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RUF Automobile GmbH proudly presented the first electrically powered sports car from Germany on October 10th 2008.
Ruf Automobile GmbH, internationally well known manufacturer for high performance automobiles and the producer of the famous CTR-series is nowintroducing the first electrically poweredsports carfrom Germany.
Thefundamental ideas that leadto thedevelopment of theeRUFconcept vehicle came from Alois Ruf. The car maker from the Bavarian town of Pfaffenhausen had a vision of a simple energy transfer concept: his hydroelectric power plants, which feed 35 million kW hours of electricity annually into the German electrical network, could also more or less directly power modern autos. 35 million kWhis enough energy to power one of theprototypes eRUFas described below for 3500 journeys around the globe– or 3500 of the cars one time around the world each.
The idea seemed even more inspiring, as it would be possible for him to connect cars directly to the emission-free power plants for chargingand drive awayon the water-generated power.
TheeRUFModel A concept caris the first prototype to lead the technical development away from the combustion engine. Actually, for the first time an electric motor isbeing used which comes to fitting into theRuf modelrange. The three-phase AC motor’s performance easily puts many conventional conbustionengines to shame. It produces its maximum 650 Nmtorque output from 0 rpm onwards. This power rips into the drive shafts so impressively during acceleration, that one is immediately reminded of the extremely powerfulRuf Rt 12 It is actually enough simplyto put the car in 6th gear and press down the accelerator pedal (an “amp pedal”, not a “gas pedal” in this car!), and drive off.
TheeRUFModel A has such impressive acceleration that the project goal of 0-100 km/h in under 7 seconds was achieved. The maximum power output is around 204 hp if you translate it into combustion engine terms. Indirect connection to Volt and Ampere the maximum output level of 150 kW is a useful figure.
A short discourse regardingefficiency might be helpful at this point: a highly-developed, modernpetrol engine uses around 75 percent of the energy in its tank to heat the engine coolant and exhaust gas and only25 to 30 per cent foractualpropulsion. A dieselmanages to convert arespectable35 to 40percent of its fuel energy into motion. Thepermanent magnet electric motor, on the other hand, is a model of high efficiency: it offers over 80 percent efficiency over the majority of its power range, extending 90 per cent inthe upper end of its power range.
Ruf engaged CALMOTORS inCamarillo, California, specialized in the implementation of hybrid electric and electric only power train designed to combine the latest generation of lithium-ion batteries with its motor. Since the 150kW electric motor unit isvery compact, there is a lot of room for batteries in the Ruf’s bodywork.
The Axeon iron-phosphate, lithium-ion batteries currently in use weight 5.6 kg and deliver 160 Ah each. This means each one couldtheoreticallydeliver160 amperes of electricity for one hour under normal temperatures or 1 ampere for 160 hours. The generation of batteries available from Axeon represents by no means the end of the developmental curve. Current performance improvements in battery technology indicate that end of this improvement spiral is nowhere near.
The driving currentin theeRUFis regulatedby anelectric“drive-by-wire”accelerator pedal. It isnot the first electrical accelerator ina Ruf model. Other Ruf modelsalso provided load control via potentiometer-pedals,nicely dosed for theirpowerful engines. The power and torque produced by the 3-phase motor can be used to recover just as much power as it can put out. When coasting, the motor becomes a generator producing electricity to charge the batteries. The torque and electrical amperage ratings below are therefore to be understood as theoretical absolute maximums and minimums.
The 96-cell battery system is constantly monitored by an intelligent bus systemfrom Axeon. Each individual cell is coupled with a sensor that sends critical information on cell temperature and voltage to the central control system. If irregularities appear during operation, the system can react within milliseconds to bring the values back in line, effectively preventing critical lithium-ion overheating behaviour during charging.
Tech specs for theeRUFmodel A, status of September 2008.
All data are preliminary data as specified for theeRUFModel A.
• Acceleration: 0-60 mph under 7.0 sec (development target)
• Vmax: 160 mph, 225 km/h
• Cw: 0.28
• Roll resistance: 0.014
• Driving range: approximately 250– 320 km, depending on performance level
• Specific power pick-up: 21 kW / 125 km/h
• Engine power: 150 kW / 204 PS
• Max torque: 650 Nm 7 0 rpm
• Weight: 1910 kg (preliminary data)
• Battery weight: 550 kg
• Max torque: + 650 Nm to-650 Nm
• Power: + 150 kW to-150 kW (peak level) + 204 hp to-204hp 100 kW / 136hpcontinuous
• Currency: 300– 420 Volt
• Current level: max 550 A
• Rpm level: max 5000 rpm
• Operating system: brushless three phase alternating current with
• Diameter: 405 mm
• Length: 241 mm
• Weight: 91 kg
• Specific weight: 1,65 kW / kg, 2,25 hp / kg
• Coolant flow: 8 L /min max
• Type Lithium-Ion, iron-phosphate base
• Manufacturer: Axeonplc,GB
• Stored Energy: (96 units) 50,72 kWh
• Nominal Voltage: 317 Volt
• Maximum discharge: 480 A
• Max Power: 152,16 kW = 210 PS
• Charging current, max.: 16 A
• Charging time: 10 hours
Single Battery Cell Data.
• Capacity: 160 Ah
• Operating voltage: 4,25 V charging, 2,5 Volt discharging
• Nominal Voltage: 3,3 Volt
• Max. Temperature Level: 80 °C
• Life cycle: 3000 charging cycles
• Self-discharge: under 3 % per month
• Weight per Unit: 5,6 kg
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