Run the event on Lemonergy parts
Use the interactive study above to answer one design question: what does a thruster-and-suction event cost the battery, and which Lemonergy part limits it first? The road, scene, graphs and block diagram share one native Lemonergy run on the vehicle, propulsion and electrical blocks of catalog 2026.10. You can change every control directly in this wiki page without signing in.
- Pick the study mode. Limits enforced (the default) caps what the model may draw at the inverter rating, the cells' and chain's current ratings, the terminal-voltage floor and ceiling, the SOC floor and the cells' temperature windows, and reports every active cap as a limiter. Demand study caps nothing and flags every exceedance, so you can see what an event would ask of parts that cannot deliver it.
- Choose a cell from the Designer library. The note under the picker states the record's basis and which fields are library estimates. Set Ns and Np; the pack line reports nominal voltage, capacity, energy, the pack mass with the Designer's fitted parts, the contactor and fuse chain rating, and a static check of the full-charge voltage against the chain parts' voltage rating.
- Keep Baseline as a comparison, then change the pedal acceleration, target speed or starting SOC. The driver command is a request; achieved motion comes from the solved forces, and starting SOC now changes the open-circuit voltage, the current and the terminal voltage.
- Open Battery model for ambient, initial pack temperature, cooling, the resistance temperature coefficient, the OCV end point and the SOC floor; Thrusters & gas for the nozzle split, thrust per nozzle and exhaust velocity at full tank, the tank blow-down law, burst timing and loaded gas (thrust falls with the tank pressure and stops by itself when the tank is empty); Fans & suction for the suction level, fan operating point and spin-up time; Suspension & landing for ride frequency, damping, bump travel, bump-stop stiffness and the landing load limit; and Compressor refill to refill the tank from the battery after the run.
- In Make the road, edit section length and grade or add sections. A grade of 6% means 6 m rise per 100 m horizontal distance.
- Choose Play event, scrub Time, or move over a graph. The scene shows thrust, suction and airborne states at the same solver time as the graph cursors; the cursor table lists the road-load terms, the open-circuit and terminal voltages, the pack temperature, the suspension compression and what is limiting at that instant.
- Read the metrics together: event electricity, gas used and the electricity to restore it stand side by side with the total to repeat the event; the landing line gives impact speed, landing energy and peak load; the suspension line gives the maximum compression against the travel.
- Expand Inspect the connected Lemonergy blocks and Parts record for this run, then download the exact model, results CSV and run record before changing the candidate.
An orange status names the first sampled exceedance. With limits enforced that can only be physical or static — tyre grip is a limiter, the landing load limit, suspension bottom-out, exhausted gas, or a static voltage incompatibility of the chosen parts — because the electrical demand is held within the ratings and reported as limiters (traction cap, regeneration cap). In the demand study the same status reports the inverter rating, cell discharge or charge ratings, the contactor and fuse rating, the terminal-voltage floor or ceiling, the cell temperature windows, the SOC floor and the battery power limit as they are exceeded, and later points remain hypothetical demand. Red dashed lines mark the first exceedance; the cell-current plot marks the selected record's continuous rating and the grip plot marks zero reserve.
Drive it yourself
Drive it yourself runs the same parts and the same blocks live — about 300 blocks in the drive and 310 in the prepared event, with nothing computed beside the engine except the display scaling. Releasing the pedal coasts: road load slows the car and no traction power is drawn. Hold speed (K) switches to the prepared event's driver law, which compensates road load so the car holds its speed uphill and draws the power that takes. Choose Start driving, then hold the pedal (W or ↑), brake (S or ↓), fire the forward thrusters (Space) or the upward nozzles (J), and switch the fans (F) and the compressor (C); on a phone, hold or tap the buttons under the frame. The studio frame shows the physics as it happens: the camera follows the car; the forces on the car inset draws weight, ground normal, suction, thrust, tyre and road-load forces from the step's block outputs, to one scale, with their values in kilonewtons; the live physics column writes the governing equations with that step's numbers substituted — tangential and normal balances, the friction circle with its reserve, the road-load terms, the fan affinity law, the thruster mass flow, the battery power sum and the charge rate; the stopwatch blocks time 0–100 km/h, 0–60 mph and 400 m from the first movement; and the readout strip and strip charts keep the last 20 seconds. The block diagram under the frame can show the prepared event's blocks or the last drive rebuilt as one model. A red readout is a limit the selected Lemonergy part cannot meet: the car still moves, because the model reports demand rather than refusing it.
Record video (or V) captures that frame as a video file while you drive — WebM in Chrome, Edge and Firefox, MP4 in recent Safari — so a run can be shared with the forces and equations in it. The recording is the canvas as drawn; nothing is rendered separately for the file.
