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<DIV>Sorry, here is the web link , <A
href="http://en.wikipedia.org/wiki/Series_hybrid#Series_hybrid">http://en.wikipedia.org/wiki/Series_hybrid#Series_hybrid</A>
. </DIV>
<DIV>Chuck S. </DIV>
<DIV> </DIV>
<DIV>In a message dated 12/4/2007 9:23:55 A.M. Central Standard Time,
careyking1@gmail.com writes:</DIV>
<BLOCKQUOTE
style="PADDING-LEFT: 5px; MARGIN-LEFT: 5px; BORDER-LEFT: blue 2px solid"><FONT
style="BACKGROUND-COLOR: transparent" face=Arial color=#000000 size=2>Thanks
for all comments on series vs. parallel hybrids.<BR><BR>In terms of the
discussion not being simple - what I am particularly <BR>interested in is a
complex discussion in some kind of journal paper or <BR>something
similar. Being more energy efficient (due to a motor running <BR>at
constant speed) for a series hybrid but having to figure a way not to <BR>have
a trailer carrying the generator quite a design tradeoff and the <BR>basics of
the argument. Not having to size a generator as precisely to <BR>limit power
demand for a parallel hybrid is an advantage that might <BR>outweigh higher
efficiency. It would be interesting to see how each <BR>design concept
has become more feasible over time and what the limiting <BR>design factors
are going forward. The fact that parallel hybrids <BR>already exist on
the road in a mass manufacturing sense can't be because <BR>they have no
advantages.<BR><BR>Carey<BR><BR>Charlesvsi@aol.com wrote:<BR>> It's not
quite as simple as series and parallel, because the power <BR>> train
structure and computer control programming enter into the <BR>>
discussion.<BR>> For a great overview of Hybrid Vehicle Drivetrain, go to
Wikipedia, <BR>> the free encyclopedia (redirected from Series
Hybrid).<BR>> <BR>> Our ''04 Honda Civic Hybrid is another example
of a power <BR>> assist hybrid. The programming does not allow electric
only driving, <BR>> but with the CVT (continuously Variable Transmission)
the computer <BR>> controls the speed of the gas engine, the ratio of the
transmission <BR>> and amount of electric motor boost. Ours 1.4 liter gas
engine runs at <BR>> 3000 rpm most of the time, at highest efficient speed
providing 44 <BR>> mpg. When climbing hills in cruise control on, the
electric drive <BR>> starts to help hold the speed of 73.5 and then the rpm
goes up <BR>> providing more gas engine power, transmission is changing
ratio to <BR>> hold the speed. On Montana mountains on I 90, steep
incline it still <BR>> holds 73.5 mph but rpm goes up to 4500 while we pass
the trucks etc. <BR>> going over the hill. Going down the other side the
automatic <BR>> regenerative braking charges the large batteries getting
ready for <BR>> next hill.<BR>> <BR>> ps, we get 36 mpg in town
usually, and over 40 mpg on most highway <BR>> driving not in
mountains.<BR>> <BR>> The components of gas engine, electric
motor, transmission, and <BR>> computer programming determine the
performance and the mileage at any <BR>> given moment.<BR>>
<BR>> Chuck S.<BR>> <BR>> In a message dated 12/3/2007 9:09:43
P.M. Central Standard Time, <BR>> jpenry@texrocks.com
writes:<BR>><BR>> The series Hybrid would be more
efficient, from the documentation<BR>> I
have<BR>> found.<BR>> Using fuel
to generate electricity is more efficient than an ICE<BR>>
engine.<BR>> Parallel only uses the
electric up to 30 or so mph, then the gas<BR>>
engine<BR>> takes over, so they are only using the
electric for the power in<BR>> lower<BR>>
speeds, and letting the ICE take over when only 60 or 70 hp
are<BR>> needed.<BR>><BR>> I
believe a series hybrid would get much more mpg than a<BR>>
parallel. Think<BR>>
locomotives.<BR>><BR>><BR>> ----- Original Message
-----<BR>> From: "Carey King"
<careyking1@gmail.com><BR>> To: "AustinEV News
Announcements and General Discussion"<BR>>
<ausev@austinev.org><BR>> Sent: Monday, December
03, 2007 8:49 PM<BR>> Subject: Re: [ausev] Series
hybrids<BR>><BR>><BR>> > Does anyone have a
basic Pro and Con description/comparison of<BR>>
parallel<BR>> > versus series hybrids?<BR>>
><BR>> > I kind of thought myself
that the reason Chevy Volt is going for the<BR>> >
series is that Toyota must hold most of the patents on the
parallel<BR>> > versions, not that the series is
inherently any better. But I really<BR>> > don't know
of the advantages and disadvantages of each.<BR>>
><BR>> > carey<BR>>
><BR>> > John Penry at Texrocks
wrote:<BR>> >> Somehow, GM thinks that they can
produce a series hybrid in the<BR>> Volt.<BR>>
>> Maybe<BR>> >> the Volt is
what the software industry calls "Vaporware"???? <BR>>
