https://www.eaa-phev.org/wiki/api.php?action=feedcontributions&user=75.68.199.163&feedformat=atomMy wiki - User contributions [en]2024-03-28T21:58:55ZUser contributionsMediaWiki 1.34.1https://www.eaa-phev.org/wiki/index.php?title=Prius_PHEV&diff=5872Prius PHEV2008-08-15T12:41:01Z<p>75.68.199.163: /* Original CalCars Method */</p>
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<div>{{Prius PHEV Options Summary}}{{TOCright}}<br />
[[Image:Calcars-logo-large.png|right|160px]]<br />
[[Image:Pluginpartnerslogo.gif|right|80px]]<br />
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To this date there have been a number of successful [[Toyota Prius|Prius]] [[PHEV]] conversions beginning with [[User:Rgremban|Ron]] of [[:Category:CalCars|CalCars]] [http://www.CalCars.org] [http://groups.yahoo.com/group/calcars-news] [[PriusPlus History|Original]] [http://groups.yahoo.com/group/priusplus] and current [[PriusPlus]] projects.<br />
Other small startups include the [[PiPrius]] [http://www.PiPrius.com] [http://www.manzanitamicro.com] and [[Hybrids-Plus]] [http://hybrids-plus.com] [http://energysense.com] projects.<br />
[[EnergyCS]] [http://energycs.com/] and their European partner [[Amberjac]] [http://www.amberjac-projects.co.uk/] as well as Canadian [[Hymotion]] [http://www.hymotion.com] have converted numerous Prius PHEVs to this point. [[EDrive]] [http://www.edrivesystems.com] will be offering conversion soon.<br />
The tenth conversion of [[PriusBlue]] was undertaken in public April of 2006 at the [[Inaugural Maker Faire]] to help enhance the documentation and help promote PHEVs in the pacific northwest and midwest.<br />
<br />
At this time there are two common conversion methods for the Prius.<br />
The '''[[#Original CalCars Method]]''' used in Rons [[PriusPlus History]], [[EnergyCS]], [[Amberjac]], [[EDrive]], and [[Hybrids-Plus]] conversions replace the stock battery with a new [[Battery Pack Configurations#Simple|simple string]].<br />
The second '''[[#Hybrid-Pack Method]]''' is used in the new [[PriusPlus]], [[PiPrius]], and by the [[Hymotion]] conversions.<br />
This second method should be easily adapted from the '04+ [[Toyota Prius|Prius]] to the ''Classic'' '00-'03 Prius, [[Ford Escape Hybrid|Escape]], and other [[Hybrid]]s as they use a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]] which uses both a new simple string and the original stock batteries.<br />
The new PriusPlus and the PiPrius projects moved to the '''[[#Hybrid-Pack Method]]''' in order to remedy the [[State Of Charge Manipulation#Charge Limit Conundrum|CCL Conundrum]].<br />
Both types, of course, use a [[Battery Chargers]] to recharge from the grid.<br />
Toyota has stated in no uncertain terms that such a conversions will adversely affect your [[Warranty]].<br />
<br />
The [[Prius PHEV TechInfo]] page has a lot of technical information on the Prius which may be useful when designing a PHEV conversion.<br />
See the [[Template:Terms|Terms]] page is you aren't familiar with some of the underlying principals or acronyms used through the documentation.<br />
Also be aware of the [[Template:Disclaimer|Disclaimer]] should you be considering a conversion yourself.<br />
This [http://www.airlabcorp.com/Prius/priusdisman.pdf PriusDisMan.pdf] ''([[Media:Priusdisman.pdf]] from http://www.airlabcorp.com/Prius/priusdisman.pdf)'' might be handy for its dismantle and safety warnings<br />
<br />
==Prius Conversions Chronology==<br />
For a more detailed chronology of Prius ''(and other vehicle)'' conversions completed since CalCars' first one in November 2004, including pictures, locations and contact information of the owners, see [http://www.calcars.org/where-phevs-are.html where-phevs-are] at CalCars.org.<br />
The Google http://rechargeit.org site has a map of PHEV vehicles, this http://www.frappr.com/phev was an early attempt at mapping PHEV's and EV's, and the http://www.pluginmap.org site has charging stations.<br />
<br />
=== Add A Vehicle ===<br />
Chris Ewert has generously volunteered to collect and organize these lists. Please send him information in the format listed below. Send corrections and updates to chris [at] infolaunch.com (Chris Ewert) and copy to info [at] calcars.org.<br />
* OWNER/SPONSOR Name and URL by CONVERTER<br />
* MONTH/YEAR<br />
* CITY/COUNTY/STATE<br />
* Contact email address *<br />
: ''*(if the contact wants an anti-spam email address like info [at] name.com, please indicate that, or if the contact wants to be unlisted but is still willing to provide that info to CalCars (you won't regret it), please send it with that notation.''<br />
