Series hybrid

A series hybrid uses an electric motor(s), which is powered by a single-speed internal combustion engine. While operating at its most efficient single speed, the combustion engine drives an electric generator instead of directly driving the wheels. This engine can do any combination of the following: charge a battery, charge a capacitor, directly power the electric motor. When large amounts of power and torque are required, the electric motor can draw electricity from a combination of batteries, capacitors, and the generator. A series hybrid does not require batteries in its design as a capacitor can act as a storage device.

There are three main options for series hybrid electric motors: Permanent Magnet, 3-Phase AC Induction, Multi-Phase AC Induction. Permament Magnet motors, like those found in the Prius, degrade in performance at higher temperatures and require a cooling system in the design. They allow for regenerative braking, and this comes with a safety trade off as any time there is motion by the magnets, they produce voltage. Permanent magnets also require rare earth which are expensive and difficult to source.

In contrast, 3-Phase AC Induction motors can be air cooled and therefore have better stamina, but have less power density which means that the weight saved from removing the cooling system is replaced with heavier and more complex gearing for the drivetrain. This more complex transmission gearing is also needed to compensate for the fact that a standard 3-Phase AC Induction motor can be either low-speed high-torque (like a standard vehicles starter) or a high-speed low-torque (like a standrd vehicles alternator) but not both.

A Multi-Phase AC Induction motor (called a Chorus Motor) co-opts the harmonics that limit motor performance, which means a that it can smoothly change from behaving like a high-torque low-speed motor to behaving like a low-torque high-speed motor, without the need for efficiency robbing physical gearing that would be required to compensate for a 3-Phase AC Induction motors lower power density. The January 2009 issue of Motor Trend magazine discusses this third choice and its use in planes and vehicles. Furthermore, by co-opting the harmonics that limit standard motor performance, greater torque can be generated by this motor; up to 10 times the torque of a standard motor. This extra torque can be generated for short 'burst' or 'startup' torque requirements, which means that the Chorus Motor used in a series hybrid can both be smaller and be sized for its 'average' torque requirements while still providing the acceleration torque needed for occasional circumstances like joining a highway from a dead stop. This motor is presently only being used in WheelTug and its use turns an airplane into a series hybrid with a turbine in the APU generating the electricity needed to power the Chorus Motor in the WheelTug

BYD Auto's F3DM sedan is the world's first mass-produced plug-in hybrid, which went on sale in China on December 15, 2008. It costs the equivalent of USD $16,062 and has an all-electric range of 68.4 miles. The F3DM is set to debut in North America and Europe in 2011. Meanwhile, GM hopes to introduce the Chevy Volt by 2011, aiming for an all-electric range of 40 miles and a price tag of around $40,000.

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Hybrid fuel (dual mode)

In addition to vehicles that use two or more different devices for propulsion, some also consider vehicles that use distinct energy sources or input types ("fuels") using the same engine to be hybrids, although to avoid confusion with hybrids as described above and to use correctly the terms, these are perhaps more correctly described as dual mode vehicles:

* Some electric trolleybuses can switch between an on board diesel engine and overhead electrical power depending on conditions (see dual mode bus). In principle, this could be combined with a battery subsystem to create a true plug-in hybrid trolleybus, although as of 2006[update], no such design seems to have been announced.
* Flexible-fuel vehicles can use a mixture of input fuels mixed in one tank — typically gasoline and ethanol, or methanol, or biobutanol.
* Bi-fuel vehicle:Liquified petroleum gas and natural gas are very different from petroleum or diesel and cannot be used in the same tanks, so it would be impossible to build an (LPG or NG) flexible fuel system. Instead vehicles are built with two, parallel, fuel systems feeding one engine. While the duplicated tanks cost space in some applications, the increased range and flexibility where (LPG or NG) infrastructure is incomplete may be a significant incentive to purchase.
* Some vehicles have been modified to use another fuel source if it is available, such as cars modified to run on autogas (LPG) and diesels modified to run on waste vegetable oil that has not been processed into biodiesel.
* Power-assist mechanisms for bicycles and other human-powered vehicles are also included

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How the Venturi Eclectic Works

At first blush, the Venturi Eclectic automobile sounds like the subject of a techno-thriller: A car that can power up with the limitless energy of the sun and wind -- a car that has no use for gasoline or diesel fuel. You can imagine governments, spies, superheroes and all sorts of nefarious characters trying to get their hands on one.

