GM Voltec powertrain

Last updated
GM Voltec platform
Overview
Manufacturer General Motors
Also calledE-Flex
Production2010–2019
Body and chassis
Class Extended-Range EV (EREV)
Vehicles Chevrolet Volt, Cadillac ELR, Holden Volt, Opel Ampera, Vauxhall Ampera

Voltec, formerly known as E-Flex, is a General Motors powertrain released in November 2010. The Voltec architecture is primarily a plug-in capable, battery-dominant electric vehicle with additional fossil fuel powered series and parallel hybrid capabilities. [1] [2]

Contents

Voltec vehicles like the Chevrolet Volt are all electrically driven, feature common drivetrain components, and will be able to create electricity on board using either a fuel cell or a gasoline motor to generate electricity. Regenerative braking contributes to the on-board electricity generation.

Voltec is a portmanteau word from Volt , Vortec and technology.

Drivetrain

Generation 1

E-Flex concept (2007)

E-Flex Propulsion System (Chevrolet Volt concept) 2008 Chevrolet Volt hatchback (concept) 06.jpg
E-Flex Propulsion System (Chevrolet Volt concept)

The Voltec drivetrain was initially demonstrated as the E-Flex Propulsion System in the 2007 Chevrolet Volt concept vehicle that debuted at that year's North American International Auto Show. [1] [3] [4] GM touted E-Flex as an attempt to standardize many components of possible future electrically propelled vehicles, and to allow multiple interchangeable electricity-generating systems. [5] GM described the Volt an E-REV, for "extended-range electric vehicle", rather than a hybrid. [1] [4] [6] In general, power is drawn from the batteries for the electric traction motor which moves the vehicle.

As realized in the 2007 Volt concept, the initial E-Flex design includes an electric traction motor with peak power and torque outputs of 120 kW (160 hp) and 320 N⋅m (240 lbf⋅ft), a 1 L 3-cylinder gasoline engine coupled to a generator with an output of 53 kW (71 hp), and a 16  kWh (58  MJ ) lithium-ion battery energy storage system. [4] [7] [8] The concept has a fuel tank with 12 US gal (45 L; 10.0 imp gal) capacity, yielding a claimed combined electric and gasoline driving range of 640 mi (1,030 km) and an overall fuel economy of 50 mpg‑US (4.7 L/100 km; 60 mpg‑imp). Using a conventional household outlet (110 V AC, 15 A), the battery could be recharged in 61⁄2 hours. [7]

The E-Flex could be considered a power-split hybrid, as the platform shares aspects of both series hybrid and parallel hybrid designs. Like a series hybrid, the internal combustion engine is not connected to the transmission, so it can run at a constant speed for both optimal efficiency and mechanical simplicity (i.e., there is no need for variable cam phasing). Starting from rest, E-Flex uses the electric traction motor alone to drive the wheels; mechanical power from the engine is used strictly to drive the generator, which in turn charges the battery pack. At high demand in charge sustaining mode, the motor output stays high to build up a charge. [1] [2] [7]

However, by definition, the E-Flex transmission design makes it a parallel hybrid, as the planetary gearset which drives the wheels is coupled to both mechanical power (from the engine) and electrical power (from the motor), similar to the operation of a Toyota Prius. The Prius uses the electric motor to assist the engine; in contrast, the Voltec design uses the engine to assist the electric traction motor. As a result, the Voltec design engages mechanical assist from the engine only when the battery is depleted to 30% state of charge or lower. [1] [2] [9] [7]

In this production Voltec (gen 1) powertrain, the internal combustion engine / range extender is on the left and the Voltec drive unit is on the right. The coiled bundle of orange high-voltage cables between the engine and drive unit connect the traction power inverter module (TPIM, on top) to the transaxle below (not visible). Chevy Volt DCA 01 2010 8811.JPG
In this production Voltec (gen 1) powertrain, the internal combustion engine / range extender is on the left and the Voltec drive unit is on the right. The coiled bundle of orange high-voltage cables between the engine and drive unit connect the traction power inverter module (TPIM, on top) to the transaxle below (not visible).

