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Ya know, I read that this morning from GM-Volt.com. I preferred the version without all the editorializing.
Tesla CEO Critical of the Chevy Volt | GM-VOLT : Chevy Volt Electric Car Site
kent beuchert Says:
April 6th, 2009 at 9:43 am
What isn’t yet clear is how the Volt will behave when the battery is depleted and the gasoline engine kicks on to provide more juice. In this so-called range-extending mode, the electric motor will be limited to the power provided by the 1.4-liter four-cylinder engine under the hood. The gas engine is never used to charge the battery; the engine turns a generator that directly feeds power to the electric motor. If the engine is revving at 2000 rpm and making 25 hp, the electric motor will only be able to make 25 hp. If more power is needed, the gasoline engine could conceivably run at its power peak at a very high rpm. Taking the point further, if the gas engine is only rated for 100 hp (our estimate of its power output), the 149-hp electric motor will only be able to make 100 hp. The upshot: the Volt will be quicker running on battery power than it will be when the gas engine is providing the electricity.
Unable to try the gas-fired solution for ourselves, we asked Posawatz how the experience will change when the battery is discharged and the gas engine kicks on. “The work being done by the development guys as we speak is to create a gentle feathering of engine rpm,” he said. “So you don’t even notice that the engine kicks in. And to try to operate at the right points and to transition the rpm points depending on the load you’re getting—to behave like someone would want it to behave. You may get into a position under an extreme grade or hill climb, where the engine rpm will be pretty loud—running pretty hard. At a certain point in time that rpm will be relatively unpleasant. This is the challenge of different road loads: how can we keep the NVH reasonable for a customer?”
That just doesn't sound believable. I have to assume they're mistaken. That certainly isn't the original concept released and just doesn't seem to make sense...why run the ICE like that where it's RPM bounces around depending upon load and thus rarely in it's most efficient range.The gas engine is never used to charge the battery; the engine turns a generator that directly feeds power to the electric motor. If the engine is revving at 2000 rpm and making 25 hp, the electric motor will only be able to make 25 hp. If more power is needed, the gasoline engine could conceivably run at its power peak at a very high rpm. Taking the point further, if the gas engine is only rated for 100 hp (our estimate of its power output), the 149-hp electric motor will only be able to make 100 hp. The upshot: the Volt will be quicker running on battery power than it will be when the gas engine is providing the electricity.
If you started on a drive from SF to Tahoe and flipped the "try to keep my battery at least 80% full" switch as you left, then the ICE would come on sooner, and you would start uphill past Sacramento with plenty of charge to 'make the grade' uphill without problem. The possible problem (as I see it) is the weak ICE coupled to a strategy of "drain the pack first" with no option to override.
Another option would be to have it GPS/Nav coupled and it calculates what you need based on the destination you programmed in at the start of your trip.
...under a "limited set of circumstances," on a handful of known grades in the country, vehicle performance "may be degraded" under sustained heavy loads when the engine providing electric power to drive the car. The Mountain Mode option helps compensate for this in some circumstances. While drivers may not be used to planning ahead, future navigation systems might suggest that the special mode be triggered if it knew that a preset route included a long uphill stretch.