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Regarding the 1,000 HP (or 1,001 HP if you like 
), I would translate this to an electrical car as it has more binding to electronics.
. There are quite some different anotations for horsepower if not properly specified, see link.
But assuming the most logical in this scenario (automotive related), we would go for mechanical and to keep it simple in metric, yeah I'm from Europe
(if you insist on using Imperial the conversion coefficient is 745.7).
So the one thousend horsepower is about; 1,000 PS x ~735.5 = 735,500 W equivalent.
So if you have a 1,000 PS electrical motor it has a general estimated peak efficiency of 75% to 90%, then you need to dissipiate around 10 to 25% of the power loss that of which the most is converted into heat.
735,500 W x 25% = 183,875 W or 735,500 x 10% = 73,550 W in heat that needs to be dissipiated, thus somewhere between 73,500 and 184,000 W (not really a realistic scenario compared to a pc).
Most of it will be dissipiated to the air but I can imagine a form of a heat recovery system uses the waste energy to heat some components/systems and thats a typical scheme where the TIM can do it's job. I would not be suprised if the GD900 thermal paste meets some car manufacterers acceptance criteria and it actually is used in that industry as Shrek mentioned.
Above is just an example of how I would see practical use of TIM in this sector on those powerful components and the calculation criteria just based on common sense with the aformentioned numbers from previous posts.
Keep in mind that motors in electric cars may very well be far more efficient as the values I used in my example (these are just averages from the industries).
1 mW would related to a power of app. 1,360 PS, which even for a powerful car is overkill.
Besides the whole smokescreen of very powerfull electrical motors, back on topic;
In the present electrical cars there is quite some powerfull computing going on too, those computing systems need to be cooled also (pretty much comparible to what we do with our pc's), so the idea of TIM in the automotive sector is not far of the truth at all, they can also no do without it imo.
Just the acceptance and rejection criteria for a certain TIM in the automotive sector would have been nice to know, we can really make use of the knowledge those engineers have gathered.
), I would translate this to an electrical car as it has more binding to electronics.Oh yes, I absolutely agree with KLiKzg, but the term horsepower is a bit of a rabbit holeOh, this is for sure - not true...not true at all!
. There are quite some different anotations for horsepower if not properly specified, see link.But assuming the most logical in this scenario (automotive related), we would go for mechanical and to keep it simple in metric, yeah I'm from Europe
(if you insist on using Imperial the conversion coefficient is 745.7).So the one thousend horsepower is about; 1,000 PS x ~735.5 = 735,500 W equivalent.
So if you have a 1,000 PS electrical motor it has a general estimated peak efficiency of 75% to 90%, then you need to dissipiate around 10 to 25% of the power loss that of which the most is converted into heat.
735,500 W x 25% = 183,875 W or 735,500 x 10% = 73,550 W in heat that needs to be dissipiated, thus somewhere between 73,500 and 184,000 W (not really a realistic scenario compared to a pc).
Most of it will be dissipiated to the air but I can imagine a form of a heat recovery system uses the waste energy to heat some components/systems and thats a typical scheme where the TIM can do it's job. I would not be suprised if the GD900 thermal paste meets some car manufacterers acceptance criteria and it actually is used in that industry as Shrek mentioned.
Above is just an example of how I would see practical use of TIM in this sector on those powerful components and the calculation criteria just based on common sense with the aformentioned numbers from previous posts.
Keep in mind that motors in electric cars may very well be far more efficient as the values I used in my example (these are just averages from the industries).
1 mW would related to a power of app. 1,360 PS, which even for a powerful car is overkill.
Besides the whole smokescreen of very powerfull electrical motors, back on topic;
In the present electrical cars there is quite some powerfull computing going on too, those computing systems need to be cooled also (pretty much comparible to what we do with our pc's), so the idea of TIM in the automotive sector is not far of the truth at all, they can also no do without it imo.
Just the acceptance and rejection criteria for a certain TIM in the automotive sector would have been nice to know, we can really make use of the knowledge those engineers have gathered.
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; 1 mW = one mega Watt = 1,000 W
.
). That changes the numbers by a factor 1,000 up.
.