Since the electric traction motor draws power from the battery, the platform supports multiple options for charging the battery. As described at the 2007 NAIAS, the initial configuration used a turbocharged 1.0-liter engine with three cylinders; this was a flex-fuel engine capable of running gasoline or E85 (85% ethanol, 15% gasoline), although this engine never made it to production vehicles. [7] Alternative engine-generator options mentioned included a pure ethanol (E100) engine, a diesel engine capable of running biodiesel fuel, or even a hydrogen fuel cell, once that technology becomes practical. Another power-source option which does not rely on an internal combustion engine at all, was demonstrated in the Volt hydrogen fuel cell concept vehicle, which appeared at the 2007 Shanghai Auto Show. [3] However, due to the high cost of fuel cells compared to newer lower cost lithium batteries, General Motors has publicly suggested that the Volt will not be using fuel cells in any near term production vehicles. [10]

Production

The first generation production Volt is propelled by an electric motor with a peak output of 111 kW (149 hp). Ordinarily, the Volt charged while at home overnight (plug-in hybrid-mode) through a charging port. [11] A full charge reportedly takes 10-12 hours from a standard North American 120 V, 15 A household outlet, or 4 hours from a 240 V 15 A SAE J1772 electrical vehicle supply.[ citation needed ]

The lithium-ion battery in the initial Voltec production vehicle is kept in a state-of-charge (SOC) range of between 30% and 80%, with the on-board generator that works to maintain the battery at the 30% charge level. [4] [12] As initially released, the high-voltage storage battery had a gross capacity of 16 kW-hr; it was upgraded to 16.5 and then 17.1 kW-hr in 2014. [13]

The GM codes for the first-generation Voltec powertrain drive unit (transaxle) are 4ET50 (RPO MKA for the Chevrolet Volt) and 4ET55 (RPO MKD for the Cadillac ELR). This transaxle integrates a torque dampener (serving the same purpose as a torque converter in a conventional automatic transmission), motor/generator A, the planetary gearset, three clutches, drive motor B, and a final drive including a reduction gear and differential. [14]

Voltec (Generation 1) variations
Specification
Vehicle
Gasoline engineElectricCombined outputConsumption / Economy [15]
M/G AM/G BBatteryEVHybrid (City/Hwy)Electric range
Chevrolet Volt [16] 1.4 L LUU I4
84 hp (63 kW)
93 lb⋅ft (126 N⋅m)		74 hp (55 kW)
137 lbf⋅ft (186 N⋅m) [17] 		149 hp (111 kW)
273 lb⋅ft (370 N⋅m)		9 kW-hr
16 kW-hr (gross)		149 hp (111 kW)
273 lb⋅ft (370 N⋅m)		98 mpg‑e (21 kWh/100 km)35 / 40 mpg‑US (6.7 / 5.9 l/100 km)38 mi (61 km)
Cadillac ELR [18] 1.4 L L2Z I4
86 hp (64 kW)
94 lb⋅ft (127 N⋅m)		74 hp (55 kW)
137 lbf⋅ft (186 N⋅m)		157 hp (117 kW), EV mode
181 hp (135 kW), hybrid
295 lb⋅ft (400 N⋅m)		16.5 kW-hr217 hp (162 kW)
295 lb⋅ft (400 N⋅m)		82 mpg‑e (26 kWh/100 km)31 / 35 mpg‑US (7.6 / 6.7 l/100 km)37 mi (60 km)

Operation

As described in the patent, the engine is coupled to the transaxle using a torque dampener, which is a selectively engaged clutch that couples the engine with the rotor of Motor/Generator A. In addition to the selective coupling with the engine, Motor/Generator A also may be coupled to the ring gear of a planetary gearset using a second clutch. A third clutch is provided to selectively ground the ring gear. Motor B is permanently coupled to the sun gear of the same gearset; the pinion carrier drives the wheels through a reduction gear and differential. Using this design, the transaxle is able to switch between series hybrid and split output modes, with low ranges provided as a series hybrid using one motor and high ranges provided by split output which blends output from both motors. [19] [20]

There are six basic operating modes, depending on clutch engagement and engine operation; [19] General Motors have classified the modes according to power flow to or from the battery. These include two charge-depletion (all-electric) modes, CD1 and CD2, and two charge-sustaining (extended-range / hybrid) modes, CS1 and CS2. In brief: [21] : 164–165 

  • CD1: Motor B is used for tractive power
  • CD2: Motor B is used for tractive power, assisted by Motor/Generator A as a motor
  • CS1: Motor B is used for tractive power, and the engine is used to generate electricity using M/G A as a generator (series hybrid)
  • CS2: Motor B is used for tractive power, assisted by the engine (output power-split)

The patent includes two additional neutral modes where little to no tractive power is being applied. [19]

