[ausev] Series hybrids

Tue Dec 4 14:20:52 GMT 2007

It's not quite as simple as series and parallel, because the power train  
structure and computer control programming enter into the discussion. 
For a great overview of Hybrid Vehicle Drivetrain, go to Wikipedia, the  free 
encyclopedia (redirected from Series Hybrid). 

Our ''04 Honda Civic Hybrid is another example of a power  assist hybrid. The 
programming does not allow electric only driving, but  with the CVT 
(continuously Variable Transmission) the computer controls the  speed of the gas 
engine, the ratio of the transmission and amount of electric  motor boost. Ours 1.4 
liter gas engine runs at 3000 rpm most of the  time, at highest efficient 
speed providing 44 mpg. When climbing hills in  cruise control on, the electric 
drive starts to help hold the speed of 73.5 and  then the rpm goes up providing 
more gas engine power, transmission is changing  ratio to hold the speed. On 
Montana mountains on I 90,  steep  incline it still holds 73.5 mph but rpm goes 
up to 4500 while we pass the  trucks etc. going over the hill. Going down the 
other side the automatic  regenerative braking charges the large batteries 
getting ready for next hill. 

ps, we get 36 mpg in town usually, and over 40 mpg on most  highway driving 
not in mountains.

The components of gas engine, electric motor, transmission, and computer  
programming determine the performance and the mileage at any given moment. 

Chuck S. 

In a message dated 12/3/2007 9:09:43 P.M. Central Standard Time,  
jpenry at texrocks.com writes:

The  series Hybrid would be more efficient, from the documentation I have  
found.
Using fuel to generate electricity is more efficient than an ICE  engine.
Parallel only uses the electric up to 30 or so mph, then the gas  engine 
takes over, so they are only using the electric for the power in  lower 
speeds, and letting the ICE take over when only 60 or 70 hp are  needed.

I believe a series hybrid would get much more mpg than a  parallel.  Think 
locomotives.

----- Original Message -----  
From: "Carey King" <careyking1 at gmail.com>
To: "AustinEV News  Announcements and General Discussion" 
<ausev at austinev.org>
Sent:  Monday, December 03, 2007 8:49 PM
Subject: Re: [ausev] Series  hybrids

> Does anyone have a basic Pro and Con  description/comparison of parallel
> versus series  hybrids?
>
> I kind of thought myself that the reason Chevy Volt  is going for the
> series is that Toyota must hold most of the patents  on the parallel
> versions, not that the series is inherently any  better. But I really
> don't know of the advantages and disadvantages of  each.
>
> carey
>
> John Penry at Texrocks  wrote:
>> Somehow, GM thinks that they can produce a series hybrid in  the Volt. 
>> Maybe
>> the Volt is what the software  industry calls "Vaporware"????  So far, the
>> youtube videos  show it to be smoke and mirrors.
>>
>> I have run across  many stories of people who have created "home made" 
>>  series
>> hybrids -- such as the one about using a turbine engine to  power a 
>> Hummer,
>> and getting 60 to 80  mpg.
>>
>> With a 72 mile round trip daily, and no way to  charge up, it looks like I
>> may have to keep my 31 mpg  Honda.
>>
>> If someone can build a series hybrid, I would  buy it.  i think they would
>> easily get 60 to 80 mpg, and  could even be powered by renewable fuels.
>>
>> John in  Seguin
>>
>>
>> ----- Original Message -----  
>> From: "Christopher Robison" <chris at ohmbre.org>
>>  To: <ausev at austinev.org>
>> Sent: Monday, December 03, 2007  5:54 PM
>> Subject: Re: [ausev] Series  hybrids
>>
>>
>>
>>> On Mon, 2007-12-03  at 17:26 -0600, John Penry at Texrocks  wrote:
>>>
>>>> Thanks for the information.  I  have a 36 mile trip each way to work, 
>>>>  and
>>>> no
>>>> way to plug in while at  work.
>>>> I was thinking that creating a series hybrid similar  to the GM Volt,
>>>> would
>>>> be easier to do  using a pickup, and I had thought that the engine
>>>>  compartment could be used to place a motor from a motorcycle,  
>>>> snowmobile,
>>>> or
>>>>  small diesel.  After going by and taking a look at the Ford Rangers  on
>>>> display this weekend, I'm beginning to wonder where all  that electronic
>>>> stuff is going to  go.
>>>>
>>>> I have read the work on the AC  Propulsion Long Ranger, and thought that
>>>>  it
>>>> could go under the hood, and the batteries - only  needing a 40 mile 
>>>> range
>>>> there would  be a savings in weight and space required for the 
>>>>  batteries,
>>>> and
>>>> that could be used for  the generator.  Maybe I'll have to wait for some
>>>>  of
>>>> the electronics to get  miniaturized.
>>>>
>>> The electronics are not  really your problem. Based on lead-acid, a
>>> typical conversion  filled with batteries with no space for a generator,
>>> usually  gets about 35-40 miles.
>>>
>>> Using lithium (at 10  times the price for the same energy capacity)
>>> reduces required  volume for the same energy by at least half, and weight
>>> by a  factor of 4 or more. This would allow room for the generator,  but
>>> probably not one large enough to allow arbitrary range  (just guessing
>>> here) if you're limited to options available  off the shelf today.
>>>
>>> The only way to do this  in a small/light enough package is with a small
>>> engine running  at very high RPMs (as the Long Ranger did) and a
>>> generator  head capable of generating the appropriate voltage at that
>>>  speed. As I understand ACP used their (very expensive) AC150 motor  for
>>> that purpose. I have no idea what the Long Ranger sounded  like, but I'm
>>> going to bet that it screamed, and would not  last long in normal use.
>>> High power density in a generator is  a pretty tough nut to crack. That
>>> Ossa manages it with diesel  in under 600 pounds is pretty impressive in
>>> my opinion, but  that's still over 15 cubic  feet.
>>>
>>>
>>>
>>> --  
>>> Christopher Robison
>>>  chris at ohmbre.org
>>> http://ohmbre.org         <-- 1999 Isuzu Hombre + Z2K +  Warp13!
>>>
>>>  _______________________________________________
>>> AusEV mailing  list
>>> AusEV at austinev.org
>>>  http://www.austinev.org/mailman/listinfo/ausev
>>>
>>>
>>>
>>
>>
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>>
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Chuck Simms

Director, North Austin M.U.District  #1
e-mail: charlesvsi at aol.com
Phone: 512-331-9630
Cell:  505-331-1237

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