<br />
Please also feel free to edit this page right now with additions or corrections and we'll be sure to forward those changes on the Chris and CalCars.<br />
<br />
=== Current Vehicles ===<br />
per http://www.calcars.org/where-phevs-are.html<br />
:-1. Historic - [[History]] of this website, the EAA, Hybrids, CalCars, Plug-in Hybrids, and more...<br />
:0. 1993-present - [[Dr. Andrew Frank]] from the University of California, Davis and his Team Fate.<br />
# Fall 2004 - CalCars [[PriusPlus History|PRIUS+/Ron Gremban]] by [[User:Rgremban|Ron Gremban]], [[EnergyCS]] and CalCars team<br />
# Mar. 2005 - [[EnergyCS]] by Greg Hanssen, Pete Nortman and team<br />
# May 2005 - Energy CS/Clean-Tech by [[EnergyCS]]<br />
# Sept. 2005 - Amberjac Projects Ltd UK, by ([[Amberjac]]/[[EnergyCS]])<br />
# Feb. 2006 - [[Hymotion]] by Hymotion<br />
# Mar. 2006 - Electro Energy by CalCars and [http://www.electroenergyinc.com/ Electro Energy]<br />
# Mar. 2006 - South Coast Air Quality Management District by [[EnergyCS]]<br />
# Apr. 2006 - CalCars/Felix Kramer by [[EnergyCS]]<br />
# Apr. 2006 - Sacramento Municipal Utility District by [[EnergyCS]]<br />
# Apr. 22-24 - [[User:Rjf|Ryan Fulcher]] of the [[SEVA:|Seattle EVA]] by CalCars and the [[Inaugural Maker Faire|Maker Faire team]]<br />
# May 2006 - City of Santa Monica by [[EnergyCS]], (Los Angeles County, contact rick.sikes [at] smgov.net)<br />
# July 2006 - Pacific Gas & Electric/Bay Area Air Quality Management District by [[EnergyCS]], (San Francisco County, contact sxtg [at] pge.com<br />
# Aug. 2006 - Hourcar by [[Hymotion]], (Twin Cities, MN, contact info@hourcar.org)<br />
# Aug. 2006 - Southern California Edison by [[EnergyCS]], (Los Angeles County)<br />
# Aug. 2006 - South Coast Air Quality Management District #2, by [[EnergyCS]] (Los Angeles County)<br />
# Sept. 2006 - '06 Prius for [http://www.state.co.us/oemc/ State of Colorado, Energy Office] (Denver CO) by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com])<br />
# Sept. 2006 - Manitoba Hydro by [[EnergyCS]], (Winnipeg, Manitoba)<br />
# Sept. 2006 - Veridian Corp. by [[Hymotion]], (Ajax, Ontario, contact dhillsmilligan [at] veridian.on.ca)<br />
# Oct. 2006 - Chelan County (WA) [http://www.ncwctc.com/205.html Advanced Vehicle Initiative]'s "[[WhiteBird]]" was converted with the second [[PiPrius]] kit, (Contact Ron Johnston-Rodriguez: info [at] plugincenter.com or (509) 663-5159)<br />
# Oct. 2006 - Costar Corporation by [[Hymotion]], Annapolis, MD contact kliestenfeltz@costar.com<br />
# Nov. 2006 - Todd Dore of the [http://www.fveaa.org/ Fox Valley EAA chapter], Prius [[GrayPearl]] was converted with the third [[PiPrius]] kit.<br />
# Nov. 2006 - CalCars new [[PriusPlus]] conversion of Sven Thesen's 2005 Prius <br />
# Nov. 2006 - Fairfax County, VA by [[Hymotion]]<br />
# Nov. 2006 - Idaho National Laboratory of US Department of Energy by [[EnergyCS]]<br />
# Nov. 2006 - Idaho National Laboratory of US Department of Energy by [[Hymotion]]<br />
# Dec. 2006 - [http://www.lipog.org/PHEV%20PowerPoint.htm DUAL PWR-PHEV] by Horacio Calvento, Long Island, NY (contact: mrbigh at gmail.com)<br />
# Jan. 2007 - [[User:JimFell|Jim Fell]], Peterborough, England PFC40 conversion with 56 x 90ah Thundersky cells named [[FellUK]].<br />
# Feb. 2007 - Bay Area company by [[Hymotion]] (first car)<br />
# Feb. 2007 - Bay Area company by [[Hymotion]] (second car)<br />
# Feb. 2007 - GreenTomato Cars, ([[Amberjac]]/[[EnergyCS]]), London UK<br />
# Mar. 2007 - Southwestern utility by [[Hymotion]] (first car)<br />
# Mar. 2007 - Southwestern utility by [[Hymotion]] (second car)<br />
# Mar. 2007 - EcoFys, ([[Amberjac]]/[[EnergyCS]]) Maastricht Netherlands<br />
# Mar. 2007 - Jim Tech Ltd, ([[Amberjac]]/[[EnergyCS]]) London UK<br />
# Apr. 2007 - [[User:Cewert|Chris Ewert]], Wheaton, IL - first individual PriusPlus conversion with modified mounting method (contact: chris at infolaunch.com)<br />
# Apr. 2007 - Private early adopter, ([[Amberjac]]/[[EnergyCS]]) Bradford<br />
# May. 2007 - Philippi Family, Houston, TX - PriusPlus conversion with hinged battery box for access to spare tire. [[PriusPlus]] type conversion. [[2007 Maker Faire]] Team [http://HybridPlugs.com HybridPlugs.com]<br />
# May. 2007 - Northern California water agency by Hymotion, contact info to come#<br />
# May. 2007 - '07 Prius