Voltec (Generation 1) operating modes, from U.S. Patent 7,867,124 B2 [19]
ModeNameDiagramClutches(E)ngineM/GDescription
C1C2C3AB
CD1 (1)One motor, electric-only Voltec from US Pat 7867124B2 (Mode 1).svg Green check.svg YesDark Red x.svg NoDark Red x.svg NoDark Red x.svg NooffMEngaging clutch 1 (C1) grounds the ring gear (R). Motor B is used as the traction motor, driving the sun gear (S); since the ring gear is grounded, the pinion gears (P) are forced to turn, driving the wheels through a reducing gear and differential.
CD2 (6)Two motor, electric-only Voltec from US Pat 7867124B2 (Mode 6).svg Dark Red x.svg NoGreen check.svg YesDark Red x.svg NoDark Red x.svg NoMMEngaging clutch 2 (C2) couples Motor/Generator A to the ring gear (R), assisting Motor B, which is used as the primary traction motor, driving the sun gear (S); the wheels are driven by the pinion gears (P) through a reducing gear and differential.
CS1 (2)Series hybrid Voltec from US Pat 7867124B2 (Mode 2).svg Green check.svg YesDark Red x.svg NoGreen check.svg YesGreen check.svg YesGMEngaging clutch 1 (C1) grounds the ring gear (R), and clutch 3 (C3) couples the engine (E) to Motor/Generator A, which operates as a (G)enerator to charge the storage battery. Motor B is used as the sole traction motor, driving the sun gear (S); since the ring gear is grounded, the pinion gears (P) are forced to turn, driving the wheels through a reducing gear and differential.
CS2 (3)Output power-split Voltec from US Pat 7867124B2 (Mode 3).svg Dark Red x.svg NoGreen check.svg YesGreen check.svg YesGreen check.svg YesoffMEngaging clutch 2 (C2) and clutch 3 (C3) couples the engine (E) to Motor/Generator A and the ring gear (R). In this mode, the engine is used to assist Motor B, which has primary traction duties, driving the wheels via the coupled sun (S) and pinion gears (P), a reducing gear and differential.
(4)Neutral Voltec from US Pat 7867124B2 (Mode 4).svg Dark Red x.svg NoDark Red x.svg NoDark Red x.svg Noon or offoffoffNo clutches are engaged, and both Motor/Generator A and Motor B are allowed to freewheel.
(5)Neutral / battery charge Voltec from US Pat 7867124B2 (Mode 5).svg Dark Red x.svg NoDark Red x.svg NoGreen check.svg YesGreen check.svg YesGoffEngaging clutch 3 (C3) couples the engine (E) to Motor/Generator A, which operates as a (G)enerator to charge the storage battery. Motor B freewheels.

From the patent, the engine provides tractive power only when both clutches C2 and C3 are engaged. For the first-generation Volt and ELR, that occurs in one operating mode (CS2), and in that mode, the engine is considered to assist the electric traction motor (B).

Generation 2

The refreshed 2016 Volt featured a 1.5L I4 engine generator that runs on regular, rather than premium gasoline, and an upgraded battery pack with greater capacity of 18.4 kW-hr, giving an estimated 52 mi (84 km) of all-electric range per charge, compared to 41 mi (66 km) with the first generation Volt. [22]

Cutaway of second-generation Volt; engine is still on left and drive unit is on right (driver's side). 2nd gen Volt cutaway.jpg
Cutaway of second-generation Volt; engine is still on left and drive unit is on right (driver's side).

The GM code for the second-generation Voltec powertrain drive unit (transaxle) is 5ET50. [23] Compared to the first-generation 4ET50/55 transaxles, the overall design has shifted closer to being a parallel hybrid, running more often using mechanical power from the engine supplemented by the electric motors in hybrid mode. A second planetary gear set has been added and the planetary gears are interconnected by coupling the two pinion carriers together, which are coupled in turn to the transaxle output to the final drive differential and wheels. In addition, both electric motors now are used as motors and generators; motor/generator A uses ferrite magnets and has an output of 48 kW (64 hp) / 118 N⋅m (87 lbf⋅ft), while motor/generator B uses rare earth magnets and has an output of 87 kW (117 hp) / 280 N⋅m (210 lbf⋅ft). [24] [25] Each motor is smaller than the corresponding motor in the first-generation Voltec, reducing the weight of the transaxle from 164 to 119 kg (362 to 262 lb). [17]

Operating modes

The second generation Volt has five different operating modes, two charge-depletion (all-electric), CD1 and CD2, and three charge-sustaining (hybrid), CS1 to CS3. These are: [17]

