The Opel Ampera is virtually identical apart from the design with the Chevrolet Volt. The term 'Serial hybrid' is somewhat misleading, since the engine can be still mechanically connected to the drive. If it would not have two additional clutches and a brake, you could almost compare it to the Toyota Prius Plug-In. However, it has the slightly weaker engine and more battery capacity at a much higher price.
The clutches and the brakes have the sense that the software can use the internal combustion engine and the two electric motors in a way that comes out the greatest possible efficiency. The prerequisite is of course that not all reserves are used for maximum performance requirement. Incidentally, the consumption in the Range Extender mode is determined by the manufacturer self relatively high. Because if one accept for 'more than 500 km" 520 km and the best possible electric range of 80 km, this makes at 35 liters divided by 440 km nevertheless still almost 8 liters per 100 km.
When the main motor alone draws here, then it does this only, as long as it is the most energy-efficient method.
Presumably the conditions under which the system switches on the additional operation using the second electric motor are more complex than a certain speed.
The first step in Range Extender mode, wherein current for the main motor is generated by the internal combustion engine and the as a generator operating second electric motor.
The second step in Range Extender mode, in which there is a mechanical connection between the combustion engine and the wheels. Again, it remains unclear and depending from the state of charge whether it will helped electrically.
The battery management is already known from the lead battery. Here, it is first of all important due to the cooling liquid that not only too high but also too low temperatures are avoided. High temperatures arise particularly when charging.
This can already be seen in fact, for example, that at 230 volts to be charged for 4 hours with 16 amps, resulting in almost 15 kWh. But two-thirds thereof are only needed. That is loss, for example, by heating at charging and thereby conditioned cooling of the system.
The battery consists of so-called 288 stacks (96 * 3.65 V = 350 V) of about 150 x 200 x 6 mm in size and just under 0.5 kg. These stacks are each individually exchangeable, unlike a lead battery, of course, only by qualified workshops. So, part replacement event of a defect is possible after the expiry of warranty period of 160,000 km or 8 years.
On the other hand might be difficult, subsequent 'tuning', ie an increase in the capacity. Presumably, the improvement from 16 to 16.5 kWh in the 2013 model year, was only possible by using other stacks. Otherwise one would have to add at least one third of the capacity. By the way, one can remove the batteries downwards after loosening floor panels, but must observe the coolant hoses.
As the insulation will built up, you can partly see in the video above. Also the is of particular importance in the fire hazard of lithium-ion batteries. The anodes are from carbon and the cathodes of manganese, in contrast to nickel, cobalt and aluminum, which are said to have a higher risk. In addition to aging is also monitored the ingress of moisture into the electric system.
The charge on normal power sockets in Germany and in other European countries is facilitated by a control system. Red flashing diodes indicate immediately that with the charging process something goes wrong. In addition, you can downgrade the current draw and move in times when the electricity is cheaper (touch screen). 01/14