I don’t have time to fully respond at the moment but a few half baked thoughts here. First off, I don’t think I agree with the “you can’t charge while pulling a variable load from a battery” statement. I’ve worked in battery research and development for many years now and definitely have different experience. Next, I get a sense that there are Tesla fans among us. While it’s fine, the bias in this discussion won’t get us far. In terms of the complexity to convert an AC generator to DC… I say why are we not using a DC generator in the first place? I think an AC generator example creates a more complicated than necessary image of the system. I don’t agree either that renting a car every weekend is the most cost effective, practical, nor simple solution to having car that meets all of our needs.
Regarding the Prius system and IC efficiency, realize that the 40% thermal efficiency is a peak value under ideal load/rpm. To the wheels and in a real world driving cycle, low 30s is a more accurate figure. Toyota’s hybrid integration is definitely top notch and I respect it highly.
As for people misusing and overtaxing their car and potentially becoming depleted of pack power, I ask what would happen in a pure EV in that scenario? Also, if you were forced to pull over after such an event and allow the on-board system to recharge for a while, how is this different/worse than running out of gas or needing to plug-in?
Range extended HEVs aren’t the answer for everything, but I do believe they’d dominate a market share if effort was put in to creating one that functioned well.
PS: When bringing up charge/discharge round trip efficiency as a draw-back of a RE-EV, is this not also happening in every other EV/Hybrid that uses batteries?
Also, a split-pack design would be one way to get around any variable load situation. Also can be a way to do thermal management. Dual chemistry opportunities could also come into play here…
Sorry folks,
I’ll see myself out