for [http://www.lithiumtech.com/ Lithium Technologies] (Plymouth Meeting, PA ) by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) <br />
# May. 2007 - '07 Prius for private individual (Seattle, WA ) by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion3 Conversion3 gallery] PHEV-30<br />
# May 2007 - Private early adopter, ([[Amberjac]]/[[EnergyCS]]) through Toyota dealer, Kent UK<br />
# May 2007 - eacon Energy, ([[Amberjac]]/[[EnergyCS]]) Loughborough UK<br />
# May 2007 - Ecordis/Spinnovation, ([[Amberjac]]/[[EnergyCS]]) Amsterdam Netherlands<br />
# May 2007 - [http://www.nilar.com/index.php?pageID=42&languageID=1 Nilar]s' in house [[PriusPlus]] type conversion.<br />
# July 2007 - [http://www.anl.gov/ Argonne National Labs] - Prius by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion5 Conversion5 gallery] PHEV-30<br />
# July 2007 - Private individual in Rifle Colorado - Prius by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion6 Conversion6 gallery] PHEV-30<br />
# July 2007 - Raleigh NC, [http://www.progress-energy.com Progress Energy Corporation] - 2005 Prius converted by [http://www.avrc.com Advanced Vehicle Research Center] with [[Hymotion]] hardware. (contact: Mike.Ligett (at) pgnmail.com)<br />
# Sept 2007 - Hybrids Plus in Boulder Colorado - Prius by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion8 Conversion8 gallery] PHEV-30<br />
# Sept 2007 - The [[Green Car Company]] delivered their first [[PiPrius]] conversion to King County.<br />
# Oct 2007 - Private individual in Charleston SC - Prius by [[Hybrids-Plus]] ([http://hybrids-plus.com hybrids-plus.com]) [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion17 Conversion17 gallery] PHEV-15<br />
<br />
=== Newest Vehicles ===<br />
<br />
* http://www.autobeyours.com/PHEV.htm - Steves salvaged "imwoody36 special" PHEVs Prii conversion is still a work in progress.<br />
* http://priuschat.com/My-official-Prius-Plus-mods-thread-t26951.html, Jim the latest CalCars conversion done at the [[2007 Maker Faire]].<br />
* http://www.ew.usna.edu/~bruninga/APRS-SPHEV.html Bob Bruninga, WB4APR, APRS Solar PHEV<br />
<br />
==Original CalCars Method==<br />
{{Disclaimer|baronly=1}}{{Clear}}<br />
{|<br />
| valign=top |<br />
This conversion method was originally demonstrated by CalCars which replaces the OEM battery with a new higher capacity [[Battery Pack Configurations#Simple|simple string]] of batteries. Ron's first [[PriusPlus History]] conversion used early proprietary [[EDrive]] technology. A later version of this method by CalCars attempted to exploit the [[State Of Charge Drift]] portion of the vehicles battery management routines in order to accomplish [[State Of Charge Manipulation]] with the use of a [[Battery Tap Emulator]]. However this attempt was unsuccessful due to the [[State Of Charge Manipulation#Charge Limit Conundrum|CCL Conundrum]]. As such further development of the Original CalCars method has been postponed while perusing the [[#Hybrid-Pack Method]] which has now been successfully implemented.<br />
<br />
A number of companies such as [[EnergyCS]], [[Amberjac]], [[EDrive]], and [[Hybrids-Plus]] use this method with custom hardware which replaces the OEM battery management computer in order to dictate the [[SOC]] which is communicated to the rest of the vehicles computers. In doing so these conversions report a higher than normal SOC while in [[Charge-depleting]] mode in order to raise mileage by increasing the electric contribution to motive power. This higher than normal SOC also encourage more stealth mode and enables longer operation in [[Prius EV Mode]]. Once the new higher capacity battery pack is sufficiently depleted the system reports normal SOC values causing the vehicle to return to the normal [[Charge-systaining]] mode of operation just like a stock Prius.<br />
| valign=top |<br />
<center>'''[[Prius PHEV Schematics-CalCars]] are Dormant.'''</center><br />
{{PriusPlus Schematics Small}}<br />
|}<br />
<br />
==Hybrid-Pack Method==<br />
{{Disclaimer|baronly=1}}<br />