How it works: the drive is a co-simulation with a fixed 50 ms communication step. Your controls are constant sources for one step; the native engine integrates the plant over that step with the same Dormand–Prince 4(5) solver and tolerances as the prepared event, and the ten integrator states (speed, distance, height, normal speed, position, gas, SOC and energy counters) carry into the next step. The authored schedules, braking latch and target speed of the prepared event are replaced by your commands; the full pedal requests the pedal acceleration set in Driving & battery, the brake tapers to rest the same way as the authored brake, and the road continues flat beyond the authored sections. Nothing else changes: the road load, tyre-grip circle, thruster, fan-suction, suspension, battery, limit and converter-loss blocks are the same instances, and the study mode applies to the drive as well.
A drive is recorded as the times at which a control changed. Export this drive as a Lemonergy model writes those changes as Step sources on the same plant so the whole drive runs as one continuous model from the start, and Replay check runs that model in the engine and reports the largest difference from what you drove, sampled at every live step. Stepping and continuous integration agree to the solver tolerance; the differences shown are typically below 1e−4 m/s in speed and 1e−5 % in SOC. Download drive CSV retains the live trace with your commands and the limit flags per step.
Choose the parts and their provenance
Every component value in the live model comes from a pinned Lemonergy parts snapshot generated from the Designer library, the Garage ledger and the open battery-data records. The snapshot records the Designer source revision, the battery-data commit and the SHA-256 of every file it read. Each record keeps its own provenance fields; a library estimate is labelled as one and a datasheet rating is never relabelled as a measurement.
| Part | Lemonergy source | What the study uses | Provenance carried |
|---|---|---|---|
| Cell (default Molicel INR21700-P42A) | Designer cell library | Capacity, nominal, charge and cut-off voltages, continuous discharge and standard charge currents, mass, DC resistance (16 mΩ at 10 A / 1 s), discharge window −40 to 60 °C, charge window 0 to 45 °C | Basis external_datasheet; estimated fields dims, priceUSD; source note. The record was corrected on 18 October 2026 from the datasheet (charge window, DC resistance basis, charge-current meaning); the 4.2 A charge figure is the standard CC-CV current, not a regeneration pulse rating |
| Alternative cells | Designer cell library; battery-data where contributed | Same fields; the Tesla 4680 and 2170 records are teardown-derived with every field estimated | Basis, estimated fields, record path and blob for contributed records |
| Pack mass | Garage ledger at the snapshot topology | Cells × 1.02 plus fitted busbar, holder, cooling, interface, heater and housing masses | Component ids and names from the Designer component database |
| Main contactor | battery-data component/te-connectivity/ev200aaana | 500 A continuous carry at 85 °C, 900 V; two per chain | Datasheet page and section locators; contact resistance from the Designer shelf class |
| Fuse | battery-data component/mersen/15nh3lgbat500 | 500 A, 1500 V gBAT link; one per chain | Datasheet page and section locators; resistance from the Designer shelf class |
| Interconnect lump | Designer architecture rule | 20 mΩ typical automotive busbar, joint and shunt lump | Rule text retained in the parts record |
| Traction inverter | Designer power-electronics class | Fixed, conduction and switching loss fractions at the stated rating | Class fractions retained in the parts record |
| Vehicle class and terrain | Designer EV class and terrain records | Drag area, rolling resistance, rotating mass, regeneration fraction, auxiliary load | Class values, editable |
The study still needs numbers that no Lemonergy record can supply. Nozzle count and loaded gas follow Tesla's public statements. Thrust per nozzle, effective exhaust velocity, the fan operating point, the compressor and the event timing are authored inputs, exposed so that they can be argued about.
