(-Phil-) wrote:
>> The biggest problem is there simply isn't enough battery production
>> capacity to convert the whole fleet to 100% electric yet.
Mark Abramowitz via EV wrote:
Under today’s technology, it’s worse than that. There are not anywhere near
enough known reserves for the needs being
Under today’s technology, it’s worse than that. There are not anywhere near
enough known reserves for the needs being projected under an “all battery“
scenario.
- Mark
Sent from my Fuel Cell powered iPhone
> On Apr 4, 2021, at 1:08 PM, (-Phil-) via EV wrote:
>
> I keep mentioning it, but
I keep mentioning it, but most people apparently don't get it:
The biggest problem is there simply isn't enough battery production
capacity to convert the whole fleet to 100% electric yet.
It's a classic chicken and egg problem; battery production has a long tail
requiring more mining and
On 4 Apr 2021 at 14:23, Robert Bruninga via EV wrote:
> During my EV eganguelising I am forever correcting people who think a
> hybrid is an EV. It is not. But a plugin hybrid is. We have to
> correct those mistakes wherever they occur.
I've been fighting this battle since the Piius came out
I assume in this sentence you meant "plugin-hybrid":
"The greater the EV range that a hybrid has, the bigger the improvement."
Hybrids don't have "EV ranges" unless 1 gentle mile or so is considered
"range".
During my EV eganguelising I am forever correcting people who think a
hybrid is an EV.
aren't gear heads but
simply want an affordable, reliable car.
Peri
<< Annoyed by leaf blowers ? https://quietcleanseattle.org/ >>
-- Original Message --
From: "Lee Hart via EV"
To: "EVDL Administrator via EV"
Cc: "Lee Hart"
Sent: 04-Apr-21 1
EVDL Administrator via EV wrote:
I'm no engineer, but it seems to me that ICEV efficiency today - despite the
fact that most ICEVs are (IMO) drastically overpowered - is already quite
good for a piston engine, thanks to tight microprocessor control. I wonder
how much more ICEs can be optimized,
On 3 Apr 2021 at 11:20, (-Phil-) via EV wrote:
> However, in the case of Obrist's technology, the benefits of only
> having the generator(s) connected means they can do clever tricks to
> optimize the efficiency that allows it to always run at the most
> optimal speed.
I'm no engineer, but it
I saw data from a study by the California Air Resources Board that indicated
that most were not using EV mode on hybrids very often - most never even
charged it. They bought it to get the rebates.
That being said, a friend at an OEM said that their data showed the opposite.
- Mark
Sent from
Peri Hartman via EV wrote:
The hybrid "evolution" theory doesn't work. I think Toyota's approach
was right, for the time: make a substantially more efficient gas engine.
They did a brilliant job.
But to migrate that to an EV is difficult. First, you still need a
fairly substantial gas
<< Annoyed by leaf blowers ? https://quietcleanseattle.org/ >>
-- Original Message --
From: "Lee Hart via EV"
To: "(-Phil-) via EV"
Cc: "Lee Hart"
Sent: 03-Apr-21 11:53:43 AM
Subject: Re: [EVDL] free piston generators
(-Phil-) via EV wr
I feel it's a shame that Chevy stopped making Volts just when they were getting
good.
The 2nd Gen volts had an EPA rated battery only range of 53 miles. My wife is
the primary driver, and because the majority of her driving is at speeds under
50mph, the GOM typically displays an EV range of
Actually the second generation Volt can operate several different modes: Pure
electric, Series-hybrid, and Parallel-hybrid.
In all modes one or both electric motors can be driving the wheels.
When the gas engine is running it can either be connected to the wheels through
the planetary
(-Phil-) via EV wrote:
The difference is in the Chevy Volt, just like the Prius and other similar
hybrids, they use a power-split device to directly connect the ICE to the
wheels. Obviously this was chosen because unlike the series hybrid, there
are less conversion stages before the power meets
Seems to me that most free piston engines operate as 2-cycle, so they don't
have any moving valves, just ports that are exposed or closed by the moving
piston. However, I suspect you could improve efficiency by using moveable
valves
In the past I've thought about trying to build a closed
The difference is in the Chevy Volt, just like the Prius and other similar
hybrids, they use a power-split device to directly connect the ICE to the
wheels. Obviously this was chosen because unlike the series hybrid, there
are less conversion stages before the power meets the road. However, in
Chevy used to sell a very similar vehicle. I normally have one parked in the
driveway, but my wife drove it to work today.
My PGP public key: https://vanderwal.us/evdl_pgp.key
April 2, 2021 11:25 AM, "(-Phil-) via EV" wrote:
> I worked with this company on an amazing series-hybrid system
I worked with this company on an amazing series-hybrid system that uses a
more conventional engine, but it's performance is amazing:
https://www.obrist.at/powertrain/
https://youtu.be/cuxR5qy4yu4
Their demonstrator is using a Tesla Model 3. Probably the first Tesla to
ever have a gas tank! I
I guess I had seen this before, but I dont see why it cannot be really
built efficientloy and haved a great market in the EV range extending
application:
Could free-piston range extenders broaden the electric-truck horizon?
(greencarreports.com)
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