|
|
Line 13: |
Line 13: |
| | | |
| ==Other Vehicles== | | ==Other Vehicles== |
− | * [[Insight PHEV]] utilizing [[MIMA]] to opperate in a high''er'' mileage [[Mixed-mode]]. | + | * [[Insight PHEV]] utilizing [[MIMA]] to operate in a high''er'' mileage [[Mixed-mode]]. |
| ** [http://www.insightcentral.net/forum/viewtopic.php?t=3996 Grid Charging] discussion at InsightCentral.net | | ** [http://www.insightcentral.net/forum/viewtopic.php?t=3996 Grid Charging] discussion at InsightCentral.net |
| *** Mike Dabrowski demonstrated the change from a peak of 84 mpg and averages of 65-75 mpg to [http://99mpg.com/TheBestHybridmix/onehourofelectricp 107.6 mpg]! | | *** Mike Dabrowski demonstrated the change from a peak of 84 mpg and averages of 65-75 mpg to [http://99mpg.com/TheBestHybridmix/onehourofelectricp 107.6 mpg]! |
A W:Plug-in Hybrid Electric Vehicle (PHEV) or gas-electric hybrid fueled vehicle is a hybrid which has additional battery capacity and the ability to be recharged from an external electrical outlet. In addition, modifications to the vehicle's control software may be required. The vehicle can be used for short trips of moderate speed without needing the W:internal combustion engine (ICE) component of the vehicle, thereby saving fuel costs. In this mode of operation the vehicle operates as a pure W:battery electric vehicle (BEV) with a weight penalty (the ICE). The long range and additional power of the ICE power train is available when needed.
PHEVs are commonly called "grid-connected hybrids," "gas-optional hybrids" (GO-HEVs), "full hybrids," and are sometimes called PHEV-30 for instance, to denote a hybrid with a 30-mile (50 km) electric range. Compared to a HEV-0 (a non-plug-in hybrid), or BEV/PHEV-300 in the case of the 300 mile tzero EV with its gasoline-fueled range extending trailer. While Ford, GM, and Toyota have all used the term "Full Hybrid Technology" to describe configurations that allow electric-only operation at low speeds, they can not plug in to recharge the battery. Two other PHEV names used by a major U.S. automotive supplier and in a 1999 SAE paper are "energy hybrids" and "true hybrids". PHEVs can also operate in a mixed-mode where both gasoline and external electricity are used simultaneously to increase gasoline mileage for a particular range, usually double that of its electric-only range. Connected vehicles also make possible W:Vehicle to Grid applications which could provide many advantages to grid operators.
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.
<ref name=ev_range>
EV range [mi] or All Electric Range (AER) Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>
<ref name=phev_range>
PHEV range [mi] or Blended mode Range (BMR) During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>
<ref name=safety>
Safety in case of major accident
- Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as Valence and A123) are flame-proof.
- SLA batteries contain lead and sulphuric acid but are spill-proof</ref>
<ref name=charge_time>
Charge time [hours] From discharged to the point the pack will no longer be used in PHEV, to fully charged.
- (per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)</ref>
<ref name=energy>
Available energy [KWh] Because the DOD of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
- SLA: 0% down to 50%, due to Wikipedia:Peukert's law much of the nameplate capacity is unavailable.
- Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>
<ref name=spare_tire>
Spare Tire access
- No the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
- Yes the original tire well is accessible.
- Opt Optionally the battery box may be implemented in such a way to preserve access.</ref>
<ref name=convert_service>
Conversion service: done by the PHEV conversion company, at their location.
Conversion kit: done by the owners in their hometown.</ref>
<ref name=status>
Project Status:
- Doc: Open Source Documentation in progress.
- Dev: Development: Working vehicles on the road but some features still under development.
- Unknown: Unknown: No public news the last 12 months
- Prod: Production: Working vehicles on the road, performing conversions or supplying kits.</ref>
<ref name=topology_type>
Topology Type:
- New New Battery Pack and BMS, the OEM NiMH battery and BMS are replaced with a simple string.