| Quantity | Default | Unit | Basis |
|---|---|---|---|
| Nozzles | 10 | — | Tesla statement reported at the demonstration (InsideEVs) |
| Loaded gas | 250 | kg | Same statement; the tank pressure, temperature and volume were not stated |
| Suction at full fan | 2 | g | "Up to 2 G" per Tesla's VP of Engineering, as reported; a media report of over 4,700 kg of downforce (Drive Tesla) is secondary |
| Thrust per nozzle at full tank | 10 | kN | Authored; Tesla states only that the thrusters exceed tyre force several times (Teslarati) |
| Effective exhaust velocity at full tank | 500 | m/s | Authored cold-gas value in the NASA thrust equation sense, lumping the pressure term |
| Tank blow-down | adiabatic, n = 1.4 | — | Polytropic tank, p/p₀ = (m/m₀)ⁿ: a blow-down of seconds exchanges no heat with the tank wall; isothermal (n = 1) and a regulated supply with constant thrust (n = 0) are selectable |
| Launch burst, hop burst | 1.0, 0.4 | s | Authored event timing |
| Fan operating point | 1.8 m², 4 m³/s, η 0.65 | — | Authored; the DOE fan-system sourcebook, printed page 6, explains why pressure, flow and efficiency belong together |
| Compressor | 30 kW, η 0.5, 300 bar | — | Authored; Tesla says the tanks can be refilled with compressed air but gives no rate |
| Vehicle mass without pack and gas | 1150 | kg | Authored; Tesla has published no mass |
| Fan spin-up time constant | 1 | s | Authored first-order lag; a step in suction would slam the suspension onto its bump stops |
| OCV at 0 % SOC | nominal − (max − nominal) per cell (3.0 V for the P42A) | V | Study assumption; the records carry nominal, charge and cut-off voltages but no OCV table |
| Resistance temperature coefficient | 0.02 | per K below 25 °C | Study assumption, bounded to 0.3–5× the 25 °C value |
| Pack heat capacity, cooling, ambient | cell mass × 1000 J/(kg·K), 800 W/K, 25 °C | — | Study assumptions; the records carry no thermal data |
| Suspension | 2.0 Hz ride frequency, ζ 0.4, 120 mm bump travel, bump stop 10× spring | — | Authored sports-car values; sprung mass only |
| Landing load limit | 3 | × weight | Authored study limit for the landing flag |
With the defaults the pack is 200s50p, 720 V nominal, 210 Ah, 151.2 kWh by nominal voltage × capacity, and 826 kg with the Designer's fitted parts (700 kg of cells). The vehicle is 2,226 kg with its gas. That pack mass is the first thing the Lemonergy ledger changes compared with an authored "2,000 kg including the pack": ten thousand 21700 cells weigh what they weigh.
Equations and connected blocks
Positive current means discharge. Time is in seconds and every signal carries its SI quantity: speeds in m/s, forces in N, masses in kg, mass flows in kg/s, accelerations in m/s², powers in W. The model is built from the Lemonergy block catalog 2026.10, which adds the quantities and the vehicle, propulsion and math blocks this study needs, so the diagram reads as engineering rather than as a page of scaled Products. Motion is solved in the road frame of the current section: tangential coordinate s, speed v, height above the surface z and normal speed w. The road angle is θ = atan(grade / 100) and switches by distance through Compare blocks, so an event that changes the timing never shifts a hill.
Gas, tank and mass. The tank blows down as it empties. For a polytropic tank the pressure follows the gas left, p/p₀ = (m/m₀)ⁿ, and the temperature T/T₀ = (m/m₀)^(n−1); a choked nozzle's thrust follows the chamber pressure and its exhaust velocity √T, so the mass flow ṁ = T/vₑ follows (m/m₀)^((n+1)/2). The thrust and exhaust velocity typed in are the full-tank values; a Divide and a Limit give the fill m/m₀, three Power-law blocks give the pressure ratio, the flow ratio and the exhaust velocity, and Products scale the commanded nozzle count by those ratios. A Cold-gas thruster block then turns the scaled nozzle count and the gas-available flag into thrust (mode 0) or the mass flow that thrust costs (mode 1); the Integrator of refill minus thrust flow is the gas in the tank, and the total mass is the vehicle with its pack plus that gas:
n = 1.4 is adiabatic air, n = 1 isothermal, and n = 0 a regulated supply that holds the thrust and flow constant until the tank is empty (the previous release's model). Thrust is gated by gas availability and the compressor by tank space. The blow-down is what bounds the height of a hop: with the authored nozzles the whole 250 kg tank through the four upward nozzles from full pressure reaches about 13 m adiabatic, 25 m isothermal and 88 m only with a regulated supply (the Ceiling scenario), and after the one-second launch burst the tank is at 158 bar, where four nozzles give 21.1 kN against 20.9 kN of weight — the authored hop then only unloads the wheels by 8 cm. A hop of a metre or more needs the hop before the launch burst, more upward nozzles, or a higher full-tank thrust; the inputs let you try each. No vertical aerodynamic drag, no nozzle thrust-coefficient change with pressure ratio and no tank wall heat transfer are modelled. Acceleration is the Divide block F / m with a guarded denominator, so the mass that leaves with the gas changes the acceleration directly; no reciprocal trick and no fixed reference mass.