You can also imagine all sorts of people trying to keep it off the market. Would the major automakers or the Organization of Petroleum Exporting Countries (OPEC) ever allow mass production of such a vehicle? After all, a car that dispenses with conventional combustion-powered technology would need no petroleum-based fuel; it would require far less maintenance and would need to be replaced far less often. A car like this would be nothing less than revolutionary, right?

Conventional automakers can rest easy for the moment: It turns out that the Eclectic, made by the small Monaco-based company Venturi, poses little threat to the automotive and energy powers that be -- at present. However, this unique vehicle offers an intriguing glimpse into the future of eco-friendly automobiles.

­The Venturi Eclectic sports an appearance that's as quirky as its method of propulsion. Its boxy body sits atop four small, thin wheels that evoke the carriage-like autos of the early 20th century. A roof covered with photovoltaic cells harnesses the sun's energy. And as if this car isn't green enough, Eclectic owners can also attach a removable wind turbine to collect auxiliary energy supplied by any available and adequate breeze.

This article will examine the battery-powered Eclectic and its bold claim that it's "solar-electric autonomous." Is it? In reality, the sun doesn't always shine, and the wind doesn't always blow. Since these renewable resources aren't always available or reliable, the Eclectic needs to be plugged in for electric power.

The Venturi follows in a long tradition of vehicles that have used solar power to charge on-board batteries. However, it appears to be the first mass-produced vehicle to do so, as opposed to merely being a prototype or concept car. Like many vehicles that run on the sun's power, the Eclectic shows certain limitations in comparison to petroleum-powered cars: It reaches a top speed of only 30 mph (48.3 kilometers per hour) and it's limited to a range of only 30 miles (48.3 kilometers).

Nonetheless, considering the attention paid to the effects of auto emissions on climate change, environmentalists and others remain positively charged about the Eclectic and cars like it. On the next page, we'll get inside the heads of the Eclectic's designers. (by Akweli Parer)

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Honda Civic Hybrid

As soon as the second-generation Prius arrived on the scene in 2003, the Civic Hybrid was cast in its role as runner-up in the hybrid world. It’s true that the Civic Hybrid is not quite as fuel-efficient, not quite as comfortable and roomy, and not quite as powerful as the Prius. But the gas-electric Civic, like Rodney Dangerfield, deserves more respect than it receives.

In fact, it’s the Civic Hybrid’s un-hybrid-like looks and sticker price that makes it such a compelling proposition. Prius buyers usually spend at least a couple thousand more dollars to buy Toyota’s celebrity hybrid than those who drive off with a Civic. And yet the Civic’s 40-mpg in the city and 45-mpg on the highway, places it right next to the Toyota Prius as two of the three vehicles with average fuel economy in the 40s. The other is the Prius-look-alike 2010 Honda Insight.

Perhaps more importantly, the Civic Hybrid looks like a cool car, not a cutesy electronic device. Auto critics have heaped praise on the Civic's design, calling it "gorgeous" and "head-turning."

The Civic matches a sporty design with all of Honda’s engineering prowess put to action. Honda is on the fourth generation of its integrated engine/motor hybrid design. The system combines a 1.3 liter iVTEC 4-cylinder engine with a 20-hp electric motor to deliver a total of 110 hp. The Civic can save gas by de-activating all of its cylinders when they are not needed, and uses eight spark plugs to allow greater flexibility with the firing order for more complete combustion of fuel in the cylinder. Add improved battery packs and regenerative braking from the previous generation to produce a hybrid with Advanced Technology Partial Zero Emissions status. The feather in its cap is top safety rankings from NHTSA and IIHS.

So if the Prius design is not your cup of tea, and you can live with a compact rather than a mid-size sedan, then the Honda Civic Hybrid is worth a little respect and consideration.
Exterior

The Civic Hybrid destroys any notion that hybrids can't look cool. The reviews are unanimous:

* Autobytel: "Daring new styling."
* Automobile: "A real head-turner."
* USA Today: "Somewhere between engaging and gorgeous."
* Los Angles Times: "A handsome car."