  • CD1: Motor/Generator B is used for tractive power
  • CD2: Both Motor/Generators A and B are used for tractive power
  • CS1: The engine is used for tractive power, assisted by M/G B, with an electrically-variable gear ratio ("low-range" for high power or low speeds)
  • CS2: The engine is used for tractive power, assisted by M/G B, with a fixed gear ratio (typical driving conditions requiring acceleration)
  • CS3: The engine is used for tractive power with an electrically-variable gear ratio ("high-range" or "overdrive" for highway cruising)
Voltec (Generation 2) operating modes, from U.S. Patent 8,602,938 B1 [26]
ModeNameDiagramClutches(E)ngineM/GDescription
C1C2C3AB
CD1Single motor (B), electric-only Voltec from US Pat 8602938B1 (Mode 3).svg Green check.svg YesDark Red x.svg NoDark Red x.svg NoDark Red x.svg NooffMEngaging clutch 1 (C1) grounds the first ring gear (R1). Motor B is used as the traction motor.
CD2Dual motor, electric-only Voltec from US Pat 8602938B1 (Mode 5).svg Green check.svg YesDark Red x.svg NoGreen check.svg YesDark Red x.svg NoMMEngaging clutch 1 (C1) and clutch 3 (C3) grounds both ring gears (R1 and R2). Motor B is used as the primary traction motor, with assistance from Motor A.
[CD3]Single motor (A), electric-only Voltec from US Pat 8602938B1 (Mode 6).svg Dark Red x.svg NoDark Red x.svg NoGreen check.svg YesDark Red x.svg NoMoffIncluded for completeness as described in the patent, but this mode was not implemented. Engaging clutch 3 (C3) grounds the second ring gear (R2). Motor A is used as the traction motor.
CS1First (low-range) electrically variable extended-range hybrid Voltec from US Pat 8602938B1 (Mode 2).svg Dark Red x.svg NoGreen check.svg YesDark Red x.svg NoGreen check.svg YesGMEngaging clutch 2 (C2) couples motor/generator A to the first ring gear (R1). The engine is used for traction, assisted by motor B; A is used as a generator.
CS2Fixed ratio hybrid Voltec from US Pat 8602938B1 (Mode 1).svg Green check.svg YesGreen check.svg YesDark Red x.svg NoGreen check.svg YesoffMEngaging clutch 2 (C2) couples motor/generator A to the first ring gear (R1) and engaging clutch 1 (C1) grounds the first ring gear (R1), meaning M/G A does not turn. The engine is used for traction, assisted by motor B.
CS3Second (high-range) electrically variable extended-range hybrid Voltec from US Pat 8602938B1 (Mode 4).svg Green check.svg YesDark Red x.svg NoDark Red x.svg NoGreen check.svg Yesoff*GEngaging clutch 1 (C1) grounds the first ring gear (R1). The engine is used for traction, and B is used as a generator, with A running at variable speeds to proportion engine output between the wheels and generator B.

The clutch (C3) on the ring gear of the second planetary gearset (R2) is a one-way clutch, which prevents motor/generator A from turning the engine backward. [24]


Malibu

Stick diagram of 5ET50 (MKE) transmission used with Chevrolet Malibu Hybrid Voltec Malibu 5ET50 MKE.svg
Stick diagram of 5ET50 (MKE) transmission used with Chevrolet Malibu Hybrid

The Chevrolet Malibu Hybrid uses the same basic two-motor Voltec drive unit/transaxle design and general layout as the second-generation Volt; however, compared to the Volt, the Malibu Hybrid is not a plug-in hybrid and has a smaller battery. Consequently, the Malibu Hybrid operates in the charge-sustaining (CSx) modes more often, and is fitted with different rotors for its motor/generator units, sharing the same stators as the Volt. The Volt uses ferrite magnets for the rotor in M/G A and rare-earth magnets for the rotor in M/G B, while the Malibu Hybrid has rare-earth magnets for the rotors in both M/G A and B. [27]

The Malibu Hybrid offers the same three charge sustaining (CS1–CS3) operating modes as the Volt but only one charge draining mode (CD1). The Malibu Hybrid transaxle is designated 5ET50 (MKE), which is similar to the 5ET50 (MKV) used in the Volt, but omits the one-way sprag clutch on the first planetary gearset (labeled as "C3" in the Volt mode diagrams), which makes it impossible to run in two-motor mode (CD2). [27]

CT6

Stick diagram of 4EL70 transmission used with CT6 PHEV Voltec CT6 PHEV.svg
Stick diagram of 4EL70 transmission used with CT6 PHEV

The Cadillac CT6 PHEV has a front-engine, rear-wheel drive layout which uses a longitudinally-mounted engine and the 4EL70 transmission (RPO MRD) [28] with a driveshaft extending to the rear wheels. The transmission is schematically similar to the 5ET50 transaxle, with an additional planetary gearset and two more clutches, primarily for performance; the output of the two coupled pinion gear carriers (P1 and P2) is coupled to the sun gear of the third planetary gearset (S3), and the pinion gear carrier of the third planetary gearset (P3) provides output to the driveshaft. [29] Because the transmission retains the one-way clutch (C3), mode CD2 (dual electric motor operation) is available.

