The failure of the Electric Vehicle movement is not considering all technology that is available to extend the distance of EV’s to 500 Miles. 500 Miles is the base distance required for any EV before it is considered Viable by most drivers on the road.

This is not something to scoff at when it comes to the 500-mile mark of Electric Vehicles.

While many left-wing politicians are suggesting a carbon tax, we need to look at the fact that the average EV has less moving parts than a regular Internal Combustion Engine. You don’t need hundreds of parts and pieces that need to be machined, and build for an internal combustion engine.

The problem has been viability and distance when it comes to EV’s and they need to hit the 500-mile mark before they are considered a viable replacement by the general public.

While many in the EV community think we need bigger batteries and better batteries alone and that will solve the problem on its own is where we are coming up against current battery technology. There is only so much weight you can add for batteries before it becomes a waste. So the alternatives need to look at alternative methods of extending the distance you can get on a single charge for an EV.

The question has always been about the viability of having a transmission in an EV. Many EV enthusiasts will argue against a transmission as added weight and why do you need to slow the engine down when it can do 10,000 RPM.

This applies the same idea to an EV that we use for an ICE engine, the lower the RPM the better the torque and the smoother the engine runs, but in the case of an EV, lowering the RPM lowers the draw on the battery.

Lowering the draw increases the length of the battery life, and thus the distance. People in the EV community fail to realize just because the motor can spin to 10k RPM does not mean it has too.

Gears and transmissions, and gear ratios would solve this issue. If you spin an electric motor at 10k RPM you get a higher draw on the battery and less battery life, and you kill the life cycle of your battery quicker. By lowering the RPM’s we lower the draw on the battery. If we say between 1500 to 2500 RPM we now lower the draw on the battery significantly if we can come up with a transmission designed for EV’s.

Lowering the RPM to a constant RPM also creates what is called a consistent draw. What that does is creates a draw that is always the same on the battery, which in turn will increase the life of the battery instead of fast and slow draws and sudden spikes on the battery with our current EV’s are designed. This is where damage to the EV battery system happens due to a lack of a transmission to adjust the RPM’s of the motor to lower the draw on the battery.

Many enthusiasts have the thinking is that a transmission adds weight and that is will just sap the energy out of the system and lower your mileage. What many of these naysayers fail to take into the account of their thinking is that lowering RPM increases battery life and distance that would be able to be traveled.

Even with a new design for a transmission, which is what will be needed as you don’t need gear shifters in an EV with an EV transmission, because the electronics would know which gear to change to without much concern. This would all be handled by the electronics, no mechanical gear shift required.

The fact remains is a transmission would add weight, but at the same time would that weight be balanced out by the lower RPM of the engine and the increased torque.

You can adjust gear ratios along the way to ensure that gearing is seamless, and with an electronic gear shifting vs an automatic, or standard, you would have a smoother shift than you would with the current technology employed today.

Now let’s move on to ultracapacitors, this is where we can extend the range of the vehicle by using ultracapacitors with regen breaking. Ultracapacitors have the ability to take in a fast high capacity charge, which would then allow the breaks to be used to regenerate a large amount of power and use that power to charge the batteries.

With technology and programming, we can ensure that the max power charging for ultracapacitors, but limit the max power that is able to be exited from the ultracapacitors so we don’t burn out the system.

When we put ultracapacitors into the mix with regen braking and put it in front of the battery for charging until they are full and then charge the battery, you can then use the power in the ultracapacitors to drive the car before returning to the power in the battery.

Now here is the thing, with regen breaking with ultracapacitors and regen breaking on all four tires, you end up with the ability to charge faster, and thus this allows the system to be able to be programmed and designed with glide or slight regen slowing the car down up to 10 mph while charging the ultracapacitors and then using that power to charge the battery. This is what they used to call hypermiling.

With ultracapacitors in the mix, you can set the system up to use the ultracapacitors to drive the car as well as use it to charge the battery when it is breaking and if there is a full charge. This would allow for onboard charging of the battery while you are using the ultracapacitors to drive the car.

Now as I talked about before with having a transmission, this is how you can increase the length and distance of the ultracapacitors by having a transmission.

By lowering your RPM down to say 2000 RPM for example, you are not running the motor at say 6000 rpm to drive at highway speed, by lowering your draw by having a transmission you now are increasing your range.

Currently, companies are working on battery configurations that are getting out to 200-300 miles a charge, but in order to hit the magic 500 miles a charge, we’re going to have to get into the idea that we are going to have to bring a few technologies into the mix to solve this problem.

Now I want to break down how an ultracapacitor would help in the city where most EV owners are going to live. And as the environmentalists that they are they will want to not charge their car as much as they can get away with it. This is how ultracapacitors can help. Much of the stop can go traffic would result in much of the drive happening using the ultracapacitor and not really hitting on the battery.

For example, you had a 2kw ultracapacitor bank in your car, in city stop and go traffic you would hardly hit your battery because you would be constantly hitting your breaks, and that energy can be put into power generation you could end up having a mostly full battery.

We know that technology is evolving, and society is demanding that we get off oil and gas, however as part of the choice of getting off of oil and gas, we must also design these vehicles to have a lower environmental impact then we did with Internal Combustion Engines.