Or do what the classic Prius does: It *can* drive pure electric for a few miles, but if you want A/C then the engine must be running, since the AirCo compressor is in the usual place, on the serpentine belt, powered by the crankshaft pulley together with the water pump. Later Prius have electric AirCo. The Prius computer even stops/starts the engine for the AirCo, so it is not only the electric clutch on the compressor being powered, but even the entire engine that cycles on/off with the AirCo demand.
Soo - if there is a traditional AirCo solution for your car, that may be the way to go, even after making it a Hybrid. Cor van de Water Chief Scientist Proxim Wireless Corporation http://www.proxim.com Email: cwa...@proxim.com Private: http://www.cvandewater.info Skype: cor_van_de_water Tel: +1 408 383 7626 -----Original Message----- From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of Ben Goren via EV Sent: Saturday, August 02, 2014 2:47 PM To: jerry freedomev; Electric Vehicle Discussion List Subject: Re: [EVDL] Hybrid Mustang: AC or DC? On Aug 2, 2014, at 7:51 AM, jerry freedomev via EV <email@example.com> wrote: > Both classicautoair and vintageair make period some even stock A/C units for yours. Thanks, Jerry, for those references. They're going on the short list of options, especially in light of subsequent posts. On Aug 2, 2014, at 8:06 AM, Roland <e...@msn.com> wrote: > What I did was install all the accessories off a separated aluminum mounting accessories mounting plate that are use on some engines. Were I going a traditional BEV route, with the electric motor going in the same general physical space as the V8 currently is, that'd probably be an ideal solution. But it seems likely that, one way or another, the electric motors are going to wind up on the underside of the car somewhere below the cabin, so a physical coupling to an auxiliary shaft probably isn't going to be practical, alas. On Aug 2, 2014, at 9:52 AM, Willie2 via EV <firstname.lastname@example.org> wrote: > Here is a cautionary tale of conversions and air conditioning. Thanks for that, Willie. It's a splash of cold water that's making me think that any sort of electric solution is going to have to beat just turning on the V8 and letting it idle to power the air conditioner, even in electric mode. That'll require the ability to decouple the accelerator pedal from the carburetor as discussed yesterday, but that's likely something that'll need to be done regardless. (Another thought on that is a wireless electronic throttle on the carb, though there's a lot to be said for something mechanical.) On Aug 2, 2014, at 1:18 PM, EVDL Administrator via EV <email@example.com> wrote: > On 2 Aug 2014 at 6:48, Ben Goren via EV wrote: > >> I'm now leaning towards insulated battery boxes with Peltier coolers. > > I don't follow trends in that world, so maybe there've been some dramatic > improvements in Peltier device efficiency. I'll admit that I know of no such advances, and was simply guessing that beer cooler cooling capacity would likely be good enough for batteries, considering most people don't cool batteries at all. I likely wouldn't be worried about active cooling for batteries were it not for the fact that I'm in Arizona. Maybe I should start over: _should_ I be worried about active cooling for batteries? And, if so, what're good ways to go about it? On Aug 2, 2014, at 1:18 PM, EVDL Administrator via EV <firstname.lastname@example.org> wrote: > On 2 Aug 2014 at 11:52, Willie2 via EV wrote: > >> I'm eager to hear of conversion air conditioner success stories. > > Solectria vehicles retained the factory Geo Metro aircon system, and drove > the compressor with a small (1hp?) DC brushless motor and controller. The > system seems to have been robust and reliable, if somewhat noisy. It used > about 1500 watts from the traction battery. That's an interesting thought. If I have the math right, that's all of 7 - 10 amps at the 144 volts I'm planning on for the traction battery. And, for long trips that would run down the traction battery, I could always (once I've got all the programming figured out) run the regen on the motors (with motive power, of course, coming from the V8) at just enough load to power the air conditioner. I'll have to work some numbers with the power requirements for those Classic Auto Air and Vintage Air units Jerry suggested. On Aug 2, 2014, at 2:00 PM, Marion Hakanson via EV <email@example.com> wrote: > How about getting the air-conditioner from a wrecked Leaf? Hadn't thought of it. That, too, is going on the short list -- and other modern BEVs and PHEVs, too, I suppose. Thanks! > It's pretty surprising how much power the Leaf heater draws. Fortunately -- or not -- heating isn't much of a concern here in Arizona. Quite the opposite, in fact.... A wimpy, underpowered ceramic heating option may well meet the 80 / 20 rule, with the V8 providing heat as a fallback in those very rare circumstances that I might need more than what a small heater plus a jacket would take care of. For that matter, no heater at all is probably "good enough," at least initially. Thanks again, everybody, for all your help! 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/20140802/defb 7f3c/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) _______________________________________________ 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)