Like the 5ET50 (MKV), Motor/Generator A in the 4EL70 was designed to eliminate the use of rare earth materials; M/G B is related to the traction motor used for the Chevrolet Spark EV. [29]

Voltec (Generation 2) variations
Specification
Vehicle
Gasoline engineElectricCombined outputConsumption / Economy [30]
M/G AM/G BBatteryEVHybrid (City/Hwy)Electric range
Chevrolet Volt [17] [31] [32] [33] 1.5 L L3A I4
101 hp (75 kW)
103 lb⋅ft (140 N⋅m)		48 kW (64 hp)
118 N⋅m (87 lbf⋅ft)		87 kW (117 hp)
280 N⋅m (210 lbf⋅ft)		18.4 kW-hr149 hp (111 kW)
294 lb⋅ft (399 N⋅m)		106 mpg‑e (19.8 kWh/100 km)43 / 42 mpg‑US (5.5 / 5.6 l/100 km)53 mi (85 km)
Chevrolet Malibu Hybrid [34] 1.8 L LKN I4
122 hp (91 kW)
130 lb⋅ft (180 N⋅m)		55 kW (74 hp)76 kW (102 hp)
306 N⋅m (226 lbf⋅ft)		1.5 kW-hr182 hp (136 kW)
277 lb⋅ft (376 N⋅m)		—49 / 43 mpg‑US (4.8 / 5.5 l/100 km)—
Cadillac CT6 PHEV [35] 2.0 L LTG I4T
265 hp (198 kW)
295 lb⋅ft (400 N⋅m)		74.5 kW (99.9 hp)74.5 kW (99.9 hp)18.4 kW-hr335 hp (250 kW)
432 lb⋅ft (586 N⋅m)		62 mpg‑e (34 kWh/100 km)23 / 29 mpg‑US (10.2 / 8.1 l/100 km)31 mi (50 km)

Vehicles

Production vehicles, Voltec Generation 1

GM chose its Global Delta II compact vehicle architecture for its first Voltec applications. Volt Production began in November 2010 with the first Volts delivered to retail customers in December 2010 [36]

Production vehicles, Voltec Generation 2

Concept vehicles

See also

Related Research Articles

The GM Ecotec engine, also known by its codename L850, is a family of all-aluminium inline-four engines, displacing between 1.2 and 2.5 litres. Confusingly, the Ecotec name was also applied to both the Buick V6 Engine when used in Holden Vehicles, as well as the final DOHC derivatives of the previous GM Family II engine; the architecture was substantially re-engineered for this new Ecotec application produced since 2000. This engine family replaced the GM Family II engine, the GM 122 engine, the Saab H engine, and the Quad 4 engine. It is manufactured in multiple locations, to include Spring Hill Manufacturing, in Spring Hill, Tennessee, with engine blocks and cylinder heads cast at Saginaw Metal Casting Operations in Saginaw, Michigan.

Global Hybrid Cooperation, formerly Advanced Hybrid System 2 (AHS2), is a set of hybrid vehicle technologies jointly developed by General Motors, Daimler, and Chrysler LLC, with BMW joining in 2005. It uses 2 or 3 planetary gearsets in an automatic transmission: one on the internal combustion engine (ICE) side paired with a second, forming the compound split, and possibly one third additional planetary gearset to multiply the number of fixed gear ratios. General Motors has stopped using the "AHS2" name as of 2006, preferring to call it simply a two-mode hybrid system.

Hybrid Synergy Drive (HSD), also known as Toyota Hybrid System II, is the brand name of Toyota Motor Corporation for the hybrid car drive train technology used in vehicles with the Toyota and Lexus marques. First introduced on the Prius, the technology is an option on several other Toyota and Lexus vehicles and has been adapted for the electric drive system of the hydrogen-powered Mirai, and for a plug-in hybrid version of the Prius. Previously, Toyota also licensed its HSD technology to Nissan for use in its Nissan Altima Hybrid. Its parts supplier Aisin offers similar hybrid transmissions to other car companies.

<span class="mw-page-title-main">Plug-in hybrid</span> Hybrid vehicle whose battery may be externally charged

A plug-in hybrid electric vehicle (PHEV) or simply plug-in hybrid is a type of hybrid electric vehicle equipped with a rechargeable battery pack that can be directly replenished via a charging cable plugged into an external electric power source, in addition to charging internally by its on-board internal combustion engine-powered generator. While PHEVs are predominantly passenger cars, there are also plug-in hybrid variants of sports cars, commercial vehicles, vans, utility trucks, buses, trains, motorcycles, mopeds, military vehicles and boats.