- Hyb OEM NiMH battery and additional battery are both utilized in a hybrid battery pack configuration, OEM BMS continues to manage OEM battery.
- Con Contactors are used to parallel the OEM and PHEV batteries.
- DC A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
- CV The CAN-View is used to manage the PHEV systems operation.</ref>
Comparison table: PHEV conversion and kit options for the Toyota Prius
|
Organization :Location Websites (Products)
|
Conv. service <ref name=convert_service/>
|
Conv. kit <ref name=convert_service/>
|
Status <ref name=status/>
|
# done so far
|
EV range [mi] <ref name=ev_range/>
|
PHEV range [mi] <ref name=phev_range/>
|
AC power
|
Charge time [hours] <ref name=charge_time/>
|
Safety <ref name=safety/>
|
Added weight [kg]
|
Spare Tire <ref name=spare_tire/>
|
Cost [US$]
|
Warr. [years]
|
Type <ref name=topology_type/>
|
Pack energy [KWh]
|
DOD energy [KWh] <ref name=energy/>
|
Bat type
|
PriusPlus:CA<ref>CalCars is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> CalCars (Pb NiMH)
|
No
|
Yes
|
Dev Doc
|
5 <ref>CalCars completed the 1st ever Prius PHEV conversion 11/04, With six by 5/07 (One which became the test bed for the PiPrius project, two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|
10-12 20-25
|
20+ 40+
|
100 to 240 Vac
|
4+ 5 <ref name=charge_time/>
|
Flame Spill proof
|
130 100
|
Opt
|
$3-$9K +Labor <ref>CalCars Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|
0
|
Hyb Con CV
|
4.8 6.5
|
2.4-3.8 +0.3 stock 5
|
PbA (Ni, Li) <ref>CalCars uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used Electroenergy NiMH in EEEI Prius and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|
PiPrius:WA Manzanita Micro, PiPrius, AVI, Green Car Co.
|
No
|
Yes
|
Unknown
|
4 <ref>PiPrius vehicles include PriusBlue, WhiteBird, and GrayPearl.</ref>
|
10
|
20-30
|
90 to 300 Vac Vdc
|
0.4-3+ <ref>PiPrius Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|
Flame Spill proof
|
150
|
no
|
$10K +Labor <ref>PiPrius Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|
0
|
Hyb DC CV <ref>PiPrius notes:
- The PiPrius PFC40H charger doubles at the DC-DC converter between the OEM and added battery packs.
- BMS consists of a Mk 3 Reg on every battery, which fully protected each battery on charge and discharge mode.
- The BMS is programmable with a laptop, with no security locks (open source).</ref>
|
4.7
|
4+0.3 stock
|
PbA (Ni, Li) <ref>PiPrius uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|
EnergyCS:CA EnergyCS
|
Yes
|
No
|
Unknown
|
11
|
30
|
50
|
120 Vac
|
9.0
|
Flame Spill proof
|
83
|
no
|
$40K
|
0
|
New
|
9 <ref>EnergyCS has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|
8
|
Li <ref>EnergyCS uses Valence Saphion phosphate cathode LiIon cells extracted from U-Charge packs</ref>
|
Amberjac:UK Amberjac EnergyCS partner <ref>Amberjac uses the EnergyCS system electronics but a different battery manufacturer.</ref>
|
Yes
|
No
|
Dev
|
7
|
30
|
60-70
|
110 to 230 Vac
|
9.0
|
Flame Spill proof
|
83
|
yes
|
$40K
|
0
|
New
|
9 <ref>Amberjac has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|
8
|
Li <ref>Amberjac works closely with EnergyCS but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|
EDrive:CA EDrive Systems
|
?
|
?
|
Unknown
|
0
|
32?
|
60?
|
100 to 240 Vac
|
9.0
|
via cell sep <ref>EDrive Through cell separation</ref>
|
?
