Ben, I hate to say it but two year old Volts are available for $14k to your project has been "Trumped" with the economy of used cars and you cannot beat the price with a home built hybrid ...
Dennis Lee Miles (*[email protected] <[email protected]>)* * Founder: **EV Tech. Institute Inc.* *Phone #* *(863) 944-9913 (12 noon to 12 midnight Eastern US Time)* *Educating yourself, does not mean you were **stupid; it means, you are intelligent enough, **to know, that there is plenty left to learn!* * You Tube Video link: http://youtu.be/T-FVjMRVLss <http://youtu.be/T-FVjMRVLss> * On Mon, Jul 28, 2014 at 9:40 AM, Ben Goren via EV <[email protected]> wrote: > On Jul 24, 2014, at 8:31 PM, Ben Apollonio <[email protected]> wrote: > > > For your hybrid application, I'd go with the AC. One word: regen -- > without it to recharge the battery, "hybrid mode" is of little benefit; > better to just disengage the motor altogether. > > I've been leaning towards AC since the beginning. I figure the biggest > benefit from the electric motor will be with acceleration; if the electric > motor does all that heavy lifting and then lets the V8 deal with cruising, > that alone should be substantial. Along those lines, even if braking > doesn't recover enough via regen to keep the batteries from emptying, an > intelligent controller could apply minimal regen drag while cruising to > provide just enough charge for accelerating from the next stop light -- > and, again, only when the batteries are close to empty. And, with a > *really* intelligent controller, I could punch in my expected trip > distance, and it could adjust how much electric assist to give accordingly > -- lots for shorter trips, less for longer ones. > > > However, running slow comes at the expense of the torque multiplication > in your gearing; ultimately, you'll be running the motor hot in a > low-efficiency region. > > That's what I'm gathering is the problem with direct drive -- not that the > motors don't have enough power, but that they're not electromechanically > efficient at low RPMs, and that translates into shorter range and more > heat. Or, you *can* do direct drive with most any motor, but it's going to > suck battery charge and lessen the motor's lifespan. And, conversely, dual > motors work better in such situations because the load and head is spread > between the two. Does efficiency go back up with dual motors, or is it just > a matter of preventing overheating? > > > As for the hybrid mode, I would strongly encourage you to take it > incrementally, because the controls will be a challenge and you don't want > to be kept off the road while you figure it out. > > I think...that's an excellent suggestion. And the first hybrid mode can > even be as simple as just turning on both systems at the same time. > > > The vacuum sounds like a good idea, but my gut says you'll need inputs > from the throttle too. You'll almost certainly require a control processor > (possibly Arduino, possibly more powerful). > > Collin has pointed me to GEVCU, an Arduino-based open source vehicle > control project. I'm thinking the second hybrid mode is the same as above, > but with GEVCU tapped into the lines and monitoring everything. Step three > is to show what GEVCU thinks it would do with the throttle, and step four > to actually wire it in so it can do its thing. > > > Since you're using the existing engine instead of an undersized one that > relies on the electric boost, and since your motor is fixed on the > driveshaft (meaning you can't regen without also burning energy in > compression braking), I think the fuel efficiency gains will be limited. I > would say you should think of it more like a Honda Civic hybrid than like a > Chevy Volt/Prius, except it will have the ability to fully disengage the > engine for EV-only drive. > > Actually, because of that fully electric mode, I'm expecting actual fuel > economy to be superlative. The main battery options left on the table are > 144V / 10 Ah / 10C, which perfectly match the AC-51's specs with a 14.4 kWh > capacity. The back-of-the-envelope suggests that that should be in the > range of 30 miles or so, which is going to cover most of my driving. And if > I can get it so that the controller uses the whole battery over longer > hybrid-mode trips, then, for example, a 60-mile trip would get at least > twice the mileage with the system as without -- presumably, more than > twice, because the electric motor would be doing its thing at times the V8 > would otherwise be at its least efficient. All-day trips wouldn't see > monumental efficiency gains, but I don't do very many of those. > > b& > -------------- next part -------------- > A non-text attachment was scrubbed... > Name: signature.asc > Type: application/pgp-signature > Size: 801 bytes > Desc: Message signed with OpenPGP using GPGMail > URL: < > http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20140728/1229f841/attachment.pgp > > > _______________________________________________ > UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub > http://lists.evdl.org/listinfo.cgi/ev-evdl.org > For EV drag racing discussion, please use NEDRA ( > http://groups.yahoo.com/group/NEDRA) > > -------------- next part -------------- An HTML attachment was scrubbed... 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