At last, a company is showing some sense with incorporating their batteries. TESLA seems to be using the batteries to replace the floor structure so it is the battery weight minus the floor weight (picture 16). This location makes sense since it gives a low centre of gravity, it is in an area that is acceptable to be flat and simple, and is air cooled from below with the option of cooling through the structure. (see citroen 2CV chassis and lightweight body concept designed before WW2 and produced in 1948) It can also provides underfloor heating for the cooler countries. Now all the car needs is a light aluminium or composite body strong enough to resist a roll etc. Next step is the bulkheads to be made into batteries. Eventually body panels would be the batteries. Replace your old batteries and upgrade the car design, colour and possibly battery design at the same time. I thought this was common sense over a decade ago so it is good to see it beginning to become reality. May the technology evolve. Exciting - isn't it?
WOW! So, y'all mean that when the CHEVY VOLT grows to the physical size of a 1959 CADILLAC SEDAN de VILLE BROUGHAM, we'll have enuf energy storage that we'll be able to go to the local grocery store & back w/ the A/C & radio turned on, on a single charge? I can't wait!!!!! In the mean time, I'll stick w/ my trusty, ALWAYS reliable, TOYOTA, which consistently gets 35 mpg, and I can park in my garage!!!!
o 52 mph - 2003 Prius with +90k miles (total approaching 150k)
o 52 mph - 2010 Prius with +26k miles
The trick is to maximize EV or coast in free-wheel operation until the engine reaches an efficient, thermodynamic temperature range. Then drive the Prius as you would any other car.
Traction batteries have their use but it is best applied to provide power until the engine reaches peak, thermodynamic efficiency . . . and then give the engine a break when it can't be efficient. Meet me at the gas pump if you have a different point of view. <grins>
I'd like to save money. I get 24 MPG in my vans and run them to around 240,000 miles. I would have to have them for longer trips even if I owned an EV. The way I look at it, the $40,000 for an EV would buy a lot of gas. Factor in the extra insurance and plates and you could have bought even more gas. A hybrid would be better if it had the needed cargo room. I could get by with one vehicle. Sadly, 240,000 miles comes out to a lot of batteries. Even recharging it for free, It would be hard to come out money ahead. This is not to say that there won't be some fantistic discovery in the world of batteries down the road. Look how far LEDs have come from indicator lights to lighting warehouses. Or maybe it will be a super capacitor or solar panels to power the electrolisis that will harvest hydrogen from water so we will have hydrogen for fuel cells.
We don't understand our taxing situations in Indiana either. Where did wheel tax come from? As if the plates didn't cost enough already. And if you put up a tent for an event in Elkhart, you pay tent tax. From my lips to God's ears.
I'm not down on EVs, I've built two but not for long trips. Regards, Pete O.
In running into fixed objects, I think you're right. Mass alone doesn't help. But in collisions with other vehicles, conservation of momentum favors the heavier vehicle, simply on the relative delta-velocities experienced by the two. If you end up in the middle of the crumple zone, it won't help you, but mass does have a beneficial effect independent of stuctural design. Extreme example: a one inch rock and a ping pong ball collide. Both objects may survive with minimal damage, but I'd rather my brain experience the accelerations of the rock than those of the ping pong ball.
Now about your other comment about why unsubsidized EV's don't sell? I agree with you there. Liquid transportation fuels provide energy density and 're-charging' convenience thus far unmatched by plug-only EV's.
Sorry I didn't buy an EV to save the planet. I bought an EV because I wanted an electric car and to save money. After 8,000 miles on the LEAF I am saving $0.20/mile in gas cost ($4.07 gas 17mpg and $0.14 KWHr @ 3.5mi/KWHr) so after 9 months I have $1,600 offset cost. If the battery goes 80K miles that's $16,000 for a new battery, if 160K miles it's a free car!
As for insurance the cost for the LEAF is the lowest for the 4 vehicles I pay insurance for. What else can I say?
So what's so bad about electricity? It can be made from many energy sources including coal, natural gas, hydro, and wind but my preference is to use nuclear based electric generation to power the planet and if you insist, you can use petrol to generate electricity at higher cost.
Instead of recycling or disposing the used LEAF battery (20KWHr remaining capacity), it can be charged by PV panels to store the electricity. I don't understand your taxing situations. There are many ways to tax EVs and I'm sure there will be additional ones soon.
Well PETE you need to let yorself be heard! Write your CONGERESSMEN! Let them know you dont want to pay for SUN especially when you can turn the power it creates off so easy; and ask them to JUSTIFY your rain tax?
FACTS: well run nuecler Fissionplants ARE (today) the greenest and lowest KWH cost generation @ about 1.5 cents, coal @ 3.0 cents /KWH, natural gas @5.4 cents/KWH, and oil @ 6.1 cents /KWH. Other Nano based nuecler FUSION derivites are NOW IN THE WORKS all yeild a CLEAN (NO ATOMIC radiation hazzards or polution product) 1 KWH @ 0.1 cents! This and other methodology is under investigation presently for automotive use.
TOP I do believe you need to reevaluate your position. My point in PAST replysIS, WE DON'T EVEN NEED a HV distribution GRID system IF we use NEW GENERATION methodes and forget the Grid!
Your statement 3&4 is ONLY true at this TIME, for WHERE/& TO WHOM, YOU PAID the BILL. It may go up, OR it may go away!
ONE SHOULD REALIZETHIS IS A TEST AND DESIGN PERIOD BEING DONE ON YOUR MONEY !!! I am sure DN readers aplaud you as I do for your early adoption efforts which we should all support if we ever want to use the improved technology and have the fical means to do so.
As a footnote I have 25 years of test information to tell you what I am eluding to is not only possible but EXTREEMLY afordable. Some firms ARE working to bring this to market cautiously here AND internationally.
For industrial control applications, or even a simple assembly line, that machine can go almost 24/7 without a break. But what happens when the task is a little more complex? That’s where the “smart” machine would come in. The smart machine is one that has some simple (or complex in some cases) processing capability to be able to adapt to changing conditions. Such machines are suited for a host of applications, including automotive, aerospace, defense, medical, computers and electronics, telecommunications, consumer goods, and so on. This discussion will examine what’s possible with smart machines, and what tradeoffs need to be made to implement such a solution.