JEC,
thanks for the technical input.

IMO the front would look alot better without the grill sticker…

Other than that the rest of the car looks great, when can I get mine…

Its hard to read. They should put the display in the center like the EV1 upper top or some status lights.

The white center has to go way too fugly make is stainless or black/gray..

The doors need some more design to them but seeem nice

Overall its ok just need some tweaks.

Solutions offered so far on this string have been.
1. Two speed electric motor [nasaman]
2. Continuous Variable Transmission [EngTech]
3. Computer control of current through AC controller — feedback system involving accelerometer IC’s [carcus]
4. Computer control of current through AC controller — feedback system involving car speed (only) [JEC]

Nasaman #87,

My guess is that the volt often times (and in particular, low speed situations) will have too much torque (and current flow) available, causing both jerkiness and low electricity economy for the driver.

To solve this problem you’d need a transmission or substitute.

Solutions offered so far on this string have been.
1. Two speed electric motor [nasaman]
2. Continuous Variable Transmission [EngTech]
3. Computer control of current through AC controller [carcus]

You’d have to have some sort feedback loop in any of these solutions. (sensing torque, speed, and probably much more)

Accelerometer ICs and software seem to have the most potential to me; but would, admittadely, require miles and miles of programming to be written.
If they were doing something like this, I would hope the software and hardware on the volt would be easily upgradeable. As a volt v1.0 buyer, I wouldn’t want to find myself in an obsolete piece of equipment a few versions later.

Accelerometers may indeed be to tricky for this scenario, but electronic torque sensors aren’t simple either.

What was Tesla’s big production problem, again?

“Anyway, I am really mixing two different characteristics, one dealing with G force calculations and one dealing with motor torque.”

————————-

It would seem to me that g force and torque become directly related when trying to maximize economy (of electricity or fuel).

This subject seems somewhat related to when INS (using very expensive accelerometers) got replaced by GPS.

“Anyway, I am really mixing two different characteristics, one dealing with G force calculations and one dealing with motor torque.”

——————————————

It would seem to me that g force and torque become directly related when you’re trying to maximize economy ( of electricity or petrol)

This subject seems somewhat related to how INS (with very expensive accelerometers) was the best thing going until GPS came on line.

My guess is that the volt often times (and in particular, low speed situations) will have too much torque (and current flow) available, causing both jerkiness and low electricity economy for the driver.

To solve this problem you’d need a transmission or substitute.

Solutions offered so far on this string have been.
1. Two speed electric motor [nasaman]
2. Continuous Variable Transmission [EngTech]
3. Computer control of current through AC controller [carcus]

You’d have to have some sort feedback loop in any of these solutions. (sensing torque, speed, and probably much more)

Accelerometer ICs and software seem to have the most potential to me; but would, admittadely, require miles and miles of programming to be written.
If they were doing something like this, I would hope the software and hardware on the volt would be easily upgradeable. As a volt v1.0 buyer, I wouldn’t want to find myself in an obsolete piece of equipment a few versions later.

Accelerometers may indeed be to tricky for this scenario, but electronic torque sensors aren’t simple either.

What was Tesla’s big production problem, again?