BAS is a category of automotive parallel hybrid technology that uses an electric motor to contribute power to the internal combustion engine's crankshaft via a serpentine belt. By mounting this motor generator unit in the conventional location traditionally used for the standard automotive alternator, it permits a low-cost method of adding mild hybrid capabilities such as start-stop, power assist, and mild levels of regenerative braking. BAS systems differ from other mild hybrid systems as they are not run off the vehicle's crankshaft.

Allison Transmission Holdings Inc. is an American manufacturer of commercial duty automatic transmissions and hybrid propulsion systems. Allison products are specified by over 250 vehicle manufacturers and are used in many market sectors, including bus, refuse, fire, construction, distribution, military, and specialty applications.

Hybrid vehicle drivetrains transmit power to the driving wheels for hybrid vehicles. A hybrid vehicle has multiple forms of motive power, and can come in many configurations. For example, a hybrid may receive its energy by burning gasoline, but switch between an electric motor and a combustion engine.

<span class="mw-page-title-main">Hybrid electric vehicle</span> Type of hybrid vehicle and electric vehicle

A hybrid electric vehicle (HEV) is a type of hybrid vehicle that combines a conventional internal combustion engine (ICE) system with an electric propulsion system. The presence of the electric powertrain is intended to achieve either better fuel economy than a conventional vehicle or better performance. There is a variety of HEV types and the degree to which each functions as an electric vehicle (EV) also varies. The most common form of HEV is the hybrid electric car, although hybrid electric trucks, buses, boats, and aircraft also exist.

<span class="mw-page-title-main">Chevrolet Europe</span> Former subsidiary company of GM Korea

Chevrolet Europe GmbH was a subsidiary company of GM Korea, founded in 2005, with headquarters in Zürich, Switzerland. It provided Chevrolet brand automobiles, most of which were made in South Korea for the European market.

<span class="mw-page-title-main">Chevrolet Volt</span> Range extended electric automobile (2010–2019)

The Chevrolet Volt is a plug-in hybrid and extended-range electric vehicle car that was manufactured by General Motors, and also marketed in rebadged variants as the Holden Volt in Australia and New Zealand and the Buick Velite 5 in China, and with a different fascia as the Vauxhall Ampera in the United Kingdom and as the Opel Ampera in the remainder of Europe. Volt production ended in February 2019.

<span class="mw-page-title-main">General Motors XP-883</span>

In the late 1960s, General Motors Company directed its GM R&D and Pontiac divisions to develop concept mini-cars for urban drivers. GM developed the XP-883 an experimental plug-in hybrid car demonstrated by General Motors in 1969. Primarily intended as a commuter vehicle, the very small car had a fiberglass body with a design resembling the future Chevrolet Chevette. The two-door hatchback had seating for two adults and two children, though the children sat in rear-facing seats and would enter and exit through the tailgate. It was powered by the combination of a two-cylinder engine and a DC electric motor plus batteries. Electricity was stored in six 12-volt batteries placed between the rear wheels. The related Pontiac concept was the Pontiac X-4 with a radical two stroke aircraft type radial engine.

<span class="mw-page-title-main">History of plug-in hybrids</span>

The history of plug-in hybrid electric vehicles (PHEVs) spans a little more than a century, but most of the significant commercial developments have taken place after 2002. The revival of interest in this automotive technology together with all-electric cars is due to advances in battery and power management technologies, and concerns about increasingly volatile oil prices and supply disruption, and also the need to reduce greenhouse gas emissions. Between 2003 and 2010 most PHEVs on the roads were conversions of production hybrid electric vehicles, and the most prominent PHEVs were aftermarket conversions of 2004 or later Toyota Prius, which have had plug-in charging and more lead–acid batteries added and their electric-only range extended.

<span class="mw-page-title-main">Opel Flextreme</span> Motor vehicle

The Opel Flextreme is a diesel plug-in hybrid concept small family hatchback created by Opel in 2008. The Opel Flextreme shares the same GM E-Flex platform as the Chevrolet Volt.

<span class="mw-page-title-main">Cadillac Provoq</span> Concept car developed by Cadillac

The Cadillac Provoq is a concept luxury crossover SUV presented by GM at the at the 2008 Consumer Electronics Show in Las Vegas, Nevada on January 8th 2008. It is powered by the plug-in hybrid technology first shown in the Chevrolet Volt. For extended range, a hydrogen fuel cell can recharge the Lithium-ion battery and a solar panel can power onboard accessories, such as interior lighting and the audio system. As the Provoq concept uses a hybrid powertrain it is based on the same GM Voltec platform as the Chevrolet Volt.