The Hybrid-Pack method employs a [[Battery Pack Configurations#Hybrid|Hybrid Battery Pack Configuration]] which has been used in the past as a solution which combines two battery banks in order to mask weaknesses in one or both resulting in a robust overall system. For example a high energy/low capacity and high capacity/low energy battery might be combined resulting in an overall high energy and high capacity resource. [[Hymotion]] was the first to employ this type of configuration followed by the new [[PriusPlus]] and [[PiPrius]] projects. These conversions mask the low capacity characteristics of the OEM battery with a higher capacity battery. While this higher capacity battery also has higher energy, keeping the OEM battery and it's support systems in place eliminates the need for a replacement Battery Management Computer capable of communicating with the rest of the Prius systems. For more core ideas surrounding this method see [[Prius PHEV Battery Options]] for more specific battery information. <br />
<br />
This method exploits the [[State Of Charge Drift]] portion of the OEM battery management routines in order to accomplish [[State Of Charge Manipulation]], but does not utilize a [[Battery Tap Emulator]]. The result is the ability to effectively change the target [[SOC]] from the normal ~60% to higher values which are more useful for [[PHEV]] applications. The [[Prius EV Mode]] can also be utilized for longer durations because SOC Drift is capable of maintaining an acceptable SOC value. A [[CAN]] device is required to acts as a [[Prius PHEV User Interfaces|Prius PHEV User Interface]] and management device. <s>Such hardware/software will need to follow logic similar to that laid out by [[Prius PHEV Pseudo Code]].</s> The Latest [[PriusPlus]] and [[PiPrius]] conversions use [http://www.hybridinterfaces.ca hybridinterfaces] [[CAN-View]] Scantool device which is currently available for 2004 and newer Prius, and may eventually be used in other Hybrids such as the [[Ford Escape Hybrid]]. You can take a look at [[Prius PHEV Photos]] which are available to help visualize parts of the conversion process.<br />
<br />
===Contactor Based===<br />
Ron and CalCars have demonstrated a working contactor and resistor based configuration in a number of vehicles.<br />
<br />
'''See [[PriusPlus]] for the documentation of this type of conversion.'''<br />
* [[Prius PHEV Battery Options#Contactor Based]]<br />
* [[State Of Charge Manipulation#Contactor Based]]<br />
* [[Prius PHEV Schematics#Contactor Based]]<br />
* Documents from 2004 with information and considerations regarding various configurations.<br />
** http://www.forsites.com/CalCars/EAA-PHEV/PriusPlusConfigurations040817rdg.pdf<br />
** http://www.forsites.com/CalCars/EAA-PHEV/PriusPlusConfigurations040817rdg.xls<br />
* '''Good news: a hybrid-battery solution to the CCL conundrum'''<br>Ron Gremban - [[EAA-PHEV_Maillist:2006./5./5]] & [http://autos.groups.yahoo.com/group/eaa-phev/message/187 Y:187]<br />
<br />
===PFC Based===<br />
Rich Rudman of [[Manzanita Micro] (http://www.manzanitamicro.com) and [[User:Rjf|Ryan]] have implemented a conversion using an upgraded [[MM-PFC]]-30, named the PFC40H, as a DC-DC converter and charger. Rich has developed and is offering conversion kits.<br />
<br />
'''See [[PiPrius]] for more details.'''<br />
* [[Prius PHEV Battery Options#PFC Based]]<br />
* [[State Of Charge Manipulation#PFC Based]]<br />
* [[Prius PHEV Schematics#PFC Based]]<br />
<br />
'''Electro Energy''' has successfully demonstrated a PFC based setup with [[SEVA:Ni|NiMH]] during CalCars trip to DC.<br />
* 2006.05.26 - financialnewsusa.com - [http://www.financialnewsusa.com/release.php?rlsid=5262 Electro Energy Participates in Plug-In Hybrid Vehicle Demonstration in Washington, D.C. and Power Air Lists on Frankfurt Stock Exchange]<br />
<br />
==Kits and Conversions==<br />
{{Prius PHEV Options}}<br />
<br />
==Maillist Resources==<br />
{{Maillist Archives}}<br />
<br />
[[Category:Prius]]<br />
[[Category:PHEV]]<br />
<br />
[[Category:Amberjac]]<br />
[[Category:CalCars]]<br />
[[Category:EDrive]]<br />
[[Category:EnergyCS]]<br />
[[Category:Hybrids-Plus]]<br />
[[Category:Hymotion]]<br />
[[Category:PiPrius]]<br />
[[Category:PriusPlus]]<br />
[[Category:Plug-In Conversions]]</div>75.68.199.163https://www.eaa-phev.org/wiki/index.php?title=PriusPlus&diff=5863PriusPlus2008-06-17T03:04:38Z<p>75.68.199.163: </p>
<hr />
<div>{{PriusPlus-Doc_Process}}<br />
----<br />
We'd like discussion of this page to happen here on this page’s Discussion tab and general discussion of the conversion to occur on the [[Maillist|eaa-phev maillist]].<br />
<br />
==About the Open Source PriusPlus Project==<br />
The PriusPlus project is an open source project set up to develop a method to convert a '04-'07 Toyota Prius into a Plug-in Hybrid. The project is a combination of hardware and software development to allow qualified individuals or individuals working with a qualified electrician to convert their own car to a [[PHEV]].<br />
