The writer has written BLOGs regarding GM/Chevy problems trying to find customers willing to pay the VERY high price for the VOLT. It appears that GM/Chevy has decided to present the VOLT as on “extended range electric” rather than a HYBRID. The VOLT, full charge, full tank will go 40 miles on electric and 340 miles on ICE. If your local driving is less than 40 miles per day then you don’t have to use the ICE.
THEY JUST MAY HAVE SOMETHING!
Towards this change in direction of presentation they are displaying ads where the VOLT runs on electric primarily and resorts to gasoline only to get to a recharging location. Hence the TV ads make claims like “only fill the gas tank every 7-8 weeks” or “use gasoline for trip and use electric for local day driving”. The rationale with this approach is anxiety about being stranded running out of battery charge is side-stepped and the VOLT can be used in complete confidence. The VOLT carries its own charger and can accept either 120 VAC or 240 VAC.
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VOLT DRIVE TRAIN DESCRIPTION---- the VOLT drive train has three power converting elements:
A) Primary traction motor provides good acceleration for driving at lower speeds, its maximum output of 111 kW setting the maximum output of the whole system.
B) Secondary motor/generator assists the primary motor or works as generator capable of producing 54 kW.
C) ICE of 63 kW power, engaged when the batteries reach the predetermined threshold.
These units are connected via a planetary gear set and electric clutches to provide power output for propulsion in four programmed operating modes:
1) Single motor electric - The primary motor runs solely on battery power, maximum propulsion power is 111 kW.
2) Dual motor electric - At higher vehicle speeds the secondary motor engages over the planetary gear such that it reduces the speed of the primary motor. This facilitates higher efficiency and better mileage for the combined system, without increasing the maximum power.
3) Single motor extended - The battery reaches its minimum charge which triggers the combustion engine. This drives the secondary motor which is now used as a generator, via the charging electronics, to keep the minimum battery charging level. The primary motor can still provide its 111 kW for short acceleration, albeit not sustained.
4) Dual motor extended - The electric motors are used again in dual configuration with increased efficiency at higher speeds. Additionally the gasoline engine contributes propulsion power via the planetary gear. While power is drained from the battery the amount is less than in mode 2 for the same propulsion power, thus extending the range.
The drive train platform permits the VOLT to operate as a pure battery electric vehicle until its battery capacity has been depleted to a defined level, at which time it commences to operate as a series hybrid design where the gasoline engine drives the generator, which keeps the battery at minimum level charge and provides power to the electric motors. The full charge of the battery is replenished only by loading it on the electrical grid.
While in this series mode at higher speeds and loads, (typically above 30 miles per hour (48 km/h) at light to moderate loads) the gasoline engine can engage mechanically to the output from the transmission and assist both electric motors to drive the wheels, in which case the Volt operates as a power-split or series-parallel hybrid. After its all-electric range has been depleted, at speeds between 30 to 70 miles per hour (48 to 110 km/h), the VOLT is programmed to select the most efficient drive mode, which improves performance and boosts high-speed efficiency by 10 to 15 percent.
While operating modes are switched automatically the VOLT allows the driver to choose from three drive modes: normal, sport and mountain. The mountain mode, which is expected to be required only under unusual power demand conditions, increases minimum battery state of charge (SOC) to around 45%, thus maintaining performance on steep and long grades. The driver will hear more engine noise here due to the higher rate of power generation required to maintain this mode. The sport mode causes the engine to rev higher, and the response to the throttle pedal is quicker.
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The rationale with this approach is anxiety about running out of battery charge is side-stepped and the VOLT can be used in complete confidence. Regards the price now being paid for a VOLT. The “asking price” seems no longer to be $41,000. Very few, if any have sold at that price. The writer has seen prices ranging down to $31,000(including the $7500 rebate) or very close to the sell price for a current EV. And the VOLT is “pitched” as direct competition to EVs, BUT providing “range extension” safety.
BUT the problem is still the price and GM/Chevy is trying to get a “super discount” paid for by the government. I hope NOT.
INTERESTING-----
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