pbui19
Posts: 139
Joined: Tue Jan 07, 2014 12:17 pm

Re: Range extender !

Tue Aug 04, 2015 9:12 am

Does any body know how Siai connected his fast DC charging ? can that same connection used to augment DC power while driving ? causing the computer to think the car is going down hill or a gradual down grade ?

I am thinking of a setup of towing a small diesel 1-cylinder generator, adding electrical charge while driving to extend the range. The idea of using diesel is that I can also use veggie oil.

Just dreaming right now, as I have to wait until through the warranty period, unless i get my hand on a crashed iMiev

PV1
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Re: Range extender !

Tue Aug 04, 2015 10:04 am

I think at first, he tapped the HV bus in the motor drive inverter. Later on, he swapped out the CHAdeMO port with an Anderson connector and manually applied 12 volts to the QC contactors. If it worked for stationary charging, it'll work for tying in a generator (the method he used required the car to be READY).

I attempted the diesel genset idea. I couldn't find an affordable option for a DC generator (or even rectified 3-phase) at the voltage level required (350 volts DC).
"Bear" - 2012 Diamond White Pearl ES with QC - 2/21/2013
Solar-powered since 10/10/2013

"Koorz" - 2012 Cool Silver Metallic ES with QC - 1/5/2015

2017 Bolt EV LT in Orange with QC - 7/31/2017

Driving electric since 2-21-2013.

DonDakin
Posts: 376
Joined: Wed Aug 15, 2012 7:10 pm

Re: Range extender !

Sun Jul 23, 2017 1:14 pm

Found this recently, Looks like an inverter with a low voltage (12-48) ? volt pack running the standard charger in Europe.


https://youtu.be/NlZ6BOzn41g

Don.....

jray3
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Re: Range extender !

Tue Jul 25, 2017 11:57 am

Interesting, but I don't see it as very practical. If stopping for an L1 recharge, it is easy enough to find an outlet and not take the penalty for hauling extra batteries on the journey. But, the small battery and inverter could appeal so some campers, preppers and off-grid tiny home denizens. If stranded far from an outlet, another motorist with a rope will become your best friend for a few miles of forced regen.
2012 i-SE "MR BEAN" 87,000 miles
2012 i-ES traded at 21,648 miles
1983 Grumman Kurbwatt,170 kW, 32 kWh
1983 Mazda RX-7 EV 43 kW 10 kWh
1971 "Karmann Eclectric" EV 240 kW 19 kWh
1965 Karmann Ghia Cabriolet

PV1
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Re: Range extender !

Wed Jul 26, 2017 9:31 am

So, I've been thinking about how we could gain some extra miles when only 120 volts are available. For a couple grand, one could take two Tesla Model S battery modules in series, a 1,000 watt lithium ion charger like this one (http://www.batteryspace.com/smart-charg ... isted.aspx), and a 48 volt pure sine wave inverter like this one (http://invertersrus.com/product/aims-pi ... w48v240vs/) and add 10 kWh of extra on-board energy.

How this works is that the charger plugs into the 120 volt outlet to provide 1,000-1,200 watts to the Tesla modules. The inverter pulls from the modules and feeds the car 240 volts, so it charges at 3 kW. The Tesla modules discharge at about 2,000 watts and would last about 5 hours, just about the right amount of time to fully recharge the I-MiEV. If the Tesla modules deplete, the inverter goes into low voltage shutdown and the car stops charging, but the 120 volt charger continues and starts recharging the Tesla modules automatically. If the car finishes before the modules deplete, then the modules also continue charging until unplugged or full. If two separate, but close, 120 volt circuits are available, then the car and modules could be simultaneously but separately charged at level 1 speeds each.

It would take 10 hours to fully recharge the modules on their own.

Pretty similar to the idea in the video, but with the benefit of making use of a 110 outlet while charging the car with stored energy. It's not an efficient setup for everyday use, but for someone like me that makes occasional trips to job sites where only 110 is available, it could be handy as a range extender. Plus, all that heat from the inverter and charger would keep the interior warm while parked in the winter.

(Theoretical setup. I do not claim that this will work as I haven't tested it, but do so at your own risk if you follow through)
"Bear" - 2012 Diamond White Pearl ES with QC - 2/21/2013
Solar-powered since 10/10/2013

"Koorz" - 2012 Cool Silver Metallic ES with QC - 1/5/2015

2017 Bolt EV LT in Orange with QC - 7/31/2017

Driving electric since 2-21-2013.

jray3
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Re: Range extender !

Thu Feb 22, 2018 2:28 pm

As I have a salvaged i-MiEV pack on standby, the olde idea of a second trailer-mounted pack is teasing me, and whaddaya know, something useful and relevant popped up on EVTV! Jack connected two 85 kWh TESLA packs together, one at low state of charge and the other high.
EV Drag racers used this technique many years ago, dubbed "dump charging". Sure enough, EVen with a 55V diffferential between the packs, amps remained quite manageable and the packs equalized their states of charge in a civilized manner.
Image
So, I'm encouraged about the chances of running a range pack in parallel with the OEM pack without any fancy controls. Every so often, one ought to switch the BMS connections to let the range pack equalize and take some CanIon snapshots, but many folks have evidence that LiFePO4 battery packs tend to stay in balance for quite a long time without a BMS.

Full EVTV post at http://evtv.me/2018/02/trump-tarrif-internet-wonderland-alice-joins-metoos/
2012 i-SE "MR BEAN" 87,000 miles
2012 i-ES traded at 21,648 miles
1983 Grumman Kurbwatt,170 kW, 32 kWh
1983 Mazda RX-7 EV 43 kW 10 kWh
1971 "Karmann Eclectric" EV 240 kW 19 kWh
1965 Karmann Ghia Cabriolet

GdB
Posts: 142
Joined: Tue Aug 12, 2014 4:06 pm

Re: Range extender !