Suction. One Suction-fan block on the Designer affinity law gives the electrical power and a second instance the force, from the same flow fraction f:
Suspension and contact. The body rides on an explicit sprung-mass suspension along the road normal: z is the body height above the loaded ride height, the spring is preloaded to the loaded weight, a damper acts while the wheels touch, a bump stop takes over beyond the bump travel, and the wheels leave the road when the spring force would reach zero (the droop travel). The ground can only push:
ω₀ = 2π × ride frequency; m₀ is the loaded mass at the start; s_bump is the bump travel. Height above the road is max(0, z − z_droop); compression is max(0, −z). The bump stop engaging is flagged as suspension bottom-out and a normal load above the landing load limit as landing load limit; the metrics report the impact speed, ½m**w², the peak load and the maximum compression. Two g of suction alone compresses the default suspension to its bump stop, and a landing from the 1.5 m hop of the regulated-supply scenario onto a passive road suspension bottoms it hard — those are results, not artefacts, and the inputs let you try a stiffer or longer-travel suspension. Sprung mass only: no unsprung mass, tyre spring or rotation.
Road load, driver and tyres. The Road-load block is the Designer vehicle rule in newtons; the Tyre-grip block is the friction circle on the positive normal force:
The three road-load terms are also built from primitive blocks — a Minimum/maximum for max(0, N), two Compares and a Sum for sign(v)·[|v| > 0.1 m/s], an Absolute and Products for v|v| and m g sin θ — and summed; the Sum of those terms minus the Road-load block is the road-load-residual signal, which the tests require to be zero at every point. Each term is therefore inspectable in the diagram and in the exported model, and the live frame reads them as block outputs rather than recomputing them.
The stopwatches are blocks too. A flag such as v ≥ 100 km/h is a Compare; its Integrator never returns to zero once the flag has been true, so a Compare on that integral is a latch without any sampled block, and it carries across the drive's communication steps like every other integrator. The time from first movement to the mark is the Integrator of has-moved × (1 − reached):
The pedal accelerates until the target speed, cruises, and brakes from the distance L − v² / (2 a_cmd) (a Power-law block on the speed) through a sampled Boolean latch (0.04 s); braking tapers over the last 0.2 s × a_cmd of speed so the car settles at rest. The achieved motion is grip-limited, and the grip reserve μN − |F_request| (an Absolute block) is the reported margin.
Electrical. Minimum/maximum blocks split the tyre force into drive and braking parts; the Converter-loss block is the Designer power-electronics class on the throughput; the fans, the compressor and the auxiliaries add to the demand:
Battery. The pack has an open-circuit voltage that depends on SOC, a resistance that depends on temperature, a terminal voltage solved from the power demand, and a lumped thermal state. The OCV is two straight segments per cell through (0 %, V_empty), (50 %, V_nom) and (100 %, V_max) — a stated study assumption until a record carries an OCV table. On the ohmic model the current that delivers a demanded power is the closed form of a quadratic, and a negative discriminant is demand the pack cannot meet at any current (flagged battery power limit):
R₂₅ = N_s R_cell / N_p + (R_lump + 2 R_contactor + R_fuse) / n_chains; C is the cell mass times the specific heat; G is the cooling conductance. The integrated current is checked against the SOC change at every run. The terminal voltage is compared with the cut-off floor N_s V_min and the charge ceiling N_s V_max, and the pack temperature with the record's discharge window and, while charging, its charge window; each is flagged when crossed.
Limits. The caps are blocks too, so the enforced and demand modes share one plant and differ by one constant. The discharge cap is the smallest of the power at the cell and chain current rating, the power at the voltage floor, and zero below the SOC floor or above the discharge temperature; traction gets that cap less the fans, compressor and auxiliaries, then the inverter rating; the force available is the mechanical power under the cap over the speed, and the requested tyre force is held to it. The regeneration cap is the smallest of the power at the charge current rating and at the voltage ceiling, zero at 100 % SOC or outside the charge temperature window, plus what the other loads consume, then the inverter rating:
With limits enforced the fans and the compressor are also held off below the SOC floor and above the discharge temperature. In the demand study the caps are replaced by effectively infinite constants and the same comparisons only flag.
