The future of combustion

Despite the optimism over the electrification of the automobile, I predict that we will be using the internal combustion engine (ICE) in some form or another for many more years. For one, not everyone will be able to afford a pure EV or even a PHEV, and others may find that their needs simply do not match what the EV/PHEV market has to offer. However, for those who equally accept the ICE and the PHEV, this is actually a rather exciting time because the unique environment of the PHEV gives the ICE a chance to shine like it has never before.

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Taking the Toys to Task

Toyota has been on a bit of a PR binge lately, in which they have been taking some shots at GM and the hype surrounding the E-Flex/Volt development. Specifically, one of their hacks in Japan put together an internal presentation where it was claimed that the parallel plug-in hybrid approach was inherently superior to the series configuration. After that presentation was leaked, it caused a bit of a stir in the blogosphere, causing one of Toy’s North American execs the pen the following article as a clarification.

Irv reiterates the Toyota standpoint with the following assertions:

-Lithium ion technology is nowhere near ready for automotive use yet
-GM’s claims of 40 miles on one charge are totally unrealistic
-The series hybrid wastes energy by hauling around a heavy engine that doesn’t directly power the car.
-The parallel plug-in Prius is a super design because it uses a much lighter battery pack and can use the ICE for propulsion, not just electricity.

Now, I work in the sciences, so I always appreciate intelligent skepticism. But Mr.Miller made some sweeping and rather uneducated comments.

UPDATE: Martin Eberhard full of halibut, part 2

I wrote an earlier post concerning Martin Eberhard’s critique of series hybrids, in particular the lifespan of the Chevy Volt’s battery pack. In that post, I noted that Martin incorrectly assumes that all lithium ion cells are made equal, and also incorrectly assumes that a 40 mile range correlates to 100% depth of discharge of the pack, and thus a full (and brutal) charge/recharge cycle.

GM-Volt.com confirmed recently that the 40 mile range can be achieved with only 8 kWh of the pack’s available 16kWh, and that to maximize lifespan, the generator will kick at this point of 50% charge, and stop at 80% charge. This optimized charging cycle, combined with the innate durability of lithium-iron-phosphate chemistry, will help the battery pack last for years.

Some caveats though:

Automotive X Prize entrants announced

After almost 2 years of speculation and deliberation, the Automotive X-Prize (AXP) announced its list of registered teams, which ranges from upstart unknowns based out of garages, all the way up to established companies.

I was a big fan of the original X-Prize, but this new incarnation has some conceptual flaws.

Running the numbers on battery specs

I’ve been doing some research lately on the different battery technologies that are being formulated for EV use – all proven lithium ion chemistries and cell formulations. If you have a modicum of understanding about math, electricity and engineering, you might find what I found out rather interesting, because there’s stuff out there that isn’t well explained – or well publicized.

Enjoy.

The Volt, batteries, and hype – an analysis

A couple months ago, GM announced its battery contracts for the Chevy Volt. Since then, there’s been a fair bit of buzz over exactly how -and when- those contracts are going to bear their electrified fruit. Some of that blog commentary has come from people within the EV industry itself – notably Martin Eberhard of Tesla Motors. In his rather scathing blog entry, Martin disparages the series hybrid concept as being flawed.

I have to disagree.