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Replying to Understanding the 2012 Buick LaCrosse with eAssist System


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Posted Yesterday, 05:21 PM

but where do you put the batteries?

That shouldn't be too difficult in a truck platform.  GM butchered the under seat storage for the back seat so badly in the new canyon/colorado that batteries could be mounted there.  Honda put a truck underneath the bed in the Ridgeline, there is no reason the similar void space in a colorado/canyon could not be converted to battery use, instead of empty space or a trunk like the ridgeline has.  I would be more concerned about the durability of the electric motors they use in automotive applications and what their duty cycles are.  I have never read one way or the other what these motors are capable of putting out before some sort of cooling would be needed. 


Posted Yesterday, 11:42 AM

but where do you put the batteries?


Posted 14 September 2014 - 04:15 PM

Even more could you take the current Chevy Colorado scheduled to come out in a month or two and give its 3.6L LFX an atkinson cam grind, then do something a la Acura's RLX sport hybrid with a larger electric motor bolted to the transmission and two smaller electric motors at each rear wheel?

 

This would result in a truck with full AWD functionality that would produce 300 lb ft from 0-6000 rpm.  With an ICE running with an atkinson cycle and no more drivetrain losses through a rear diff and transfer case a vehicle like this would be able to do something like 28/28 on the EPA cycle with a very healthy ability to tow and haul.  Electric motors would complement truck and sports car applications better than any others, it seems odd that mild hybrid setups like this one have not been implemented in any of them yet.


Posted 05 September 2014 - 11:16 PM

The effectiveness of a Hybrid system is directly proportional to the amount of regenerative braking it can provide. That is the ONLY source of free energy in a Hybrid. Charging the battery by running the engine or running it harder costs more fuel have than the stored energy will help you save when converted back to mechanical energy. That is because there is generation and motor losses along the way, not to mention a small amount of battery self-discharge. Everything else is secondary to this...

 

The Prius is a more effective hybrid than the 2nd Gen Insight because it can slow the car with a 67 hp motor. And (more importantly) it has 295 lb-ft of torque working to slow the car in lieu of the brakes and capture that kinetic energy into battery charge, whereas the Insight only has 13hp flywheel integrated motor-generator with 58 lb-ft of twist. Slowing a 3500 lbs Buick with a 15hp belt attached device which is torque limited by its means of attachment isn't much slowing and hence doesn't capture a lot of "free" energy for reuse. It's that simple. If GM is serious about eAssist it cannot be a bolt on Belt-Alternator-Starter. Is should be a motor integrated into the transmission or flywheel.

 

For a 3500 lb car... a hypothetical "Electramatic 6E75" will be ideal. Basically, it is a 6T75 6-speed automatic transmission with a 300 lb-ft input torque rating fitted with a 70hp/300 lb-ft synchronous motor in lieu of the torque converter. The car always pull away from a stop using just the electric motor with 300 lb-ft @ 0 rpm. At above 1000 rpm the internal combustion engine may start if needed. If the ICE is used the electric motor torque is electronically limited such that the combined torque going into the transmission never exceeds 300 lb-ft. During deceleration or below 1000 rpm the engine always uses the 2-stage Variable Valve Life system to shut-off all the valves and simply freewheel. This hybrid setup cannot idle the internal combustion engine; at rest the engine is always stopped and initial motion is always electric.

 

Hypothetical Electramatic 2.5L performance = 268 hp @ 4,700~6,300 rpm / 300 lb-ft @ 0~4700 rpm

 

This seems like a great idea, what kind of cost and weight is associated with a 300 lb ft electric motor?  With the fuel economy numbers being released for the mid size truck twins this week and the general underwhelming reaction by the internet at large I wonder what a system like this could do when plugged into trucks like that.  Big torque from the get go would work well, and with no torque converter losses and some regenerative braking I would have to think fuel economy would really out do what they're currently going for.  Has anyone made a commercial alternator or generator that can run off of the exhaust stream?  If possible to implement it would seem like a good fit if the industry is going to keep heading towards electrification of vehicles.


