From what I understand the Volt cannot do a maximum speed over 65 mph
unless it is using batteries. So once the batteries are toast, knock it
down to 45 or 50.
Second farce with the Volt, and long term owners will find out is that
the batteries should be viewed as consumables. In three years if they
perform to 15% of their stated "new" capabilties you might be doing good.
Someone mentioned the other day the gas engine will not charge the
batteries. Ooops. Taht makes it unsafe on the freeway.
I would rather be a paid up Conservative nut job than a Liberal with no
nuts, no job in debt and living off of other people like a leach.
The volt is not an electric vehicle.
There are a number of hybrid variations.
Hybrids can be parallel or serial.
Parallel then both engines can operate directly on the wheels.
Serial only uses the electrical engine on the wheels but has an engine
to create electricity.
Then you have plug in variations of both and then you can load the
batteries from the outside.
True electrics do not have a second engine.
There are advantages of both types depending on your needs.
A true electric can be built to be completely different than
Hybrids have a lot of drawbacks from old technologies but as an
interim solution they can have their benefits.
The old car companies do not want to build true electrics because they
are cheaper to build, lasts longer and are easier to maintain.
Unfortunately the production capacities of true electrics are very
very limited and it may take a long long time before they become
common and useful.
The technology is ready but the production is not.
Another issue is that old car companies do not have the technology
needed, they need a new set of skilled labor.
The maintenance people for old cars do not have the skilles needed
either to work on true electrics.
They may not even have the skills needed for the hybrids either.
Kind of, it is speculated that the Volt will switch from charge depleting to
charge sustaining mode at some certain percent state of charge. Ideally
what this means is that if you are cruising flat and level on the interstate
using 15kW the engine will be producing about 15kW+ whatever is required to
overcome the generator losses. As you climb hills the battery discharges
some and as you descend hills it recharges some but overall its SOC remains
If it were truely able to charge the battery pack ala: 1. run on battery
till depletion, 2. run engine and recharge battery to full while driving,
repeat. imagine what would happen if you got home or to your destination
just as the engine was completing a recharge cycle, there would be no "room"
left for any cheaper grid power charging plus the fact that on say an 800
mile drive you would have about 10 full cycles of the battery instead of 1
full cycle plus the minor variations while driving. Also imagine how much
the engine would cool off during each 40 mile off cycle, It would have to
partially warm back up at the start of each recharge cycle thus not only
would the battery be under heavier cycle load but the engine would be
subjected to more thermal cycling as well.
The true cost VS Prius would have to be higher. For the Prius
series/parallel design using the PSD and 2 motor/generators MG1 is about
1/5th the power rating of MG2. If you look up how the PSD works you will
see that this is because most of the engine torque goes directly to the
wheels via the mechanical route (the parallel part) while some goes to the
wheels via the electrical route (MG1-inverter-MG2, the series route)
With a design like the volt the electrical (series) route is the only path
for engine power hence both the generator and motor have to be bigger. The
generator has to be sized to match the full engine output and the motor has
to be sized for the full acceleration requirements of the vehicle.
This is even before you consider the size difference of the HV battery.
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