| Native block group | Lemonergy blocks | Signals to inspect |
|---|---|---|
| Schedules | Step pairs for launch, hop, fan and compressor windows | launch-window, hop-window, fan-window, refill-window |
| Gas and mass | Cold-gas thruster (thrust and mass-flow modes), Compare gates, gas Integrator, mass Sum | gas-mass, mass, thrust-forward, thrust-up, thrust-flow |
| Tank blow-down | Divide and Limit for the fill m/m₀; Power-law blocks for (m/m₀)ⁿ, (m/m₀)^((n+1)/2) and vₑ; Gain for the pressure in pascals; Products that scale the commanded nozzles | tank-fill, tank-pressure-ratio, tank-pressure, thrust-flow-ratio, exhaust-velocity, hop-nozzles-thrust |
| Road | Distance Compares → grade Gains → sine and cosine Sums | grade-sine, grade-cosine |
| Suction | Suction fan in power and force modes | fan-command, fan-power, suction-force |
| Suspension | Preload Constant, −k·z Gain, bump-stop Minimum/maximum and Gain, damper Gain, droop Compare, wheel-force Sum and Minimum/maximum, Product with contact → normal Integrators | spring-force, bump-stop-force, damper-force, normal-force, height, compression, contact, bottomed |
| Driver and tyres | Road load, target-speed Compare, Power-law stop distance, Boolean latch, pedal Sum, Tyre grip, Absolute, Divide (grip reserve fraction) | road-load, pedal, tyre-request, tyre-force, grip-margin, grip-reserve |
| Road-load terms | Minimum/maximum, Compares and Sum for sign(v), Products for rolling, drag and grade, a Sum and a residual Sum against the Road-load block | rolling-force, drag-force, grade-force, road-load-residual |
| Stopwatches | Compare flags → Integrators that latch (a flag's integral never returns to zero) → Products and Integrators that count from first movement | has-moved, reached-100kph, t-100kph, t-60mph, t-400m |
| Motion | Net force Sum → Divide by mass → speed Integrator → distance and world-position Integrators | speed, distance, x-position, y-position |
| Electrical | Minimum/maximum splits, Products, Converter loss, fan, compressor and auxiliary Sums | motor-power, inverter-loss, traction-dc, battery-power |
| Battery | Select between two OCV Gains on SOC; Limit on 1 + α(25 − T) and a Gain for R(T); Power-law for OCV² and √; Sums, Divide for the current; Product for V_t·I; Gain −1/(3600Q) → SOC Integrator; Thermal rate → temperature Integrator | ocv, resistance, discriminant, battery-current, terminal-voltage, cell-current, soc, pack-temperature, ohmic-heat |
| Limits | Products and Divides for the power at each rating, Minimum/maximum chains, Compares for the SOC and temperature gates, Selects on the mode constant, Divide for the force cap, Minimum/maximum on the request | p-at-idis, p-at-vmin, traction-cap, force-cap, traction-limited, regen-cap, regen-limited, battery-feasible |
| Energy to repeat | Gas-deficit Sum and a Gain at the compressor's electrical cost per kilogram | gas-used, restore-energy |
Every block above is a type of the Lemonergy block catalog 2026.10, which this wiki ships and runs: 21 types, 310 blocks in the event and 300 in the drive, nothing bespoke. The exported model round-trips through the Studio file format with its checksum, and the tests rerun it from the file. The authenticated Pro editor at design.lemonergy.com still runs catalog 2026.09, which lacks twelve of these types (Compare, Divide, Power-law, Select, Minimum/maximum, Absolute, Boolean latch, Road load, Tyre grip, Cold-gas thruster, Suction fan, Converter loss); it will open and rewire this model once the 2026.10 catalog ships there. When the selected cell has a battery-data record with page locators, the bus-voltage and coulomb-counting blocks carry a component-binding with the record's commit, blob and evidence identifiers; the inspector shows it.
Rebuild the model step by step
The model is built in the order below, and each step can be checked on its own before the next is wired. Use Inspect the connected Lemonergy blocks to see every block and connection of the prepared event, and Download Lemonergy model to compare your graph with the file; the signal names are the block ids in that file. Every signal carries an SI quantity, and a block refuses an input of the wrong quantity, so the catalog itself checks the wiring.