<br />
==Current Status==<br />
While the documentation is not yet as thorough as would be desired, the necessary information is available to complete a conversion. Please use the links above to navigate to the various documentation pages. Many photos are available on the RawData page.<br />
<br />
See this 2007 08 01 maillist post for the [[User:Rgremban/2007 08 01-PriusPlus Project Update|Latest News]].<br />
If you are interested in helping improve the documentation, please contact Chris Ewert (chris at infolaunch.com)<br />
<br />
Another avid Prius enthusiast named Cheap! is currently in the process of his own conversion using CalCars PriusPlus processes and documenting his progress at [http://priuschat.com/My-official-Prius-Plus-mods-thread-t26951.html priuschat].<br />
<br />
==Overview==<br />
{{TOCright}}<br />
<br />
The PriusPlus conversion retains the OEM hybrid battery and its management computer while adding a lead-acid pack consisting of 20 BB Battery EVP20-12B 12V, 20 Amp-hour sealed AGM PbA batteries. PbA battery chemistry is very inexpensive but leads to significant limitations (see below). However, with this relatively inexpensive conversion (as little as $4000 parts cost, including the battery) you can be the first in your community to actually own and drive a plug-in hybrid, and you can achieve 100+ mpg (plus electricity) for 15-20 miles/day!<br />
<br />
News flash (Sept '07): Reasonably-priced conversion options using Nilar NiMH packs of 3 sizes and possibly PSI Li-ion phosphate packs are now becoming available, as well as pre-built battery boxes and wiring harnesses. Stay tuned for details.<br />
<br />
Though we are using the best and most cost-effective PbA modules we could find, a PbA PHEV is neither economically nor operationally up to par. But as of now, it is the only relatively inexpensive way to own and drive a real PHEV. More advanced batteries are on the way and may well be available by the time (1-2 years from now) the PbA battery needs replacement (see below for specifics.)<br />
<br />
Below is a fairly comprehensive list of our public domain PbA Prius conversion’s advantages, operating and mechanical characteristics, and limitations:<br />
<br />
===Advantages===<br />
*Detailed instructions for easy installation by anyone trained in high-voltage safety<br />
*Pure electric propulsion at up to 34 mph for up to 10-12 miles per charge<br />
*Lower gasoline use at all speeds until the PHEV battery is depleted<br />
*Displacement of gasoline:<br />
**at an equivalent energy cost of less than $1.00/gallon (at up to $0.09/kWh), possibly using low-cost nighttime electricity if your utility provides optional time-of-use metering<br />
**with renewable electricity, if you have solar panels on your home or specifically buy electricity from renewable sources<br />
*No modification of the Prius’ hybrid propulsion system, for uncompromised vehicle reliability<br />
*Several selectable text and graphics display screens for real-time observation of hybrid system and PHEV parameters<br />
*A pull-out power cord that plugs into any standard U.S. 15A, 120VAC outlet or a mounted bumper inlet<br />
*An interlock to prevent driving away while the battery charger is still plugged into a live electrical outlet<br />
<br />
===Prius-forced limitations===<br />
*This conversion will no doubt void parts of Toyota’s warranty. U.S. law prohibits aftermarket modifications from voiding any part of a vehicle’s warranty except for problems specifically caused by the modification. If repair of the OEM battery, transaxle, or other parts of the hybrid system becomes necessary, Toyota may argue that the PHEV modification has caused the problem. The outcome is uncertain, see also our [[Warranty]] article.<br />
*EV-only mode (which inhibits ICE operation) works only up to 34 mph, 120A of power (modest acceleration), and a few more obscure limits<br />
*The conversion’s data display can share the vehicle’s multifunction display screen only in 2004-5 Prii; later models require an additional display screen (optional on 2004-5 Prii).<br />
*When the Prius starts the ICE for the first time after being turned on, the ICE must warm up for several minutes before EV mode can be re-entered. This process burns more fuel than normal.<br />
*The charge / discharge limits are affected by the temperature of the OEM battery.<br />
