Revenge of the Electric Car

3 Comments

1. Roland E. Wiench
   Posted February 27, 2009 at 7:03 pm | Permalink

   I been driving EV’s since 1976 everyday in now matter what weahter from -33 F. to 105 F through rain, a foot of snow up and down very ice glaze hills with no problem and sometime’s never miss a days driving for a ten years at a time.

   Did many modifications and upgrades as time went on. Install a maxtrix of indicators and control systems to see the data of every circuit and can transfer out a defective circuit or system by a array of selector-transfer switches.

   At one time, I experimented with a hybred system by using a GM V-6 driving through a GE-11 motor where the engine could either come on line helping the motor out if the maximum current of the motor is met. Also the motor may help out the engine if the engine load is at a selected level. This work great for a mountain driving of which I had to travel for about 5 years. I then converted it back to pure electric for a more city type of driving.

   Looking at my Website, you will see the next change I will do. This is a spare DC GE-11 motor that will have a GM TH-400 automatic transmission that is bult up by tci-com for me. It is a very HD type that has to be shifted like a manual. Has no torque converter which the 1st gear overall ratio is over 16.0:1 which will allow me to stay in one gear for all my city driving up to 35 mph.

   If you look at the accesory drive unit that is about 8 inches in front of the motor. The motor pilot shaft can be direct connected to the drive pulleys by a electric clutch that is activated every time I let up on the accelerator. This allows direct some type of REGEN directly to the accessory drive, instead of trying to rewire the controller and motor for REGEN to the batteries.

   The motor and battery are at 0 amps during this type of REGEN to the accessory drive, which in turn are still generating 14.5 VDC and 120 VAC 60 HZ at 6KW.

   At any time the accelerator is press down, then the main motor is disconnected from the accessory drive and then several small accessory drive motors take over that comes from the pack of DC-DC converters.

   I do not use a DC-DC converter to keep a accessory 12 volt battery charge on this last modification. I am using a inverter-alternator, which can supply 13.5 to 16 volts to a 135 AH deep cycle battery that can be discharge down to 50% State of Charge (SOC) and at the same time can supply 110 VDC at 7Kw that can be inverted to 120 VAC 60 hz at 6KW.

   The 120 vac system is use for three electric heaters. One is a 1000 watt inline engine heater for a diesel rig that provides hot water heat to the existing heater cores. There are two under dash cab heaters in the passenger compartment.

   It is ideal to use 120 vac heaters, pumps and fans, is that I can preheat the EV about 15 minutes before I leave. This is accomplish by using a selector switch as a transfer switch to either selection the on board inverter or commercial power.

   The motor controller is by Cafe Electric which is a 1000 amp rated control for any battery voltage from 12 volts to 300 volts. Can be program for low voltage indication and/or limits, ampere limits, motor rpm limits, and temperature limits. It also has output indicators for motor rpm to a standard tachometer. There is others control outputs for duel parrallel or duel series motor drives.

   The battery charge is a PFC-50 charger (Power Factor Control) that can be program to charge any battery from 12 volts to 425 volts. Will charge any type of battery from a standard lead or deep-cycle lead to AGM, GEL, Li-Ion or any type of battery. It has a control out plug in buss for Battery Balancing System if required.

   The batteries that are use at the present which is the third set I had since 1976 are Trojan T-145 6 volt 260 AH which was install in 2002. These should last me to at least 2012. My next set of batteries will be 1000 lbs less in weight and planing to use a super capacitor made by Tavrima at http://www.tavrima.com/heme.html that will be in parallel with the battery pack. This technic is to reduce the voltage sag of the batteries which are made up by the super capacitor during acceleration. This technique allows a longer battery life.

2. Ian Gray
   Posted February 27, 2009 at 9:49 pm | Permalink

   I had aimed to publish a guide to kitcars for electric drive but of the 223 manufacturers contacted one answered not the best ratio, I then considered asking those who are, thinking of , or tried and threw it in the parts bin to contact me but when I put this to the EV Digest they knocked me back as outside their guidelines which is ok, but would you permit me to canvass your members and readers for their experiences.
   If you agree please contact me and I will post a formal request
   Ian R Gray

3. admic
   Posted January 5, 2010 at 1:15 pm | Permalink

   1ickCr =)))))0000000(((((=