Thu Feb 22, 2018 8:38 pm

jray3 wrote:As I have a salvaged i-MiEV pack on standby, the olde idea of a second trailer-mounted pack is teasing me, and whaddaya know, something useful and relevant popped up on EVTV! Jack connected two 85 kWh TESLA packs together, one at low state of charge and the other high.
EV Drag racers used this technique many years ago, dubbed "dump charging". Sure enough, EVen with a 55V diffferential between the packs, amps remained quite manageable and the packs equalized their states of charge in a civilized manner.
...
So, I'm encouraged about the chances of running a range pack in parallel with the OEM pack without any fancy controls. Every so often, one ought to switch the BMS connections to let the range pack equalize and take some CanIon snapshots, but many folks have evidence that LiFePO4 battery packs tend to stay in balance for quite a long time without a BMS.


I'm very skeptical that the discharged battery can end up with more than 50%, it defies logic, especially since there will be a lot of resistance losses during the initial peak current phase. The GS Yuasa LEV50 and LEV50N battery data available on the internet could be used to estimate this dump charge in an Excel spreadsheet.

Perhaps connecting the OEM pack in parallel with the salvage pack would work better. The range, battery meter, etc software would probably get confused by the 2X capacity, but otherwise I don't see why it would not work.
My EVs: Mitsubishi Zero (2012 Mitsubishi i-MiEV and 2014 Zero S 11.4 Motorcycle)

PV1
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Re: Range extender !

Fri Feb 23, 2018 9:22 pm

The discharged pack started at 30% charge, so if the other one was at 100%, then the pack's equalizing at 62% is reasonable. The low pack gained 32%, so the high pack had to lose at least 35%, which would put it at 97% starting charge at a minimum, which is where it looked like it started.

3% of an 85 kWh pack is 2.55 kWh, which is a fair amount of heat.

I would be very interested to see how the RR gauge handles 32 kWh of battery. I guess we'd find out if 109 miles is the upper limit.
"Bear" - 2012 Diamond White Pearl ES with QC - 2/21/2013
Solar-powered since 10/10/2013

"Koorz" - 2012 Cool Silver Metallic ES with QC - 1/5/2015

2017 Bolt EV LT in Orange with QC - 7/31/2017

Driving electric since 2-21-2013.

Gencis
Posts: 13
Joined: Fri May 04, 2018 2:45 am

Re: Range extender !

Thu Jun 07, 2018 11:16 pm

I am planning some longer trip with Imiev in the region where are big distances between charging stations and was thinking to add few batteries and inverter on board in case I will run out of juice.
But as I not very good in electronics and electris, I got confused in calculating of required batteries.
For inverter I am thinking to use PowerWalker Inverter 5000 PSW or simillar.
But what about the battery. For example if I need 3 kWh to charge, what battery capacity I need.
I would use 4 batteries 12 V or 2 batteries 24V.
Current will be 16 A.
How many Ah batteries should I choose?

JoeS
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Re: Range extender !

Fri Jun 08, 2018 3:01 am

Gencis, when we first got our i-MiEVs, many of us contemplated carrying around some spare 'fuel', just in case...
Although I once threw in my 48v LiFePO4 pack and an inverter into my i-MiEV so I could charge my Sparrow at an EV car show, I've never actually done something like this for peace-of-mind during an extended i-MiEV trip.

Before I start, first a question: when you say 16A, I assume you mean at 220vac and not 48vdc? For the i-MiEV, it's probably closer to 13A at 220vac. If you meant 16A at 48vdc, that's 768W, which is pretty slow...

To answer your question, you desire to charge the i-MiEV utilizing a 48v trunk-mounted battery bank through a 48vdc --> 220vac inverter and put about 3kWh into the car which means running the i-MiEV charger for about an hour from the 48v battery --> inverter --> portable EVSE.

Guestimating our losses at around 25%, you'd need to start with about 4kWh if you're going to deplete that 48v battery completely (not a good idea). So, 4000Wh/48v = 83Ah

Four Group 27 lead-acid batteries in series weighing 29kg (64lbs) each might do the job. Let's see...

Current draw on that 48v battery would be also on the order of 4000W/48v = 83A. :shock: That's awfully high...

I doubt that the battery bank would last an hour at this rate. See, for example, this Trojan battery spec:
http://www.trojanbattery.com/pdf/datasheets/27AGM_Trojan_Data_Sheets.pdf

All that, just to gain an extra 12 miles (20km), at best, in that one hour. Nasty weight penalty, and I wouldn't be surprised if this setup poops out before the hour has passed so you probably need to go to a larger battery size. Ouch!

Perhaps these few numbers show that it might not be a good idea, at least with lead-acid batteries. Somebody please check my math. :geek:

I, personally, would be inclined to save myself the money and significant weight and simply practice my hypermiling skills. We have a saying around here: our range is whatever we want it to be, and drive accordingly. I can get an extra 20km simply by slowing down, and not all that much.

May I suggest that you plan your trip meticulously and identify places where you can stop to charge. I just looked on PlugShare and you seem to have excellent EV charging coverage in Lithuania. 220vac is your standard wall voltage, so all you need is a sympathetic restaurant owner as you stop for a long lunch...
EVs: 2 Wht/Blu SE Prem., '13 Tesla MS85, 3 156v CorbinSparrows (2 Li-ion), 24v EcoScoot(LiFePO4)
EV Conv: 156v '86 Ram PU, 144v '65 Saab 96
Hybrids: 48v1kW bike
ICE: '88 Isuzu Trooper. Mothballed: '67 Saab (orig.owner), '76 MBZ L206D RHD RV

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