Dan Neil of the Los Angeles Times identifies the Civic Hybrid's defining characteristic as its sloping windshield. He explained, "The slicked-back windshield look is often used on concept cars but is discarded in production cars because it creates an unmanageable flat space behind the steering wheel. Honda designers turned this space to their advantage, creating a beautiful two-tier instrument panel limned in organic shapes."

The hybrid comes with its own unique wheel rims, turn signals integrated into the sideview mirrors, and two exclusive paint options: Opal Silver Blue and Magnetic Pearl.
Interior

The Civic Hybrid looks almost identical to the conventional gas-powered sedan, which was redesigned—to rave reviews—for the 2006 model. Honda has made few changes to that winning design. Standard equipment is on par with the gas-powered Civic's top EX trim level. The Hybrid comes with power-assisted doors, windows, and mirrors—although the seats must be adjusted manually. A navigation system is the only factory option.

The blue backlit instrumental panel is split into two tiers. The top level, in line with the driver’s view above the steering wheel, features a digital speedometer, fuel gauge and engine temperature readout. In the lower tier behind the tilting, telescoping, and relatively small steering wheel is the tachometer, fuel economy readout, and a hybrid gauge—showing how much the hybrid batteries are being recharged (via regenerative breaking) or being used to assist the gas engine. An Idle-Stop indicator flashes when the gasoline engine has completely shut down to prevent burning fuel when the vehicle is at a stop. Gear-shifting is standard issue, unlike the Prius’s bounce-back joystick.

While the Civic Hybrid scores high points for style, finish and ergonomics, the cabin doesn’t rank as well for cargo space and comfort in the back seat. The rear-seat legroom was cut by 1.4 inches with the 2006 redesign, making it cramped when loaded with three adults. The Honda Civic Hybrid has 10.4 cubic feet for cargo space. To make room for the hybrid system’s battery pack, Honda has eliminated the rear folding seats on the Civic Hybrid. As a result, storage of long objects cannot be shared between the trunk and the back seats.

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First Numbers on Hybrid Battery Failure

For years, sporadic anecdotes about hybrid battery failures have been reported by individual hybrid drivers. But finally, the automakers are reporting the first numbers about the likelihood of batteries failing after the warranty expired.

With more than 100,000 Honda hybrids on the road, the automaker told Newsweek that fewer than 200 had a battery fail after the warranty expired. That’s a 0.002 likelihood. Toyota says its out-of-warranty battery replacement rate is 0.003 percent—or one out of 40,000 Priuses—for the second generation Prius. Based on this rate, and the fact that very few of the second-generation Priuses have been driven beyond the warranty period, perhaps fewer than a dozen have had battery failures after the warranty expired. Replacement rates for the first generation Prius was closer to 1 percent.

Most hybrid-producing automakers offer a warranty on hybrid components for the first 100,000 miles. In California and other states using California’s stricter emissions laws, the warranty is extended to 150,000 miles.

The next logical question is the replacement cost, which has been very difficult to determine—but the numbers are in. The cost of a new Honda hybrid battery pack ranges from $2,000 to $2,500 depending on the model. Toyota currently sells a Prius pack for about $3,000. Installation costs are approximately $900, according to the Newsweek article. Both companies plan to substantially reduce the cost of the replacement packs, as they reach economies of scale on battery production.

The hybrid battery industry is growing by leaps and bounds, as automakers prepare for a rapid increase in demand for hybrids and electric vehicles. Toyota recently announced plans to invest $673 million to build two new battery plants and expand a third. The goal is annual battery output of 1 million units by 2011.

Volkswagen—a company that has not sold its first hybrid—announced yesterday that it will partner with Japan’s Sanyo Electric to manufacture next-generation lithium ion batteries. Sanyo, which produces hybrid batteries for Ford and has agreements with a number of other carmakers, is investing $769 million to expand production. Earlier this month, Nissan—with limited hybrid sales so far—announced plans to build a battery production facility with NEC Corp, with the goal of ramping up annual production from 13,000 units initially to 65,000 units. As Volkswagen, Nissan and nearly every other major automaker join the race toward hybrids and electric vehicles, establishing a supply of durable, powerful, high-energy batteries could become a make-or-break proposition.

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