- Constants and schedules. Constant blocks for the masses, ratings and authored inputs (
dry-mass,tank-capacity,limits-enforced, the cell ratings); Step pairs summed into the launch, hop, fan and compressor windows (launch-window= Step on − Step off). Check: each window is 1 inside its interval and 0 outside. - Tank and thrust. Gain blocks turn a window into commanded nozzles (
launch-nozzles= 6 × window); Divide the gas Integrator by the tank capacity and Limit it to 0–2 (tank-fill); Power-law blocks give (m/m₀)ⁿ, (m/m₀)^((n+1)/2) and vₑ₀ (m/m₀)^((n−1)/2); Products scale the nozzles; two Cold-gas thruster blocks per direction give thrust (mode 0) and mass flow (mode 1) from the scaled nozzles and the Comparegas-available; a Sum of refill minus thrust flow feeds the gas Integrator (initial 250 kg), and a Sum with the dry mass is the total mass. Check: at full tank the thrust is nozzles × T₁ and ṁ = T / vₑ; the Regulated gas supply scenario (n = 0) holds them constant. - Road geometry. Compares on the distance Integrator against each section start, Gains for the change in sin θ and cos θ, and Sums give
grade-sineandgrade-cosine. Check: sin θ steps from 0 to 0.0599 at 150 m on the default road. - Suspension and contact. A Constant preload m₀g, a Gain −k on the height Integrator, a Minimum/maximum and Gain for the bump stop, a Gain −c on the normal-speed Integrator, a Sum for the wheel force, a Minimum/maximum against zero, a Compare for contact (z ≤ z_droop) and a Product give
normal-force; the normal balance Sum over the mass (Divide) feeds the normal-speed and height Integrators. Check: at rest the normal force is one weight and the compression zero; with 2 g of suction the spring reaches its bump stop. - Suction. A Gain and the Product with
loads-permittedgive the fan target, a First-order block (τ = 1 s) the fan fraction, and two Suction-fan blocks the power (mode 0) and force (mode 1). Check: P = P_rated f³ and F = F_rated f² at every point. - Driver and tyres. Road load from the Road-load block on the normal force, speed, mass and grade; the pedal law from a Compare on the target speed, a Power-law stop distance and a Boolean latch; the request Sum; the Tyre-grip block on the request and the normal force; an Absolute and a Divide for the grip reserve. The road-load terms are rebuilt from primitives and the residual Sum against the Road-load block must be zero. Check: at 100 km/h on a flat road with the fans off the terms are about 0.21 kN rolling (Crr × one weight), 0.30 kN drag and 0 kN grade; with 2 g of suction the rolling term triples because it acts on the normal load.
- Motion. The tangential Sum of tyre force, forward thrust and road load, a Divide by m(1 + ε), the speed Integrator, the distance Integrator and the world-position Integrators (speed × cos θ and sin θ, plus the normal motion). Check: the Regulated gas supply launch matches the variable-mass closed form.
- Electrical. Minimum/maximum splits of the tyre power into motor and braking parts, the Converter-loss block on the throughput, the regeneration Gain and cap, and the Sum
battery-powerof motor, loss, fans, compressor and auxiliaries less regeneration. Check: the loss is the Designer class fractions applied to the throughput. - Battery. The Select between two OCV Gains on SOC, the Limit and Gain for R(T), the Power-law for OCV² and the square root, the Divide for the current, the Product for V_t I, the Gain −1/(3600 Q) into the SOC Integrator and the Thermal-rate block into the temperature Integrator. Check: V_t I equals the demanded power wherever the discriminant is positive, and the integrated current equals the SOC change.
- Limits, stopwatches and energy. The cap chain of Products, Divides and Minimum/maximum blocks, the Compares for the SOC and temperature gates, the Selects on
limits-enforced; the stopwatch Compares and latching Integrators; the gas-used Sum and the restore-energy Gain. Check: with limits enforced the requested tyre force never exceedsforce-cap; in the demand study the flags fire where the ratings are exceeded.
The drive uses the same graph with the schedules replaced by Constant sources for one 50 ms step; the exported drive replaces those constants with Step sources, so a recorded drive is the same recipe with a different schedule.
Compare engineering scenarios
Keep the baseline before using a scenario button. Each button restores the default road and inputs, then changes the stated input. With the default parts, limits enforced and the adiabatic tank, the run reports about 342 kW peak battery power, 9.0 A peak cell current against the P42A's 45 A rating, a terminal voltage between 761 and 800 V, 141 kW of fan power at 2 g of suction, a launch whose thrust falls from 60 kN as the tank blows down so that 0–100 km/h takes 2.8 s (0.9 s with a regulated supply), a hop that only unloads the wheels — 21.1 kN upward against 20.9 kN of weight with the tank at 158 bar after the launch burst, 8 cm, 0.3 s — 108 kg of gas spent leaving the tank at 136 bar, 0.52 kWh of event electricity against 29 kWh and 58 minutes at 30 kW to restore the gas, and SOC falling from 80 % to 79.68 %. The thrust, not the battery, produces the launch; the gas, not the electricity, is the cost of repeating it; and the tank pressure, not the gas mass, decides whether the hop leaves the ground.