Posted 24 April 2014 - 12:16 PM

The effectiveness of a Hybrid system is directly proportional to the amount of regenerative braking it can provide. That is the ONLY source of free energy in a Hybrid. Charging the battery by running the engine or running it harder costs more fuel have than the stored energy will help you save when converted back to mechanical energy. That is because there is generation and motor losses along the way, not to mention a small amount of battery self-discharge. Everything else is secondary to this...

 

The Prius is a more effective hybrid than the 2nd Gen Insight because it can slow the car with a 67 hp motor. And (more importantly) it has 295 lb-ft of torque working to slow the car in lieu of the brakes and capture that kinetic energy into battery charge, whereas the Insight only has 13hp flywheel integrated motor-generator with 58 lb-ft of twist. Slowing a 3500 lbs Buick with a 15hp belt attached device which is torque limited by its means of attachment isn't much slowing and hence doesn't capture a lot of "free" energy for reuse. It's that simple. If GM is serious about eAssist it cannot be a bolt on Belt-Alternator-Starter. Is should be a motor integrated into the transmission or flywheel.

 

For a 3500 lb car... a hypothetical "Electramatic 6E75" will be ideal. Basically, it is a 6T75 6-speed automatic transmission with a 300 lb-ft input torque rating fitted with a 70hp/300 lb-ft synchronous motor in lieu of the torque converter. The car always pull away from a stop using just the electric motor with 300 lb-ft @ 0 rpm. At above 1000 rpm the internal combustion engine may start if needed. If the ICE is used the electric motor torque is electronically limited such that the combined torque going into the transmission never exceeds 300 lb-ft. During deceleration or below 1000 rpm the engine always uses the 2-stage Variable Valve Life system to shut-off all the valves and simply freewheel. This hybrid setup cannot idle the internal combustion engine; at rest the engine is always stopped and initial motion is always electric.

 

Hypothetical Electramatic 2.5L performance = 268 hp @ 4,700~6,300 rpm / 300 lb-ft @ 0~4700 rpm


Posted 18 April 2014 - 05:36 PM

1st, try a different dealer.
2nd, does the auto-stop work when the hvac system is powered off and the engine is at operating temp?

Posted 18 April 2014 - 07:57 AM

OK,  Every one sounds like they might be able to help me, or at least explain my problem,

 

I have 2012 Buick Lacrosse, 4cly eAssist, 6speed, 16,000 miles, I bought it used, 11,390 miles, everything seemed ok, Every once in awhile the check engine light came on, dealer asked if it was solid on, or blinking, it was on solid, brought car to dealer, found history in EVDR(event data recorder)  It was cleared after checking with program scanner, Reprogramed various control modules, lets get back to the problem,

 

 

The "AutoStop" feature does not function at all, since the reprogramming was done, back to the Dealer. they can't find the problem/ it didn't repeat it self,     (AHHHHH, it wasn't working) did anyone test drive the vehicle?   Nope, I give up, called GM, there are sorry for my problems, BRING IT TO THE DEALER, well, if the dealer can't find the problem, who do I bring it to?? 

 

Here is my night mare......NO WARRANTY on vehicle, what so ever...when I bought the car, the title was "Rebuilt" yes, I knew and accepted that, for a better price, But, I DID HAVE A DEALER,   GM, check it, and they gave it a  OK, said it appears only to be body damage, Should I kick my self in the butt, or can some one guide me as what to do?? or what could be the problem.

 

 

ONE extra Note...since the reprogamming, the Idle seems higher, the gauge on dash used to be around 500 rpms to 550, in drive, now 750 to 800??

 


Posted 12 December 2010 - 12:58 PM

More than likely, putting the transmission into sport mode will override the engine shut off.

Posted 12 December 2010 - 12:52 PM

i was stuck in a 28 mile long traffic jam and it took over 6 hours to get out of it. how many times can this system restart the car when you only move less than a car length each move? can it be shut off ?

Posted 07 December 2010 - 07:03 AM

thanks again.
i was thinking it didn't look right... the L and T.

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