TF EV - Revision history

Foretony at 00:43, 29 October 2014

2014-10-29T00:43:31Z

Foretony: /* Generator Vendors */

2013-03-28T03:39:46Z

Generator Vendors

Foretony: /* Electricity costs */

2012-03-07T18:35:32Z

Electricity costs

Foretony at 17:29, 17 December 2011

2011-12-17T17:29:09Z

Foretony at 17:21, 17 December 2011

2011-12-17T17:21:40Z

Foretony at 22:10, 24 July 2011

2011-07-24T22:10:51Z

Foretony: /* Fule consumption */

2011-05-21T05:01:16Z

Fule consumption

Foretony: /* Fule consumption */

2011-05-21T04:37:28Z

Fule consumption

Foretony: /* Chevy Volt Generator operation */

2011-05-21T04:35:48Z

Chevy Volt Generator operation

Foretony: /* A posting about miles/charge */

2011-05-21T04:14:14Z

A posting about miles/charge

← Older revision		Revision as of 00:43, 29 October 2014
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	http://www.diyelectriccar.com/		http://www.diyelectriccar.com/
		+
		+	[[TF_EV4x4TruckConversion]]

	[[TF_JeepWrangler]]		[[TF_JeepWrangler]]

@@ Line 106: / Line 106: @@
 http://www.hardydiesel.com/diesel-generators-7-33-kw.html
 =Capacitors=
 ==Electric Double Layer Capacitors==

@@ Line 14: / Line 14: @@
 assume $0.1/kWhr = 10 cents per killowatt hour
 ==Del Sol==
 using the performance documented at http://www.evalbum.com/1250

← Older revision		Revision as of 17:29, 17 December 2011
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	http://www.hardydiesel.com/diesel-generators-7-33-kw.html		http://www.hardydiesel.com/diesel-generators-7-33-kw.html
		+
		+	=Capacitors=
		+
		+	==Electric Double Layer Capacitors==

← Older revision		Revision as of 17:21, 17 December 2011
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	[[TF_JeepTrails]]		[[TF_JeepTrails]]
		+
		+	[[TF_Emotorcycle]]

	=Electricity costs=		=Electricity costs=

← Older revision		Revision as of 22:10, 24 July 2011
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	[[TF_Project_JeV_1989]]		[[TF_Project_JeV_1989]]
		+
		+	[[TF_JeepTrails]]

	=Electricity costs=		=Electricity costs=

@@ Line 92: / Line 92: @@
 Right now, as per Rob Peterson of GM, “the engineers are still working out the optimum charge cycles and control systems”. As per Bart Riley of A123, “The key will be to achieve the life target for the battery across the all operational requirements (temperature, cycling, storage, SOC range)”.
-==Fule consumption ==
+==Fuel consumption ==
 A 30 kW Diesel generator consumes 2.2 gallons per hour

← Older revision		Revision as of 04:37, 21 May 2011
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	A 30 kW Diesel generator consumes 2.2 gallons per hour		A 30 kW Diesel generator consumes 2.2 gallons per hour
		+
		+	==Generator Vendors==
		+
		+	http://www.hardydiesel.com/diesel-generators-7-33-kw.html

← Older revision		Revision as of 04:35, 21 May 2011
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	Right now, as per Rob Peterson of GM, “the engineers are still working out the optimum charge cycles and control systems”. As per Bart Riley of A123, “The key will be to achieve the life target for the battery across the all operational requirements (temperature, cycling, storage, SOC range)”.		Right now, as per Rob Peterson of GM, “the engineers are still working out the optimum charge cycles and control systems”. As per Bart Riley of A123, “The key will be to achieve the life target for the battery across the all operational requirements (temperature, cycling, storage, SOC range)”.
		+
		+	==Fule consumption ==
		+
		+	A 30 kW Diesel generator consumes 2.2 gallons per hour

← Older revision		Revision as of 04:14, 21 May 2011
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	Id say the tracker would be 2x the force for watt hours a mile.		Id say the tracker would be 2x the force for watt hours a mile.
		+
		+	=Chevy Volt Generator operation=
		+
		+	After a lengthy and healthy discussion about costs of driving the Volt we needed to know at what battery state of charge (SOC) the onboard generator would kick in. GM was kind enough to let us know that was intended to be 50%.
		+
		+	The next question to arise was that once the generator started at what SOC would it stop again as the car continued to drive.
		+
		+	Once again GM has been very helpful and informative and tells us the answer is 80%.
		+
		+	So what do these numbers mean? Mainly it tells us they wish to be very conservative with the batteries. Although A123 Li-ion cells are very robust and can handle repetitive deep discharges to below 20% and up to 100% again, up to 7000 times, GM clearly doesn’t want to take any chances with this very expensive (and possibly leased hardware). By keeping it in this limited range, the hope will be increased reliability and longevity I would have to assume.
		+
		+	Lets see what happens when one drives the Volt.
		+
		+	For the first 40 miles, as we’ve discussed, the battery will drain from full (16 kWh energy) to 50% (8 kWh), this 8 kWh will cost you roughly 85 cents in electricity. If you drive that distance or less, NO GAS.
		+
		+	If you keep driving, the generator will start. It will generate 53 kW of electricity. It needs to restore the pack by 30%, which is 4.8 kW, that would take ~5.4 minutes if the generator was only charging the battery. But at the same time, as the car continues to drive, the battery would continue to drain, so the generator would have to run longer.
		+
		+	GM estimates that in this condition, the combustion engine would provide 50 mpg efficiency.
		+
		+	From what engineering experts in the PHEV/EV field tell me, the battery pack, electric engine, and generator are all on the same bus (not yellow or greyhound folks), which means that one can have current flowing into the battery from the generator at the same time it is leaving to run the powertrain.
		+
		+	This is great stuff, and an engineering process never before witnessed by humankind. Let’s hope it works.
		+
		+	In the coming weeks GM will have the Volt “mules” (cobbled-together, rough and ugly engineering experimental prototypes) up and running with the first gen A123 packs (and CPI). Then these issues will be testable under driving conditions.
		+
		+	Right now, as per Rob Peterson of GM, “the engineers are still working out the optimum charge cycles and control systems”. As per Bart Riley of A123, “The key will be to achieve the life target for the battery across the all operational requirements (temperature, cycling, storage, SOC range)”.