sobuchwepheshe kuma-hybrids aseduze we-AMG plug-in, azosebenzisa ukuqanjwa. E Ukusebenza , eqala nge-GT 4 Doors (enenjini ye-V8), kodwa futhi umlandeli we-Mercedes-AMG C 63, ezoba nesistimu efanayo ye-modular. Unjiniyela omkhulu usichazela izimiso zobuchwepheshe zama-plug-in hybrids amabili azoba semgwaqeni ngo-2021.
Enye ngemva kwenye, izisekelo eziqinile kakhulu zemikhiqizo ehlonishwa izigidi "ze-petrolheads" (funda abashisekeli bezimoto ezinenjini kaphethiloli cishe njalo ezemidlalo) ziyawa, njengoba ukufakwa kukagesi kwemoto kuthatha izinyathelo ezingenakuhlehliswa.
Manje sekuyithuba le-AMG yokuthi yethule uhlobo lwayo lukagesi lokuqala olungu-100% (olusekulo nyaka) olusekelwe esiteji esisha se-EVA (Electric Vehicle Architecture) kanye nezimoto zokuqala ezisebenza kahle kakhulu eziyi-plug-in hybrid (PHEV) ngaphansi kwelebula E. Ukusebenza. Kule ndaba yakamuva, imigomo yobuchwepheshe iphuma ku-One (ezofinyelela ezandleni zamakhasimende okuqala ezinyangeni ezimbalwa) adluliselwe eminyango ye-Mercedes-AMG GT 4 kanye naku-C 63 nayo ezofika emakethe 2021.
Ngokwemvelo, imoto yezemidlalo ye-hyper yenzelwe "ezinye izindiza", enezinjini zayo ezinhlanu: ezimbili zikagesi ku-axle yangemuva ukuze zihambisane nenjini engu-1.6 litre 1.6 V6 (ezuzwe ku-F1 W07 Hybrid) nezimbili ngaphambili, ngenani eliphakeme kakhulu. amandla angaphezu kuka-1000 hp, 350 km/h wejubane eliphezulu, 0 kuya ku-200 km/h ngaphansi kwemizuzwana eyisithupha (engcono kuneBugatti Chiron) kanye nenani, ukufanisa, elingaphezu kwezigidi ezingu-2.8 zama-euro.
Kuma-AMG okuqala kagesi wonke - azokwethulwa kulo nyaka - kwaziwa kuphela ukuthi azosebenzisa izinjini ezimbili (i-permanent magnet synchronous motor per axle and hence four-wheel drive), azosebenzisa i-22 kW on-board charger. , zingashajwa ku-direct current (DC) kuze kufike ku-200 kW. Ngaphezu kwalokho, bazokwazi ukwenza kahle ngokwezinga lezinhlobo ezinenjini engu-4.0 V8 twin-turbo, okuyi-sprint esuka ku-0 iye ku-100 km/h ngaphansi kwemizuzwana emine nejubane eliphezulu elingu-250 km/h.
Ukushintsha kweParadigm
Ukuze ivumelane nezikhathi ezintsha, i-AMG yajwayela indlunkulu yayo e-Affalterbach, manje esihlanganisa isikhungo sokuhlola amabhethri anamandla kagesi namamotho kagesi, kanye nesikhungo samakhono sokukhiqiza izinjini ezihlanganisiwe eziyi-plug-in.
Ngakolunye uhlangothi, ukubambisana nonjiniyela bethimba le-Mercedes-AMG F1 Petronas kwaqiniswa ukuze lokhu kudluliswa kobuchwepheshe kwenziwe ngendlela eqondile futhi ethele ngangokunokwenzeka.
“I-AMG ifuna ukuhambisana nokuguquguquka kwezikhathi, ifake ugesi esicelweni sayo ngaphandle kokuyeka isikhundla sayo. Sizoqhubeka nokukhiqiza izimoto ezisebenza kahle kakhulu futhi sisebenzise leli thuba ukuze sizuze amakhasimende amancane kanye nephesenti eliphezulu lamakhasimende wesifazane”, kuchaza umqondisi omkhulu (CEO) u-Philipp Schiemer ngesikhathi enengxoxo ekhethekile neZoom, lapho ngiqala khona ubuchwepheshe. Imiqondo yethulwa futhi ngosizo lukaJochen Hermann, umqondisi wezobuchwepheshe (CTO) we-AMG.