|
yes
|
$12K
|
0
|
New
|
9.5
|
8.5?
|
Li <ref>EDrive uses Laptop Cobalt LiIon 18650 cells</ref>
|
Hymotion:ON Canada Hymotion /A123 (PHEV-L5)
|
Yes, fleets
|
No
|
Prod
|
18
|
15 <ref>In the past, Hymotion has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The specs on their new website say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|
30
|
100 to 240 Vac
|
5.5 / 4.0
|
Spill proof
|
72
|
no
|
$10K <ref>Hymotion $10K may or may not include installation, depending on source</ref>
|
3
|
Hyb
|
5.0
|
4+0.3 stock
|
Li <ref>Hymotion uses Lithium polymer (future: A123 LiIon)</ref>
|
Plug-In Conversions:CA Plug-In Conversions
|
Yes
|
Yes
|
Prod
|
15
|
25
|
50
|
120/240 Vac
|
6/2
|
Flame Spill proof
|
100
|
no
|
$12.5K<ref>Plug-In Conversions High capacity chargers extra</ref>
|
3
|
New CV
|
6.1
|
5.1
|
NiMH <ref>Plug-In Conversions Uses Gold Peak NiMH 10GP30EVH</ref>
|
Plug-In Supply:CA Plug-In Supply
|
Yes
|
Yes
|
Prod
|
140
|
40-50
|
80-100
|
110 Vac
|
8
|
Flame Spill proof
|
220
|
Yes
|
$13K
|
3
|
Hyb
|
10
|
10.6
|
LiFePO4
|
OEMtek:CA OEMtek
|
Yes
|
No
|
Unknown
|
?
|
30
|
50
|
100/240 Vac
|
4/6
|
Flameproof
|
95
|
Yes
|
$12K
|
0
|
Hyb
|
9
|
8
|
Li
|
3Prong Power:CA 3Prong Power
|
Yes
|
No
|
Prod
|
12
|
10-12
|
20+
|
110 Vac
|
4
|
Flame Spill proof
|
130
|
Yes
|
$6.7K
|
1
|
Hyb
|
4.8
|
2.4
|
PbA
|
Enginer:MI Enginer
|
No
|
Yes
|
Prod
|
795
|
10-20
|
20-40
|
110 Vac
|
3-5
|
Flame Spill proof
|
75-90
|
Yes
|
$2-3K
|
2
|
Hyb
|
2-4
|
1.6-3.2
|
LiFePO4
|
MD-Tech:China MD-Tech
|
No
|
Yes
|
Prod
|
200
|
25-30
|
35-40
|
110/230 Vac
|
3-5
|
Flame Spill proof
|
75-90
|
Yes
|
$3K
|
2
|
Hyb
|
4
|
1.6-3.2
|
LiFePO4
|
|
Notes:
<references/>
|
Prius PHEVs
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.
<ref name=ev_range>
EV range [mi] or All Electric Range (AER) Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>
<ref name=phev_range>
PHEV range [mi] or Blended mode Range (BMR) During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>
<ref name=safety>
Safety in case of major accident
- Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as Valence and A123) are flame-proof.
- SLA batteries contain lead and sulphuric acid but are spill-proof</ref>
<ref name=charge_time>
Charge time [hours] From discharged to the point the pack will no longer be used in PHEV, to fully charged.
- (per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)</ref>
<ref name=energy>
Available energy [KWh] Because the DOD of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
- SLA: 0% down to 50%, due to Wikipedia:Peukert's law much of the nameplate capacity is unavailable.
- Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>
<ref name=spare_tire>
Spare Tire access
- No the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
- Yes the original tire well is accessible.
- Opt Optionally the battery box may be implemented in such a way to preserve access.</ref>
<ref name=convert_service>
Conversion service: done by the PHEV conversion company, at their location.
Conversion kit: done by the owners in their hometown.</ref>
<ref name=status>
Project Status:
- Doc: Open Source Documentation in progress.
