Quote:
Originally Posted by bwilson4web
For the record, I think the Volt is an excellent engineering approach regardless of battery chemistry. From what I can tell from my Prius energy studies is all we really need is enough battery energy to reach the maximum speed and an ICE sized to handle the average, sustained load. The tricky battery part is it has to have a rapid charge and discharge capability, not so much total energy as much as the ability to dump and load at least 75kW. That is achieved by large but thin battery areas. From what I can tell from the press release "specs," the GM Volt will work out very nicely no matter what battery system is used.
Actually, I'm kinda hoping that GM will come out with a Volt-II having a turbo-diesel . . . like the original GM concept car. That would be one sweet ride.
Bob Wilson
ps. So Martin, when are you getting a two-mode vehicle? <grins>
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Bob,
You're right about the battery chemistry thing. The industry has already proven that NiMH can do hybrids well and can also do plug-ins. But to your point, it comes down to how much energy can be stored to achieve maximum EV range. You can do it with a heavy load of NiMH batteries (extra mass, compromised physical storage / passenger compartment) or you can focus on using lighter, thinner, more energy dense batteries, in this case Li-Ion.
The issue that has to be managed with Li-Ion is dealing with the heat generated from the chemical reaction. That's what has Toyota backing off for now.
Peace,
Martin
I am NOT the official voice of GM with respect to Hybrid issues
I am NOT the official voice of GM with respect to Hybrid issues
I am NOT the official voice of GM with respect to Hybrid issues