<br />
===PbA limitations===<br />
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)<br />
**Though I have safely driven 17,000 miles in my converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.<br />
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heavier-duty rear springs would be nice, but have not yet been developed.<br />
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.<br />
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).<br />
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).<br />
*PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.<br />
<br />
===Safety===<br />
*Potentially lethal voltages are involved. It is important for the high-voltage wiring to be done by an electrician or an engineer experienced with high-voltage safety.<br />
**Once the conversion is complete, all high voltages are inside screw- or bolt-secured areas, but these areas are exposed during parts of the conversion process, during battery replacement and other servicing, and possibly after a crash.<br />
**In keeping with hybrid automotive standards, high voltage cabling is labeled with orange (as #4 gauge and larger orange wire is not readily available, we specify the addition of orange shrink-wrap at each end)<br />
*This design should be adequate to contain the batteries in any normal driving conditions, but extreme or off-road maneuvers could damage the installation, potentially causing a hazard.<br />
*More importantly, though we believe the parts are well-secured, we are not automotive design engineers, the design has not been crash-tested, and its characteristics during and after a crash are unknown. In particular, it is uncertain whether the battery box would remain intact and in place during a roll-over incident.<br />
**PbA modules could tear out of their brackets and fly around the passenger compartment<br />
**Though these AGM PbA modules are not flooded, they could leak acid if crushed.<br />
**Short circuits could arise, causing sparks, hot, molten metal, and possibly igniting a fire.<br />
**The battery pack may modify the characteristics of the vehicle’s rear crush zone.<br />
<br />
===Operational characteristics===<br />
*Entry into EV-only mode is automated. Manual entry is also available. Due to a complex interaction with Toyota’s battery management computer, EV-only mode is unavailable for a short distance (usually less than ½ block) after slowing down from highway speeds.<br />
*The paralleling of the PHEV battery to the OEM battery is switched on and off as needed. Occupants will hear the contactor periodically doing this, but will not directly feel any effects from it.<br />
*When the PHEV battery is fully charged, EV-only mode can be sustained up a steep, extended hill at maximum allowable EV-only power (100-120A). At lower states of charge, the voltage may fall, causing the engine to start.<br />
*When going down a long hill at low PHEV battery SOC, some regenerative current does flow back into the PHEV battery. This effect, however, is not as large as would be desirable.<br />
*The Prius’ hybrid system allows EV-only mode only when the OEM battery temperature is below 107 deg F, but non-EV-only maximum battery temperature is enough higher that Toyota’s battery cooling system does not work hard to avoid exceeding 107 degrees. The conversion modifies this system so that the fan comes on at full speed whenever OEM battery temperature is above approximately 90 deg F. This almost always keeps OEM battery temperature within EV-only range, but is somewhat noisy.<br />
<br />
===Other characteristics===<br />
*It will probably be helpful at various points to refer to specific Prius Service Manual<ref>awaiting url to Prius Service Manual website.</ref> pages, available for download by paying Toyota $10/day for access (only one day is needed).<br />
*The mechanical design is sturdy and simple. It should be easy for anyone mechanically inclined to build; even more so if and when various prefabricated parts become available.<br />
*This conversion includes a simple and inexpensive insulated battery box that is both air-cooled when necessary and heated as needed, but only during charging.<br />