| Scenario | Controlled change | Expected engineering effect | Decision to carry forward |
|---|---|---|---|
| Demand study | Limits enforced → demand study | The same event with nothing capped: every rating the parts cannot meet is flagged at the instant it is exceeded | Read which part limits first before changing the parts |
| Hard acceleration | 3 → 10 m/s² pedal | Tyre power rises toward the grip limit; braking regeneration runs into the charge-current cap (enforced) or exceeds the cell charge rating (demand) | Check the charge rating and regen cap before relying on recovery |
| Low SOC | 80 → 10% initial SOC | Lower OCV, more current for the same power, lower terminal voltage; the floor and the SOC floor come closer | Set an operating SOC window; obtain a measured OCV table to replace the two-segment assumption |
| Cold pack −10 °C | Pack and ambient at −10 °C | Resistance 1.7× the 25 °C value: more I·R drop, more heat, lower terminal voltage; charging is outside the 0 °C charge window | Obtain resistance versus temperature and decide on pre-conditioning |
| Fans off | λ_max 0, fan fraction 0 | Normal load drops to one weight; grip reserve falls; fan power disappears | Decide what the suction buys per kilowatt |
| No thrust | 0 kN per nozzle | The pedal alone drives the car; no hop; gas untouched | Compare launch time with and without gas |
| Regulated gas supply | Blow-down n = 1.4 → 0 | Constant 60 kN launch (0–100 km/h in 0.9 s), a 1.6 m hop with 1.3 s airborne, a landing at 5.5 m/s (32 kJ) that bottoms the suspension at 13 × weight and is flagged, 151 kg of gas | A regulator or a far larger tank would be needed for the authored event; decide which is being claimed |
| Ceiling: whole tank upward | No launch burst, fans off, four upward nozzles for 5 s from full pressure | 13 m peak (25 m isothermal, 88 m regulated); the thrust falls below the weight long before the tank is empty; the landing at 15 m/s (224 kJ) bottoms the suspension at 46 × weight | 100 m is out of reach of the authored nozzles and tank; all ten nozzles upward reach about 65 m and land at 36 m/s |
| Fewer parallel cells | 50p → 25p | Lighter pack, about double per-cell current, higher ohmic drop | Check current rating, pack mass and cooling together |
| Tesla 4680 record | 195s9p teardown-derived cell | The 35 A placeholder rating is exceeded in the first second | Replace the placeholder with a measured rating before any claim |
| Long refill | 300 s at 60 kW | The compressor becomes the dominant energy use | Decide whether refill belongs on the traction battery at all |
| Road grade | Flat versus climb or descent | Gravity changes tyre force, grip reserve and energy | Compare the same route length, speed and pack |
Parallel-cell count changes electrical capacity, current sharing, the loss estimate and the pack mass immediately, because the mass comes from the Designer ledger rather than a typed total. Hold the vehicle mass without pack constant to compare packs; edit it to compare vehicles.
The native solver is Dormand–Prince 4(5), relative tolerance 1e−7, absolute tolerance 1e−6 in SI units, and maximum step min(0.1 s, duration / 400). Schedules are explicit Step events; contact, bump stop, braking, gas, tank, SOC and temperature gates are Compare blocks solved with the dynamics. Numerical checks compare the launch and ballistic flight against analytical motion, verify the road-load, force, inverter-loss, power, affinity and coulomb balances at every point, and repeat with half the maximum step; the engine's own tests check each new block against its closed form, including a thrust launch against the variable-mass solution. These are implementation checks, not experimental vehicle validation. Peaks and violation times are sampled observations at the retained solver resolution.
Continue in the Designer and Simulation
Use Save run & parts record to retain the parts snapshot provenance, cell identity, Ns/Np, complete road, authored thrust, fan and compressor inputs, solver settings, graph checksum and native trace. This is the configuration record for the next design decision.
- Choose Open this pack in the Designer. The link carries the cell, Ns and Np in the Designer's own design-link format, so the Garage ledger starts from the same candidate.
- Compare the Garage pack mass and component ledger with the parts record of this run. The study scales the fitted parts from the snapshot topology; the Designer lays the pack out for the exact topology.
- Enter the vehicle mass without pack in the Designer's vehicle control. This study's Vehicle mass without pack and gas is the same quantity; the gas is a separate inventory here.
- Return with any changed cell or topology and compare against the retained baseline. Check current, SOC, grip, tank pressure, hop height and gas together.
- For full block editing, use Download Lemonergy model, then import the
.lemon.jsonfile into Co-Simulation Studio in the authenticated Design workspace once it runs catalog 2026.10 (the current 2026.09 release lacks the vehicle, propulsion and math blocks and refuses the file). Inspect the imported graph before running it.
The wiki exports the precise model and inputs; automatic import of the complete event into the Garage is not yet released. The Designer link restores a candidate pack; it does not carry the road, thrust or fan inputs.
Extend the battery model with measured data
Coulomb counting needs an initial SOC, a capacity convention and accurate current. Movassagh et al. (2021), Energies 14, 4074 analyse the resulting error sources. Integration does not measure the initial SOC or correct an incorrect capacity.