<span class="mw-page-title-main">Cadillac ELR</span> Motor vehicle

The Cadillac ELR is a two-door, four-passenger luxury plug-in hybrid compact coupé manufactured and marketed by Cadillac for model years (MY) 2014 and 2016 – with a hiatus for MY 2015. Using a retuned version of the Chevrolet Volt's Voltec EREV drivetrain, the ELR's lithium-ion battery pack delivered an all-electric range of 37–39 miles (60–63 km) and a top speed of 106 mph (171 km/h).

<span class="mw-page-title-main">Range extender</span> Fuel-based auxiliary power unit that extends the range of a battery electric vehicle

A range extender is a fuel-based auxiliary power unit (APU) that extends the range of a battery electric vehicle by driving an electric generator that charges the vehicle's battery. This arrangement is known as a series hybrid drivetrain. The most commonly used range extenders are internal combustion engines, but fuel-cells or other engine types can be used.

<span class="mw-page-title-main">Range anxiety</span> Fear of insufficient vehicle range, especially in electric vehicles

Range anxiety is the driver's fear that a vehicle has insufficient energy storage to cover the road distance needed to reach its intended destination, and would thus strand the vehicle's occupants mid-way. The term, which is now primarily used in reference to the practical driving range of battery electric vehicles (BEVs), is considered to be one of the major psychological barriers to large-scale public adoption of electric cars.

<span class="mw-page-title-main">Chevrolet Volt (second generation)</span> Motor vehicle

The second generation Chevrolet Volt is a plug-in hybrid electric compact car produced by General Motors under the Chevrolet brand. It debuted at the 2015 North American International Auto Show to replace the original Volt, on sale since 2010. Retail deliveries as a 2016 model year began in October 2015 in the U.S. and Canada, and it was released in Mexico in December 2015. Availability of the 2016 model was limited to California and the other 10 states that follow California's zero emission vehicle regulations. It went on sale as a 2017 model year in the rest of the U.S. in February 2016. Volt production ended on February 15, 2019.

<span class="mw-page-title-main">Chevrolet Volt (first generation)</span> American hybrid car (2010–2015)

The Chevrolet Volt is a compact car that was produced by General Motors. The first generation of the Chevrolet Volt, it was manufactured at the Detroit facility until it was succeeded by the second and final generation of the Volt in 2015. It is a five-door liftback with a range-extending generator.