**The thermostatically-controlled cooling fans need only run at high ambient temperatures, to keep battery temperatures below 120 deg F. However, they are also run during non-heated charging to ensure any venting of the modules is flushed to outside the passenger compartment.<br />
*PbA batteries have increasingly poor operating characteristics at low temperatures, starting around 55 deg F. We thermally insulate and heat them to retain their usefulness down to lower ambient temperatures. An advantage of retaining the OEM battery for normal hybrid operation is that poor PbA cold-weather performance affects only PHEV, not normal hybrid, operation.<br />
**Since we have not come up with a scheme to heat the battery pack from waste engine heat, and electric heating from the battery would be unproductive, we heat electrically only during charging. This should keep the battery pack sufficiently warm for effective charging and for several hours thereafter in most climates. The system has not been sufficiently tested, however, due to very moderate California weather during development.<br />
**Heating is accomplished via ordinary drugstore electric heating pads, thermostatically controlled via a thermistor and powered by the AC line during charging. They consume about 100 watts when in use, so overnight heating can add 1 kWh, or around 25%, to cold-weather electricity consumption.<br />
<br />
===Planned Enhancements/Options===<br />
*A new version of the logic board has been designed, as much as possible, to accomodate a DC:DC converter such as the Manzanita Micro PFC-40, various battery chemistries, various separate PHEV battery management systems (BMS), and digital data acquisition.<br />
*[http://www.manzanitamicro.com Manzanita Micro] is designing a [[PiPrius]] PHEV conversion kit for sale, using a lower-voltage pack of larger PbA batteries and their [http://manzanitamicro.com/chargers3.htm PFC-40 charger] as both a charger and DC:DC converter between batteries. It is our intention to develop a version of this conversion that uses the PFC-40 in the same ways. It will probably require the next version of our logic board, and will have the following relative characteristics:<br />
**Advantages<br />
***Lower peak currents in both batteries, due to a 40A current limit between them<br />
***Increased regenerative braking back into the PHEV battery, mainly valuable during extended downhill grades<br />
***Possibly slightly longer EV range, due to the above advantages<br />
***A range of PHEV battery voltages can be accommodated.<br />
***Various battery chemistries can be used and accurately kept within their specifications by the required battery management system (BMS).<br />
***Because the PHEV battery must have a BMS, it is possible to more carefully control its minimum state-of-charge (SOC), thereby more carefully trading off useful capacity vs. cycle life. <br />
**Disadvantages<br />
***During charge, the battery pack is not isolated from input power. This means extra care must be taken to electrically insulate the battery pack from the vehicle chassis, the hybrid system, and all possible human contact points.<br />
***The batteries are not kept in parallel during post-PHEV hybrid operations, possibly limiting hybrid efficiency to that of an unmodified Prius. More complex PFC-40 switching may minimize or eliminate this effect.<br />
***Unless voltage minima and maxima turn out to be sufficient cues, a battery management system (BMS), including reasonably accurate state-of-charge (SOC) measurement, will be required to maintain SOC limits.<br />
<br />
===Advanced batteries===<br />
*More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.<br />
<br />
Possible future batteries and their likely characteristics (incl. low-volume pricing):<br />
<br />
Example pack<br />
{| border=1 cellpadding=2 |<br />
| Chemistry || || Usable<br>Wh/kg || Cycle<br>life || Yr daily<br>driving || $/usable<br>kWh || $/kWh<br>thruput || Cents/<br>EV-mi || kWh || $ || EV mi || Wt,<br>lb<br />
|-<br />
| PbA<br>(current) || || 16 || 400 || 1.1 || $380 || $0.95 || 20.0 || 2.1 || $ 798 || 10 || 289<br />
|-<br />
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257<br />
|-<br />
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257<br />
|-<br />
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165<br />
|-<br />
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139<br />
|-<br />
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257<br />
|-<br />
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257<br />
|-<br />
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257<br />
|-<br />
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257<br />
|}<br />
<br />
Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to [[Wikipedia:Peukert's Law]]).<br />
