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All Hybrid cars come in two varieties, and two sub-variations.
All hybrids carry batteries and motors, and all have regenerative braking, which turns the motor into a generator/electric
brake, saving-wear-and tear on brake linings:
- Serial Hybrid: All motive (traction) power is provided by the electric motor, just as with all Fuel Cell
cars and all Electric cars. Electric horsepower (hp) is more powerful than Internal Combustion Engine ("ICE")
hp, because it delivers maximum torque at zero RPM, when a car needs it most, while the ICE delivers maximum power
range at a constant RPM not suitable for stopping and starting from a standing stop. It's a hybrid because it carries
an on-board gas engine-generator which is connected electronically to the batteries, controller and motor. There
is no gearing, no clutch and no mechanical linkage at all. While not as simple as a pure battery electric car,
the serial hybrid can always be converted to a pure EV just by disconnecting the wires from the generator to the
batteries. There is currently no production serial hybrid.
- Parallel Hybrids: Called "parallel" because the electric motor is a partner with the ICE, the motor
can be used to augment the ICE in some very nice ways. Because much of the torque load can be taken over by the
electric motor, the ICE can be the much cleaner Atkinson Cycle (Ford Escape) and can use the Continuously Variable
Transmission (CVT), which is not durable enough in a pure ICE. Parallel hybrids come in strong and weak varieties:
a. Strong Parallel: Like the Toyota Prius or Ford Escape, the strong hybrid can run on the electric motor alone
until the battery needs to be recharged. The motor provides torque boost, and there can be several motors (the
strong parallel hybrid Lexus has a third, power-boost rear wheel motor) that can boost performance and economy
in many ways.
b. Weak Parallel: Like the Honda Insight, the weak hybrid cannot run on battery and motor alone. The engine
needs to run when the car is in motion, but the engine turns off when the car is stopped. The motor is used to
start the car and boost torque as well as enable the CVT. The ICE can be smaller than otherwise would be needed
(without the hybrid motor). Only a small battery is required.
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Here's how the serial hybrid works.
Using a variant of the www.ACPropulsion.com
AC-150, a 200 hp electric AC 3-phase brushless motor -controller- charger, the successor to the EV1, the serial
hybrid uses the ELECTRIC MOTOR for all traction
power.
The conversions from DC to AC 3-phase are done by the CONTROLLER. The only connection from the traction power unit
to the battery is via WIRE. The controller also doubles as part of the charger, simplifying the unit.
When the battery gets low, the 40 HP 25 KW ENGINE-GENERATOR
produces enough power to keep the serial hybrid at 80 mph.
Usually, you would not need the engine to fire up at all; for most trips, you would be running on cheap, off-peak
power that charged the batteries overnight when you plugged the serial hybrid into wall current.
Total cost of this monster, that can go 0 to 60 in 7 seconds, is only $8K (GM's cost to build, my estimate). And,
I have a working model! |