Eyokuqala yezinto ezintsha ezitholakala kuma-plug-in aseduze ahlobene nokubekwa kwenjini kagesi, njengoba uHermann echaza: “ngokungafani nama-PHEV avamile, kulolu hlelo lwethu olusha injini kagesi ayizange ifakwe phakathi kwenjini kaphethiloli (ICE). ) kanye ne-transmission kodwa ku-axle yangemuva, enezinzuzo eziningana, engigqamisa lokhu okulandelayo: ukuhlukaniswa kwesisindo phakathi kwengaphambili nengemuva lemoto kuyalingana kakhulu - ngaphambili, ku-AMG GT 4 Doors, isivele inenjini engu-4.0 V8 kanye no-gearbox onamagiya ayisishiyagalolunye we-AMG Speedshift – esebenzisa ngempumelelo i-torque kagesi elethwa ngokushesha, okuvumela amandla ashintshele ku-acceleration cishe ngokuphazima kweso (ngaphandle kokungena ku-gearbox). Futhi ukwabiwa kwamandla ngokushelela okulinganiselwe kwesondo ngalinye le-asisile yangemuva kuyashesha, okwenza imoto ibeke amandla phansi ngokushesha, okuzuzisa ngokusobala ukushelela kwayo emakhoneni.”
Izinjini ezimbili, o-gearbox ababili
Injini yangemuva kagesi (i-synchronous, permanent magnet futhi ekhiqiza amandla afinyelela ku-150 kW noma 204 hp kanye no-320 Nm) iyingxenye yalokho okubizwa nge-Electric Drive Unit (EDU noma i-Electric Propulsion Unit) ehlanganisa no-gearbox onamagiya amabili kanye ne- i-electronic self-blocking.
I-alternator kagesi ishintsha ingene egiyeni lesibili kwakamuva ku-140 km/h, okuhambisana nesivinini semoto kagesi esingaba ngu-13,500 rpm.
ukusebenza okuphezulu kwebhethri
Okunye okuzigqaja ngakho kwethimba lonjiniyela be-AMG ibhethri elisha elisebenza kahle kakhulu (elifakwe e-asisile yangemuva), elakhiwe ngamaseli angu-560, elikhipha amandla angu-70 kW ngamandla aqhubekayo noma angu-150 kW uma liphakama (imizuzwana engu-10).
Yakhiwe “ngaphakathi endlini” ngokusekelwa okukhulu okuvela eqenjini lakwaMercedes Formula 1, njengoba uHermann esiqinisekisa: “ibhethri isondele ngokwezobuchwepheshe kuleyo esetshenziswa emotweni kaHamilton neBottas, inamandla angu-6.1 kWh futhi inesisindo esingu-89 kuphela kg. Ifinyelela ukuminyana kwamandla ka-1.7 kW/kg okucishe kuphindeke kabili kunamabhethri anamandla kagesi aphezulu ngaphandle kokupholisa ngokuqondile kwama-plug-in ahlanganisiwe ajwayelekile”.
Kuchazwe kafushane, isisekelo sokusebenza kahle okuphezulu kwebhethri engu-400 V AMG yilokhu kupholisa okuqondile: ngokokuqala ngqa, amangqamuzana apholiswa ngawodwana ngokuzungezwa unomphela into yokupholisa esekelwe oketshezini lukagesi olungaphenduki. Cishe amalitha angu-14 esiqandisi azungeza ukusuka phezulu kuye phansi kulo lonke ibhethri, edlula kuseli ngalinye (ngosizo lwephampu kagesi esebenza kahle kakhulu) futhi egeleza ngesishintshi sokushisa sikawoyela/samanzi esixhunywe ngqo ebhethrini.
Ngale ndlela, kungenzeka ukuthi izinga lokushisa lihlala ligcinwe ekushiseni kwama-45 ° C, ngendlela ezinzile futhi ehambisanayo, kungakhathaliseki ukuthi inani lezikhathi lishajwa / likhishwa, okungenzeki ezinhlelweni ze-hybrid ngokupholisa okuvamile. amasistimu, amabhethri awo alahlekelwa yi-Yield.
Njengoba umqondisi wezobuchwepheshe we-AMG echaza, "ngisho nangejubane elisheshayo kuthrekhi, lapho ukusheshisa (okukhipha ibhethri) nokusheshisa (okukhokhisayo) kuvame futhi kunobudlova, uhlelo lokugcina amandla lugcina ukusebenza."
Njengaku-F1, "i-push kagesi" ihlale itholakala ngenxa yesistimu enamandla yokubuyisela amandla futhi ngenxa yokuthi kuhlale kukhona inqolobane yamandla yokusheshisa okugcwele noma okuphakathi, ngisho nalapho ibhethri liphansi. Lolu hlelo luhlinzeka ngezinhlobo zokushayela ezijwayelekile (Ugesi ofinyelela ku-130 km/h, Comfort, Sport, Sport+, Race and Individual) ezilungisa indlela esabela ngayo injini nama-transmission, umuzwa wesiteringi, ukudamba nomsindo, ongakhethwa ngokusebenzisa izilawuli phakathi nendawo. ikhonsoli noma izinkinobho ezisebusweni besondo lokuqondisa.