So far, the<BR>> >> youtube videos show it to be
smoke and mirrors.<BR>> >><BR>>
>> I have run across many stories of people who have
created "home<BR>> made"<BR>>
>> series<BR>> >> hybrids -- such as the one
about using a turbine engine to power a<BR>> >>
Hummer,<BR>> >> and getting 60 to 80
mpg.<BR>> >><BR>> >>
With a 72 mile round trip daily, and no way to charge up, it<BR>>
looks like I<BR>> >> may have to keep
my 31 mpg Honda.<BR>> >><BR>>
>> If someone can build a series hybrid, I would buy
it. i think<BR>> they would<BR>>
>> easily get 60 to 80 mpg, and could even be powered by
renewable<BR>> fuels.<BR>>
>><BR>> >> John in Seguin<BR>>
>><BR>> >><BR>>
>> ----- Original Message -----<BR>>
>> From: "Christopher Robison" <chris@ohmbre.org><BR>>
>> To: <ausev@austinev.org><BR>>
>> Sent: Monday, December 03, 2007 5:54 PM<BR>>
>> Subject: Re: [ausev] Series hybrids<BR>>
>><BR>> >><BR>>
>><BR>> >>> On Mon,
2007-12-03 at 17:26 -0600, John Penry at Texrocks wrote:<BR>>
>>><BR>> >>>> Thanks
for the information. I have a 36 mile trip each way<BR>>
to work,<BR>> >>>>
and<BR>> >>>> no<BR>>
>>>> way to plug in while at work.<BR>>
>>>> I was thinking that creating a series hybrid similar to
the<BR>> GM Volt,<BR>>
>>>> would<BR>> >>>> be easier
to do using a pickup, and I had thought that the engine<BR>>
>>>> compartment could be used to place a motor from
a motorcycle,<BR>> >>>>
snowmobile,<BR>> >>>> or<BR>>
>>>> small diesel. After going by and taking a
look at the Ford<BR>> Rangers on<BR>>
>>>> display this weekend, I'm beginning to wonder
where all that<BR>> electronic<BR>>
>>>> stuff is going to go.<BR>>
>>>><BR>> >>>> I have read the
work on the AC Propulsion Long Ranger, and<BR>> thought
that<BR>> >>>> it<BR>>
>>>> could go under the hood, and the batteries - only needing
a<BR>> 40 mile<BR>>
>>>> range<BR>> >>>> there would
be a savings in weight and space required for the<BR>>
>>>> batteries,<BR>> >>>>
and<BR>> >>>> that could be used for the
generator. Maybe I'll have to<BR>> wait for
some<BR>> >>>> of<BR>>
>>>> the electronics to get miniaturized.<BR>>
>>>><BR>> >>> The
electronics are not really your problem. Based on lead-acid, a<BR>>
>>> typical conversion filled with batteries with no
space for a<BR>> generator,<BR>>
>>> usually gets about 35-40 miles.<BR>>
>>><BR>> >>> Using lithium (at 10
times the price for the same energy capacity)<BR>>
>>> reduces required volume for the same energy by at least
half,<BR>> and weight<BR>>
>>> by a factor of 4 or more. This would allow room for
the<BR>> generator, but<BR>>
>>> probably not one large enough to allow arbitrary range
(just<BR>> guessing<BR>>
>>> here) if you're limited to options available off the shelf
today.<BR>> >>><BR>>
>>> The only way to do this in a small/light enough package
is<BR>> with a small<BR>>
>>> engine running at very high RPMs (as the Long Ranger did) and
a<BR>> >>> generator head capable of generating
the appropriate voltage<BR>> at that<BR>>
>>> speed. As I understand ACP used their (very
expensive) AC150<BR>> motor for<BR>>
>>> that purpose. I have no idea what the Long Ranger
sounded<BR>> like, but I'm<BR>>
>>> going to bet that it screamed, and would not last long
in<BR>> normal use.<BR>>
>>> High power density in a generator is a pretty tough nut
to<BR>> crack. That<BR>>
>>> Ossa manages it with diesel in under 600 pounds is
pretty<BR>> impressive in<BR>>
>>> my opinion, but that's still over 15 cubic feet.<BR>>
>>><BR>>
>>><BR>> >>><BR>>
>>> --<BR>> >>>
Christopher Robison<BR>> >>>
chris@ohmbre.org<BR>> >>>
http://ohmbre.org <-- 1999 Isuzu Hombre +
Z2K + Warp13!<BR>> >>><BR>>
>>>
_______________________________________________<BR>>
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AusEV@austinev.org<BR>> >>>
http://www.austinev.org/mailman/listinfo/ausev<BR>>
>>><BR>> >>><BR>>
>>><BR>> >><BR>>
>><BR>> >>
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/Chuck Simms/<BR>> Director, North Austin M.U.District #1<BR>> e-mail:
charlesvsi@aol.com<BR>> Phone: 512-331-9630<BR>> Cell:
505-331-1237<BR>><BR>><BR>><BR>>
------------------------------------------------------------------------<BR>>
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<DIV></DIV></DIV>
<DIV> </DIV>
<DIV><FONT lang=0 face="Monotype Corsiva" size=5 FAMILY="SCRIPT"
PTSIZE="18"><I>Chuck Simms</FONT><FONT lang=0 face=Arial color=#000000 size=2
FAMILY="SANSSERIF" PTSIZE="10"></I><BR>Director, North Austin M.U.District
#1<BR>e-mail: charlesvsi@aol.com<BR>Phone: 512-331-9630<BR>Cell:
505-331-1237</FONT></DIV></FONT></BODY></HTML>