- Dev: Development: Working vehicles on the road but some features still under development.
- Unknown: Unknown: No public news the last 12 months
- Prod: Production: Working vehicles on the road, performing conversions or supplying kits.</ref>
<ref name=topology_type>
Topology Type:
- New New Battery Pack and BMS, the OEM NiMH battery and BMS are replaced with a simple string.
- Hyb OEM NiMH battery and additional battery are both utilized in a hybrid battery pack configuration, OEM BMS continues to manage OEM battery.
- Con Contactors are used to parallel the OEM and PHEV batteries.
- DC A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
- CV The CAN-View is used to manage the PHEV systems operation.</ref>
Comparison table: PHEV conversion and kit options for the Toyota Prius
|
Organization :Location Websites (Products)
|
Conv. service <ref name=convert_service/>
|
Conv. kit <ref name=convert_service/>
|
Status <ref name=status/>
|
# done so far
|
EV range [mi] <ref name=ev_range/>
|
PHEV range [mi] <ref name=phev_range/>
|
AC power
|
Charge time [hours] <ref name=charge_time/>
|
Safety <ref name=safety/>
|
Added weight [kg]
|
Spare Tire <ref name=spare_tire/>
|
Cost [US$]
|
Warr. [years]
|
Type <ref name=topology_type/>
|
Pack energy [KWh]
|
DOD energy [KWh] <ref name=energy/>
|
Bat type
|
PriusPlus:CA<ref>CalCars is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> CalCars (Pb NiMH)
|
No
|
Yes
|
Dev Doc
|
5 <ref>CalCars completed the 1st ever Prius PHEV conversion 11/04, With six by 5/07 (One which became the test bed for the PiPrius project, two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|
10-12 20-25
|
20+ 40+
|
100 to 240 Vac
|
4+ 5 <ref name=charge_time/>
|
Flame Spill proof
|
130 100
|
Opt
|
$3-$9K +Labor <ref>CalCars Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|
0
|
Hyb Con CV
|
4.8 6.5
|
2.4-3.8 +0.3 stock 5
|
PbA (Ni, Li) <ref>CalCars uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used Electroenergy NiMH in EEEI Prius and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|
PiPrius:WA Manzanita Micro, PiPrius, AVI, Green Car Co.
|
No
|
Yes
|
Unknown
|
4 <ref>PiPrius vehicles include PriusBlue, WhiteBird, and GrayPearl.</ref>
|
10
|
20-30
|
90 to 300 Vac Vdc
|
0.4-3+ <ref>PiPrius Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|
Flame Spill proof
|
150
|
no
|
$10K +Labor <ref>PiPrius Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|
0
|
Hyb DC CV <ref>PiPrius notes:
- The PiPrius PFC40H charger doubles at the DC-DC converter between the OEM and added battery packs.
- BMS consists of a Mk 3 Reg on every battery, which fully protected each battery on charge and discharge mode.
- The BMS is programmable with a laptop, with no security locks (open source).</ref>
|
4.7
|
4+0.3 stock
|
PbA (Ni, Li) <ref>PiPrius uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|
EnergyCS:CA EnergyCS
|
Yes
|
No
|
Unknown
|
11
|
30
|
50
|
120 Vac
|
9.0
|
Flame Spill proof
|
83
|
no
|
$40K
|
0
|
New
|
9 <ref>EnergyCS has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|
8
|
Li <ref>EnergyCS uses Valence Saphion phosphate cathode LiIon cells extracted from U-Charge packs</ref>
|
Amberjac:UK Amberjac EnergyCS partner <ref>Amberjac uses the EnergyCS system electronics but a different battery manufacturer.</ref>
|
Yes
|
No
|
Dev
|
7
|
30
|
60-70
|
110 to 230 Vac
|
9.0
|
Flame Spill proof
|
83
|
yes
|
$40K
|
0
|
New
|
9 <ref>Amberjac has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|
8
|
Li <ref>Amberjac works closely with EnergyCS but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|
EDrive:CA EDrive Systems
|
?