I-four-wheel drive system ine-AMG Dynamics system esebenzisa izinzwa ukukala isivinini, i-lateral acceleration, i-steering angle kanye ne-drift, elungisa ukusethwa kwemoto ngendlela efanele isikhathi ngasinye futhi kuya nge-Basic. , Izinhlelo ezithuthukile, ze-Pro kanye ne-Master ezihlangana nezindlela zokushayela ezihlukene ezishiwo ngenhla. Ngakolunye uhlangothi, ukubuyisela amandla kunamazinga amane (0 kuya ku-3), angafinyelela ekubuyiseleni okuphezulu kwama-90 kW.
I-Mercedes-AMG GT 4 Doors E Performance, eyokuqala
Yonke idatha yezobuchwepheshe yesikhathi esizayo Mercedes-AMG GT 4 Doors E Performance ingakakhululwa, kodwa kakade kwaziwa ukuthi amandla aphezulu wesistimu azodlula i-600 kW (okungukuthi ngaphezu kwe-816 hp) nokuthi i-torque ephakeme izodlula i-1000. I-Nm, ezoshintsha isuke ku-0 iye ku-100 km/h ngaphansi kwemizuzwana emithathu.
Ngakolunye uhlangothi, ishaja engaphakathi ebhodini izoba ngu-3.7 kW futhi ukuzimela kukagesi kwanoma yimaphi ama-plug-in hybrids akuzange kumenyezelwe, kodwa kwaziwa nje ukuthi ukubeka phambili kubekwe phambili ekusekelweni kwezinsizakalo hhayi ukumboza ukushayela isikhathi eside. ibanga.-mahhala.
IMercedes-AMG C 63 izophinde ibe yi-E Performance
“Ungalindela ozongena esikhundleni se-C 63 ngohlelo olufanayo lwe-plug-in hybrid oluzoba ngendlela emangalisayo futhi lube namandla njengemodeli yamanje enenjini ye-V8,” kuqinisekisa u-Philipp Schiemer, ngisho noma amasilinda amane “elahlekile”.
Lokhu kungenxa yokuthi injini kaphethroli ingu-2.0 l in-line four-cylinder (M 139) esele ingompetha bomhlaba ngamandla esigabeni sayo, kuze kube yimanje isifakwe ngokuphambana kuphela emndenini wakwaMercedes-Benz “45” wamamodeli ahlangene. I-AMG Kodwa lapha iqala ukuhlanganiswa ngobude nase-Class C, okwakungakaze kwenzeke lapha.
Kuyaziwa, okwamanje, ukuthi injini kaphethiloli izoba namandla angaphezu kuka-450 hp, okumele ihlanganiswe ne-204 hp (150 kW) ye-motor kagesi ukuze isebenze kahle futhi akufanele ibe ngaphansi kwaleyo yemoto kagesi. inguqulo yamanje enamandla kakhulu ye-C 63 S, engu-510 hp. Okungenani ukusebenza ngeke kube ngaphansi, njengoba onjiniyela baseJalimane bethembisa imizuzwana engaphansi kwemine ukusuka ku-0 kuya ku-100 km/h (vs. 3.9 s we-C 63 S yanamuhla).
Omunye umhlaba okokuqala ezimotweni zokukhiqiza eziwuchungechunge (kodwa ezisetshenziswa ku-F1 ne-One), kodwa uma kucatshangelwa yonke imboni, i-turbocharger kagesi yokukhipha igesi eyasetshenziswa enjinini engu-2.0 l.
Njengoba uJochen Hermann echaza, “i-E-turbocompressor ivumela okuhamba phambili kwayo yomibili imihlaba, okungukuthi, ukushesha kwe-turbo encane enamandla amakhulu e-turbo enkulu, esusa noma yikuphi ukulibaziseka ekuphenduleni (okubizwa ngokuthi i-turbo-lag) . Zombili izinjini ezinamasilinda amane nesishiyagalombili zisebenzisa injini engu-14 hp (10 kW) eqalisa injini kaphethiloli futhi inike amandla amayunithi ayizisekelo (njenge-air conditioning noma amalambu angaphambili) ezimeni lapho, isibonelo, imoto imiswa endaweni evulekile. ukukhanya kwethrafikhi kanye nebhethri lamandla kagesi aphezulu alinalutho ukuhlinzeka inethiwekhi yemoto kagesi ophansi”.