Beth...This is a point I should have made more strongly in the article: When you reach the end of your battery charge, the changeover to gasoline is almost seamless. The wheels are still driven by the electric motors, so there's really no difference in the way it feels. When you switch from battery charge to gasoline, the gasoline engine runs a motor-generator that turns the wheels. The only small difference is the sound. It's not quite as quiet when the engine is running. The bottom line is, if you go beyond your remaining battery charge, you don't need to worry about being stranded. The gas engine kicks in.
Thanks for the informative look at what it might be like to drive a Chevy Volt. Just so I understand it correctly, if you have a 30 mile commute, but end up having to run a couple of unexpected errands and you put an extra 10 miles or so on the car, you don't have to worry about being stranded on the road somewhere without an electric charge, right? At that point, the gas engine would automatically kick in?
To busy commuters/family folk who's lives often present the unexpected, it would be a concern and a nuisance to always have to do the math before hopping into the car for the daily routine.
Engineers at Fuel Cell Energy have found a way to take advantage of a side reaction, unique to their carbonate fuel cell that has nothing to do with energy production, as a potential, cost-effective solution to capturing carbon from fossil fuel power plants.
To get to a trillion sensors in the IoT that we all look forward to, there are many challenges to commercialization that still remain, including interoperability, the lack of standards, and the issue of security, to name a few.
This is part one of an article discussing the University of Washington’s nationally ranked FSAE electric car (eCar) and combustible car (cCar). Stay tuned for part two, tomorrow, which will discuss the four unique PCBs used in both the eCar and cCars.
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