The live model already solves P_dc = V_t I with V_t = OCV(SOC) − I R(T) and a lumped thermal state, but its OCV is a two-segment assumption and its resistance a single ohmic value with an assumed temperature coefficient. The next model adds the RC branches, V_t = OCV(z,T) − I R₀ − v₁ − v₂, from measured OCV and impedance/dynamic maps for the selected cell, matched to SOC, temperature and timescale. Chen et al. (2020) and Pang and Zhang (2018) provide parameterisation and identification methods. Their cell coefficients are not Roadster parameters. The ohmic drop reported by this study — about 35 V at the default peak, more with fewer parallel cells — shows how far a held nominal voltage sits from a terminal-voltage prediction.
For a sourced dynamic reference, run the 4680 reference-cell circuit. Its nine existing blocks calculate SOC, ohmic voltage loss, an RC state and ohmic energy from a 22 A pulse. It uses Ank et al.'s paper and open dataset, first-generation Model Y cell 186-828, EIS parameter file at 50% SOC. It is a separate reference-cell check, not the live candidate pack or a new Roadster cell.
| Reference-cell input | Value | Basis |
|---|---|---|
| Capacity denominator | 22 Ah | Published nominal C-rate convention |
| Pulse | 22 A for 10 s | Authored test using the source protocol conditions |
| R0 | 0.0027888 Ω | Source EIS fit, 50% SOC |
| R1 | 0.00063983 Ω | Source EIS fit, 50% SOC |
| C1 | 1.3324 F | Source EIS fit; not converted from millifarads |
| R1 C1 | 0.000852509492 s | Derived time constant |
The retained run ends at 49.722222% SOC with 13.497792 J of ohmic energy. Seven analytical signal checks passed over 3,734 native solver points. These validate the implemented circuit equations, not physical pulse accuracy. No OCV map was supplied for that example, so its voltage output is a loss, not terminal voltage.
Reference-cell model · Run evidence · Results CSV
Extend contact, suction and gas scenarios
For a static orientation study, run the existing contact cases: μ = 0.5, μ = 1, or μ = 1.5. Each uses 28 native blocks to sweep suction/weight from 0 to 2 at five fixed orientations.
N/(mg) = λ + cos θ
static traction reserve/(mg) = μ(λ + cos θ) − |sin θ|
Both positive normal reaction and nonnegative reserve are required. The 0–1 s solver clock is a sweep coordinate, not driving time. These cases include wall and ceiling orientations but no curvature, suspension or free flight. Download the contact scenario evidence and comparison CSV.
The Tesla video and independent interactive concept motivate the fuller event modelled above. They do not supply a verified cell model, fan map, tank state or actuator allocation. BASENOR's battery discussion is a secondary source for reported pack claims, not a parameter-identification dataset.
| Subsystem | Status in the live model | Evidence needed before predicting performance |
|---|---|---|
| Four fan zones | One equivalent fan on the affinity law at an authored operating point | Pressure/flow maps, leakage, effective area and sealing transients |
| Gas inventory and nozzles | Mass inventory with a polytropic tank blow-down: thrust follows the pressure, exhaust velocity the temperature, flow their ratio; regulation selectable | Tank volume, initial pressure and temperature, valve and regulator behaviour, wall heat transfer |
| Nozzle thrust | F = ṁ ve with an effective exhaust velocity lumping (pe − pamb)Ae, both scaled with the tank state | Nozzle geometry, thrust coefficient against pressure ratio and chamber conditions for the full NASA thrust equation |
| Hop and landing | Sprung-mass suspension with preload, damper, bump travel and bump stop; impact speed, landing energy and peak load reported | Unsprung mass and tyre spring, measured spring and damper curves, structural landing criteria |
| Battery | Two-segment OCV(SOC), ohmic R(T), terminal voltage from the power demand, lumped thermal state, voltage and temperature windows | Measured OCV table, impedance versus SOC and temperature, cell thermal network and cooling capacity |
| Rotation and barrel roll | Not modelled | Inertia tensor, nozzle positions and moment arms, control allocation |
| Compressor refill | Constant electrical load at an authored efficiency and isothermal work | Measured compressor power and delivery curve against tank pressure |
A tank volume alone does not determine gas mass or flight duration. With the default compressor inputs a full 250 kg refill costs about 67 kWh, 44% of the pack's nominal energy, and takes more than two hours at 30 kW: refilling is a between-runs matter, not a lap matter, unless the compressor is far larger than the authored value.
Record a reproducible demonstration
Keep the parts record and baseline overlay visible. Show the chosen cell and its provenance line, the road edit, the thrust or fan change, the resulting power, current, SOC, height and gas graphs, and any violated constraint. Inspect the exact connected blocks and finish with the saved model and the Designer link. Record the real Lemonergy interface after the scenario has been reviewed; animation should explain the engineering result.