References

  1. 1 2 3 4 5 Matthe, Roland; Eberle, Ulrich (2014-01-01). "The Voltec System - Energy Storage and Electric Propulsion" . Retrieved 2014-05-04.
  2. 1 2 3 Eberle, Ulrich (2012-08-05). "Wasserstoff und Elektromobilität - Für ein intelligent verknüpftes Energie- und Verkehrssystem" . Retrieved 2013-05-05.
  3. 1 2 Eisenstein, Paul A. (2007-04-19). "GM Plugs Fuel Cells into Volt". The Car Connection.
  4. 1 2 3 4 Eberle, Ulrich; von Helmolt, Rittmar (2010-05-14). "Sustainable transportation based on electric vehicle concepts: a brief overview". Royal Society of Chemistry . Retrieved 2010-06-08.
  5. ↑ Abuelsamid, Sam (2007-01-07). "A look at the GM E-Flex platform". AutoBlogGreen.com. Retrieved 2007-01-13.
  6. ↑ Dennis, M.D., Lyle J. (23 November 2007). "GM Calls the Volt an E-REV". GM-Volt.com. Retrieved 2007-11-23.
  7. 1 2 3 4 5 "GM Introduces E-Flex Electric Vehicle System; Chevrolet Volt the First Application". Green Car Congress. 6 January 2007. Retrieved 4 September 2024.
  8. ↑ "What if you could commute to work all week without using a drop of gasoline?". Archived from the original on June 9, 2007.
  9. ↑ "Unbolting the Chevy Volt to See How it Ticks". Motor Trend. October 13, 2010. Retrieved 4 September 2024.
  10. ↑ Taylor, Edward (2008-03-05). "GM, Toyota Doubtful on Fuel Cells' Mass Use". Wall Street Journal. Retrieved 2008-04-08.
  11. ↑ "GM shows Chevy plug-in concept". CNNMoney.com. 2007-01-08. Retrieved 2007-01-12.
  12. ↑ Dennis, M.D., Lyle J. (29 August 2007). "Latest Chevy Volt Battery Pack and Generator Details and Clarifications". GM-Volt.com. Retrieved 2007-08-29.
  13. ↑ Reynolds, Kim; LaPalme, Julia (September 1, 2015). "2016 Chevrolet Volt First Test Review". Motor Trend. Retrieved 4 September 2024.
  14. ↑ Garret, Steve (June 2017). "Tackling a 4ET50 Hybrid". Gears. Retrieved 4 September 2024.
  15. ↑ Fuel Economy Guide, Model Year 2014 (PDF) (Report). United States Environmental Protection Agency. 2013. p. 38. Retrieved 9 September 2024.
  16. ↑ Vanderwerp, Dave (October 10, 2010). "2011 Chevrolet Volt Full Test". Car and Driver. Retrieved 4 September 2024.
  17. 1 2 3 4 "GM provides technical details of the Gen 2 Voltec propulsion system used in the 2016 Volt". Green Car Congress. 23 April 2015. Retrieved 4 September 2024.
  18. ↑ Colwell, K.C. (January 22, 2014). "Tested: 2014 Cadillac ELR Coupe Plug-In Hybrid". Car and Driver. Retrieved 4 September 2024.
  19. 1 2 3 4 USPatent 7867124B2,Brendan M. Conlon; Peter J. Savagian& Alan G. Holmeset al.,"Output split electrically-variable transmission with electric propulsion using one or two motors",published January 11, 2011, assigned to GM Global Technology Operations LLC
  20. ↑ Miller, Michael A.; Holmes, Alan G.; Conlon, Brendan M.; Savagian, Peter J. (2011). "The GM 'Voltec' 4ET50 Multi-Mode Electric Transaxle". SAE International Journal of Engines. 4 (1): 1102–1114. doi:10.4271/2011-01-0887. ISSN   1946-3936.
  21. ↑ Matthé, Roland; Eberle, Ulrich (December 16, 2013). "8: The Voltec System — Energy Storage and Electric Propulsion" (PDF). In Pistoia, Gianfranco (ed.). Lithium-Ion Batteries: Advances and Applications (PDF). Elsevier Science. pp. 151–176. ISBN   9780444595164.
  22. ↑ "Next-gen Chevy Volt EREV is more efficient, with 50-mile electric range". Green Car Congress. 12 January 2015. Retrieved 5 September 2024.
  23. ↑ Brooke, Lindsay (October 29, 2014). "GM unveils more efficient 2016 Volt powertrain". Automotive engineering. Retrieved 5 September 2024.
  24. 1 2 Brzozowski, Aaron (February 20, 2015). "Secrets Of The 2016 Chevrolet Volt Transmission: Deep Dive, Pt. 1". GM Authority. Retrieved 4 September 2024.
  25. ↑ Brzozowski, Aaron (February 21, 2015). "Secrets Of The 2016 Chevrolet Volt Transmission: Deep Dive, Pt. 2". GM Authority. Retrieved 4 September 2024.
  26. ↑ USPatent 8602938B1,Brendan M. Conlon; Khwaja M. Rahman& Trevor John Blohmet al.,"Multimode electrically variable transmission having a ferrite magnet motor and method of operating the same",published December 10, 2013, assigned to GM Global Technology Operations LLC
  27. 1 2 "GM details 2016 Chevrolet Malibu Hybrid powertrain design and operation". Green Car Congress. 18 April 2016. Retrieved 5 September 2024.
  28. ↑ "Cadillac CT6 PLUG-IN Delivers Efficient Performance" (PDF). TechLink. Vol. 19, no. 9. May 2017. Retrieved 5 September 2024.
  29. 1 2 "GM's new RWD PHEV system for Cadillac CT6 designed for fun-to-drive high performance as well as efficiency; Volt on steroids". Green Car Congress. 19 February 2016. Retrieved 5 September 2024.
  30. ↑ Fuel Economy Guide, Model Year 2017 (PDF) (Report). United States Environmental Protection Agency. 2016. p. 38. Retrieved 9 September 2024.
  31. ↑ Robinson, Aaron (September 11, 2015). "2016 Chevrolet Volt". Car and Driver. Retrieved 4 September 2024.
  32. ↑ "Volt 2018 (brochure)" (PDF). Chevrolet. Retrieved 7 September 2024.
  33. ↑ Rehbock, Billy (September 30, 2018). "2019 Chevrolet Bolt EV vs. 2019 Chevrolet Volt PHEV". Motor Trend. Retrieved 7 September 2024.
  34. ↑ Sherman, Don (June 28, 2016). "Tested: 2016 Chevrolet Malibu Hybrid". Car and Driver. Retrieved 4 September 2024.
  35. ↑ Capparella, Joey (September 7, 2017). "Tested: 2017 Cadillac CT6 Plug-In Hybrid". Car and Driver. Retrieved 4 September 2024.
  36. ↑ "New 2011 Chevy Volt Gearhart Chevrolet Delivers First Volt In America". Wn.com. Retrieved 2012-06-04.
This page is based on this Wikipedia article
Text is available under the CC BY-SA 4.0 license; additional terms may apply.
Images, videos and audio are available under their respective licenses.