|
?
|
Unknown
|
0
|
32?
|
60?
|
100 to 240 Vac
|
9.0
|
via cell sep <ref>EDrive Through cell separation</ref>
|
?
|
yes
|
$12K
|
0
|
New
|
9.5
|
8.5?
|
Li <ref>EDrive uses Laptop Cobalt LiIon 18650 cells</ref>
|
Hymotion:ON Canada Hymotion /A123 (PHEV-L5)
|
Yes, fleets
|
No
|
Prod
|
18
|
15 <ref>In the past, Hymotion has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The specs on their new website say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|
30
|
100 to 240 Vac
|
5.5 / 4.0
|
Spill proof
|
72
|
no
|
$10K <ref>Hymotion $10K may or may not include installation, depending on source</ref>
|
3
|
Hyb
|
5.0
|
4+0.3 stock
|
Li <ref>Hymotion uses Lithium polymer (future: A123 LiIon)</ref>
|
Plug-In Conversions:CA Plug-In Conversions
|
Yes
|
Yes
|
Prod
|
15
|
25
|
50
|
120/240 Vac
|
6/2
|
Flame Spill proof
|
100
|
no
|
$12.5K<ref>Plug-In Conversions High capacity chargers extra</ref>
|
3
|
New CV
|
6.1
|
5.1
|
NiMH <ref>Plug-In Conversions Uses Gold Peak NiMH 10GP30EVH</ref>
|
Plug-In Supply:CA Plug-In Supply
|
Yes
|
Yes
|
Prod
|
140
|
40-50
|
80-100
|
110 Vac
|
8
|
Flame Spill proof
|
220
|
Yes
|
$13K
|
3
|
Hyb
|
10
|
10.6
|
LiFePO4
|
OEMtek:CA OEMtek
|
Yes
|
No
|
Unknown
|
?
|
30
|
50
|
100/240 Vac
|
4/6
|
Flameproof
|
95
|
Yes
|
$12K
|
0
|
Hyb
|
9
|
8
|
Li
|
3Prong Power:CA 3Prong Power
|
Yes
|
No
|
Prod
|
12
|
10-12
|
20+
|
110 Vac
|
4
|
Flame Spill proof
|
130
|
Yes
|
$6.7K
|
1
|
Hyb
|
4.8
|
2.4
|
PbA
|
Enginer:MI Enginer
|
No
|
Yes
|
Prod
|
795
|
10-20
|
20-40
|
110 Vac
|
3-5
|
Flame Spill proof
|
75-90
|
Yes
|
$2-3K
|
2
|
Hyb
|
2-4
|
1.6-3.2
|
LiFePO4
|
MD-Tech:China MD-Tech
|
No
|
Yes
|
Prod
|
200
|
25-30
|
35-40
|
110/230 Vac
|
3-5
|
Flame Spill proof
|
75-90
|
Yes
|
$3K
|
2
|
Hyb
|
4
|
1.6-3.2
|
LiFePO4
|
|
Notes:
<references/>
|
There have been a number of successful Prius conversions. Ron of CalCars has a PbA conversion named PriusPlus and EDrive is expected to use Valance Li-ion batteries in conversions for consumers. Both are based on the 2004 or newer (Gen2) Toyota Prius and are now capable of charging from the grid using standard 120V AC outlets. They can operate as pure EV's at speeds up to 34 mph for the range of their larger batteries, which is about 10 miles for PbA and 30 miles with Li-ion batteries. They are also delivering vastly improved mileage at higher speeds in an EV-Heavy type of Mixed-mode which delivers roughly twice the gasoline mileage during trips of twice their electric ranges (20 and 60 miles). Of course one should also consider the electric power required to recharge in these 100+ mpg situations (<$1 per gallon equivalent). During extended drives they operate just as a normal Prius and deliver their usual mileage.
Other Vehicles
Production
Prototypes
See also
News Articles