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Mercedes-Benz Vision EQXX shoots for highest efficiency, dynamic range


This is Mercedes-Benz Vision EQXXand it was the result of a major technology project aimed at improving tram. It just so happens that the result of the project is a vehicle that is actually drivable and compliant with road and safety regulations. Is it a production car? No, it will never be sold, but Mercedes says much of what it learns from putting the Vision EQXX together will find its way into production Electric Car a day. To demonstrate the technology, Mercedes will even attempt to run a distance of 621 miles road trip across Europe with Vision EQXX soon.

There’s a mountain of information and technology to delve into, but we’ll start with a brief overview to explain why the Vision EQXX is special and what Mercedes’ work has resulted from a panoramic view.

The goal was to build an electric car with a range of more than 1,000 km and Mercedes did exactly that. For us Americans, that’s just over 620 miles. Mercedes engineers achieved it by following the path of efficiency, not by substitution the battery, which is the most impressive aspect of the Vision EQXX. As it stands, the EQXX has an amazing 6 miles/kWh performance. That’s significantly better than even the most efficient electric cars on the market today, Tesla consists of. With that in mind, let’s find out how Mercedes built such an efficient EV.

Mercedes-Benz VISION EQXX

We’ll start with the battery, because that’s the heart of the electric vehicle. Mercedes says it worked with the Formula One team at Mercedes-AMG High Performance Powertrains to create an ultra-high-density battery pack. The package itself is “just under 100 kWh” of usable energy, but it can be put into a compact car like the EQXX. It has the potential energy of EQS, but the pack itself is 50% less mass and 30% lighter than in EQS. Mercedes reckons the improvements to the advancement in chemistry and the new OneBox compartment improve the degree of integration of the battery pack with the platform. It even has a “lid” made of sustainable composite material and then reinforced with carbon fiber.

We know that other manufacturers have raised the level to the power system 800 volt, but the EQXX tested with a 900 volt system running and working. Mercedes has not confirmed that the 900-volt system will enter production anytime soon, but it does say it is evaluating the technology for future use in a production car. One of the missing elements from the Mercedes battery talk is charging. There doesn’t appear to be any breakthroughs made during his time in charge for EQXX.

But then there’s the transmission itself, which includes the electric motor, single-speed transmission and power electronics – the last of which is derived from AMG Project One hypercar. However, the single electric motor itself isn’t super powerful, as Mercedes rates it at 201 hp. The idea is to make it work, isn’t it supercar. Mercedes uses a new generation of silicon carbide in the powertrain and claims that the efficiency of the entire powertrain is 95%. That means 95% of the power from the battery goes to the wheels, which is a great number.

This super-efficient powertrain generates very little waste heat, which also means that its thermal management system can be very light. Through the aviation shutters, coolant valves and water pumps, actuators are kept at the right temperature with very little energy cost.

And since we’re talking about air management, it’s time to get into the aerodynamics of the Vision EQXX’s design. The drag coefficient is only 0.17. That beats the current leading automaker – EQS – which has a Cd of 0.20. On the highway, a typical electric car spends about two-thirds of its battery capacity simply cutting through the air in front, Mercedes says. That’s why a smooth shape is essential for long range.

Mercedes lists the numerous design choices it has made to make the EQXX’s design as effective as it is. The forehead area is smaller than the area CBA. Its run at the rear is 50 mm less at the rear than at the front. The windshield on the front bumper is coupled to the wheel housing to eliminate any possible aerodynamic separation from the front wheel. The hood air ducts help reduce drag around the mirrors, and the cooling shutters that open on the hood cause less drag than if they were mounted under the vehicle. The air flows over the car in a “tear edge” at the rear. It uses a retractable rear diffuser that deploys at high speed. Mercedes even worked with Bridgestone to create unique Turanza Eco tires that have aerodynamically optimized side edges to match the shells mounted on 20-inch forged magnesium wheels.

It’s a work of art if you’re into aerodynamics and we think it’s actually quite appealing at the same time. Mercedes has been able to combine both a gorgeous car and an ultra-low-resistance vehicle, which is exactly what we want to see as we move into the era of electric vehicles.

Of course, efficiency also comes from light weight, and that’s what electric cars have traditionally been pretty terrible about. In an effort to make the structure lighter, Mercedes has used the attractive BIONEQXX aluminum die-cast structure as the main structural element at the rear, which we have seen used on the EQS. What is BIONEQXX? It’s a casting that looks like a web with gaps (pronounced: holes) where no structural elements are needed. The material is used only when it is necessary for the structural function and where it is subjected to loads. Of course, body holes aren’t ideal when it comes to water and mud, so Mercedes uses a sustainable plastic substitute made with 3D printing to fill the holes – 42 of them to be exact. This complex process saves about 15-20% of the weight of the traditional casting process, Mercedes says. The same process is used for the damper domes and saves 8.8 pounds over conventional domes.

The doors are made from a combination of carbon fiber and glass fiber reinforced plastics. Mercedes uses aluminum brake significantly reduced weight compared to cast steel rotor – brake dust emissions also 90% reduction thanks to a unique coating used on the blades. Fiberglass-reinforced plastic springs also replace conventional coil springs, helping to save weight. Finally, the Vision EQXX weighs 3,858 pounds. That’s still not light, but it’s lighter than most luxury electric vehicles on sale today.

There is a lot of effort involved in efficiency being made on the interior of the EQXX. The huge small 47.5-inch 8K LED display has more than 3,000 local dimming zones, which means it only consumes power for the parts of the screen that glow. The details of the navigation system adjust depending on where in your journey, as it reduces digital details on long highways to reduce energy consumption used to create 3D maps in urban areas. The Burmester 4D sound system is improved by reducing the number of speakers (this is a first) and placing the speakers closer to the occupants. In keeping with the quality we’ve come to expect from Mercedes, the system uses two speakers in each headrest and a bass booster in each seat.

In addition, the roof features Solar power panels. Mercedes claims that on an ideal sunny day, the panels can increase the range by up to 15.5 miles. In most cases, however, solar energy is simply stored in a lithium-iron battery that powers the climate system, infotainment system and other ancillary systems. This means there’s less power drawn from the large lithium-ion pack to power all those other systems, increasing your overall range.

There’s a lot to be said about the actual materials used in the cockpit, as Mercedes shows us a new interior philosophy that is sustainably sourced. The door pulls are made from “biosteel fiber”, which is “a fabric resembling vegan silk.” Its seat is made of mycelium, a skin substitute built from the fungus’s underground root-like structure. The other transparent skin was replaced with Deserttex, a material made from powdered cactus fibers. The floor mats are made from bamboo fibers and your traditional Mercedes “Dinamica” is made from 38% recycled PET bottles.

When it comes to technology, the huge, unique display that stretches from column to column is where Mercedes’ latest creation lies: a side trip of the ride. “Sidekick” means your guide meets the needs of drivers and passengers. One of those features is the improved “Hey Mercedes” function, as voices are now much more realistic and machine learning gives characters a personality all their own. This so-called sidekick is intended to predict what you might want to display on and has its own area of ​​the screen. However, Mercedes says you can turn it off if you want.

The final point of discussion with the Vision EQXX was the speed at which Mercedes has essentially developed a drivable car under safety regulations. Through the use of new digital tools in design and engineering, the Vision EQXX was completed in just 18 months. This includes more than 186,000 “test miles” run on the computer. It is particularly impressive when you look at the number of teams that have been involved in the project, as this vehicle has been supported by both F1 and Formula E teams to make it the best it can be.

The goal of electric car production is maximum efficiency, and Mercedes’ efforts hope to bring even better efficiency in electric car production in the near future.

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