Automotive electrical power requirements

You have undoubtedly seen and felt the effects of some of these titles already. The air pollution and motor vehicle titles have been addressed by new laws requiring oxygenated motor fuels and low-sulfur coal for electric power plants. The Clean Air Act has affected refrigerants in automotive and stationary air conditioning and refrigeration equipment and the manufacture of some types of foamed plastics. 

In parallel with this new class of load demands, the power required by more conventional loads increases, too. The power demand of a high-end vehicle increased from less than 500 W in the 1960s to more than 2kW in 2000, For the next decade, automotive engineers predict a sharp electrical load increase to about lOkW [40],... 

Changes to the architecture of the vehicle electric power system are expected to proceed in an evolutionary rather than a revolutionary manner. It is the intention of the automotive industry and its suppliers that the 42-V PowerNet [9,11] will be available for technical situations which require very high power demands. Due to cost considerations as well as to uncertainties with respect to the availability and reliability of newly designed components [35], modifications will be introduced stepwise only when really needed. This process is expected to last many years. Therefore, the long-term solutions to the problems of increased vehicle electric power demand, the implications for battery design and manufacturing, and the possible intermediate steps have all to be considered carefully by the battery industry. 

Basically, PBT seems to have a unique and favorable balance of properties between nylons and POM resins. It has relatively low moisture absorption, extremely good self-lubrication, fatigue resistance, solvent resistance, and good maintenance of mechanical properties at elevated temperatures. When PBT was reinforced with glass fiber it has excellent maintenance of properties up to its crystal melting point. Key markets include under-the-hood automotive applications, which require thermal and solvent resistance, electrical and electronic applications, power tools, small and large appliance components, and athletic goods. 

The power electronics and power conditioning system is one of the key subsystems of the fuel cell power system that is required to convert EXT electrical power generated by a fuel cell into usable AC power for stationary loads, automotive applications, and interfaces with electric utilities. Depending on the application of the system, the power electronics and power conditioning architecture may involve sets of power controls as well as conditioning and processing electronic units (Kordesch and Simader, 1966). 

For automotive powertrain applications the following factors are important cost, weight, volume, freeze start ability, and high efficiency. The important factors for stationary applications, where the heat might be used besides electric power, are volume, weight, freeze start, and less electric efficiency. However, here the requirement for a long life is more relevant. 

CSM is extensively used in constmction and electrical appHcations. This includes roofing membranes, automotive ignition boots and wire, toU compounds, and in some automotive hoses requiring good heat and oil resistance, eg, air conditioning and power steering. It is also used in nuclear power plants because of its exceUent resistance to radiation degradation. 

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