<br />
===Parts availability===<br />
All parts are off-the-shelf with the following exceptions:<br />
*the logic board<br />
**Once we know demand, we will order a bunch fabricated. Post-fabrication rework is also required due to major architectural changes since its inception.<br />
**A reworked, stuffed, and fully-tested form of this board may be made available at some point. If so, it will probably cost hundreds of dollars and save 20-40 hours of parts purchase, identification, stuffing, soldering, and testing.<br />
**We do plan to redesign this board in the future, using IC logic, a PLA, and/or a microcontroller. The new version will probably be required for eventual upgrade of a conversion to use a more advanced battery pack.<br />
*a version of [http://www.hybridinterfaces.ca CAN-View] with relays to control the conversion. 2006+ Prii require a version capable of driving an add-on touch-screen; this should be available by the time anyone needs it.<br />
*a charger designed for the PbA battery pack. Three options are planned:<br />
**a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.<br />
**the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.<br />
**(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is ''not'' line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.<br />
*mechanical parts that require fabrication from off-the-shelf pieces such as angle aluminum and sheets of ABS, plexiglass, and/or lexan (polycarbonate)<br />
**Some of these parts may eventually become available prefabricated.<br />
*we, or some other supplier or affiliate, may offer various components to speed and simplify the conversion. We’re interested (see the [[Conversion Interest]] page) in knowing how much interest there is for pre-assembled (or at least pre-cut) components, at a higher cost than fabrication via you own free labor but no doubt lower than what you would have to pay a fabricator.<br />
<br />
The table below outlines approximate component costs, as well as estimated labor costs for component fabrication or assembly. A range is given, as the number of components made and where they are done has a great bearing on the final cost. We are not fabricators, professional assemblers, or product retailers, so these are guesses as to what a for-profit company or craftsman would charge. If a great number of kits or components are desired, offshore fabricators may beat these estimates by a lot.<br />
<br />
''Please answer the new questions for our information-gathering at the [[Conversion Interest]] page.''<br />
<br />
::{| border=1 cellpadding=2 |<br />
| colspan=2 |<br />
Estimated Fabrication Costs<br />
|-<br />
| Assembled and tested circuit board || $250-500<br />
|-<br />
| Battery tray (4 needed) || $150-250<br />
|-<br />
| Battery box top || $150-200<br />
|-<br />
| Battery box foundation || $150-200<br />
|-<br />
| Electronics tray, assembled and wired || $500-1K<br />
|-<br />
| Set of pre-built battery cables || $150-200<br />
|-<br />
| Pre-built low-power wiring harness || $150-300<br />
|-<br />
| Total (including 4 trays) || $1950-2500<br />
|}<br />
These are estimates for the labor only; approximate components costs are below.<br />
<br />
:::{| border=1 cellpadding=2 |<br />
| Est. Component Costs || Min || Max<br />
|-<br />
| Battery set (20 + 2 spares) || 900 || 1100<br />
|-<br />
| Battery wire & lugs || 100 || 150<br />
|-<br />
| Heating pads & insulation || 100 || 100<br />
|-<br />
| CAN-View || 600 || 600<br />
|-<br />
| Display (opt for 2004-5 Prii) || 0 || 200<br />
|-<br />
| Charger (Delta-q or Brusa) || 800 || 2500<br />
|-<br />
| Cord reel & base, brackets || 100 ||100<br />
|-<br />
| Contactors (3) || 240 || 330<br />
|-<br />
| Fuses & holders 60 A (2) || 100 || 150<br />
|-<br />
| Fans (3) || 60 || 120<br />
|-<br />
| All metal & plastic || 200 || 300<br />
|-<br />
| Circuit board || 100 || 100<br />
|-<br />
| Circuit board components || 200 || 300<br />
|-<br />
| Connectors || 200 || 300<br />
|-<br />
| Misc. electronics || 150 || 200<br />
|-<br />
| Total || 3850 || 6550<br />
|}<br />
<br />
==History==<br />
For reference and posterity sake, the previous incarnation of Ron's original conversion at [[PriusPlus History]].<br />
<br />
{{Disclaimer}}<br />
<br />
===References===<br />
<references/><br />
<br />
[[Category:PHEV]]<br />
[[Category:Prius]]<br />
[[Category:PriusPlus]]<br />
[[Category:CalCars]]</div>75.68.199.163