Template talk:Prius PHEV Options

This from Rich Rudman Manzanita Micro: " I have two systems installed. We have 10 +miles range EV only I am not sure what the test variables are for Phev running.

The same charger that does the dc/Dc does the Grid recharge. We can sustain 30 plus amps of grid power at 240VAC That's 7.2Kw. We have data logs on a recahrge at less than 25 minutes. So we are in the .3 hours recharge range.

The BMS is a Rudman Reg Mark 3 on every battery. It is fully protected on charge mode and discharge mode. Got the test done yesterday. Sweet operation. Oh yea the BMS is programmable with a laptop. With no security locks. I am doing this open source. We can and have extracted 4+ Kwhr from the add on pack.

The delivery cost is targeted at $10,000. I have my doubts that I can make the profit I want at this price. The brutal fact is anybody bragging about selling one of these kits for less than 10K is not looking at the bare bones costs of the hardware. I have to. since I am using my own funds, not some investors.

Rich Rudman Manzanita Micro" --DavideAndrea 14:17, 11 July 2006 (CDT)

Spill proof Lead-Acid?

Why are the Lead Acid battery spill proof? Yes, I know, they are sealed. But, in case of perforation, in an accident, won't the acid come out? DavideAndrea 21:00, 10 January 2007 (CST)

Re: Spill proof Lead-Acid?

No, it won't spill like a flooded cell would. The electrolyte is suspended in fiberglass mat separators (a.k.a. absorbent glass mat - AGM.) In theory, even if the battery is punctured, within the rated temperatures, it will not spill since the electrolyte is in the mat, although a solid acid powder will probably come out in small quantities, but not in a liquid. If the battery is heated beyond its rated temperature (overcharge, short, etc), the electrolyte becomes liquid and can (and usually does) leak. A big concern with a punctured battery are the lead plates and the lead powder that gets formed and comes out when punctured, which is a health concern (acid is too, but easier to deal with and clean up.)

Re: Spill proof Lead-Acid?

Thanks!DavideAndrea 00:23, 11 January 2007 (CST)

Rotating 90deg for Sortable Table.

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<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 Safety in case of major accident

1. Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as Valence and A123) are flame-proof.
2. 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:

1. SLA: 0% down to 50%, due to Wikipedia:Peukert's law much of the nameplate capacity is unavailable.
2. Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=hymotion_range> Hymotion Range Hymotion states 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles.</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=pfc_regs> PiPrius notes:

1. The PiPrius PFC40h charger doubles at the DC-DC converter between the OEM and added battery packs.
2. BMS consists of a Rudman Reg Mark 3 on every battery, which fully protected each battery on charge mode and discharge mode.
3. The BMS is programmable with a laptop, with no security locks (open source).</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.
• Prod: Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=install_time> Install time [hours] Times are estimates and best guess only. Assumes 8 hour shift per individual. Times of less than 24 hours might be performed in a single day by a crew of 3 or less.</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 NiMH 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$] Type <ref name=topology_type/> Pack energy [KWh] DOD energy [KWh] <ref name=energy/> Bat type Install time [hours] <ref name=install_time/> 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 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+ 100 to 240 Vac 4+ <ref name=charge_time/> Flame Spill proof 130+ 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> Hyb Con CV 4.8 2.4-3.8 + 0.3 stock 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. PriusPlus using NiMH has: 20-25 mile EV range 40+ miles PHEV range 5 hr recharge ~100 kg added weight around 6.5 kWh pack energy around 5 kWh DOD energy.</ref> 120-36 <ref>CalCars conversions are very hands on and from scratch, A crew of 5, 8 hours, 3 days = 120 hours.</ref> PiPrius:WA Manzanita Micro [1] AVI No Yes Dev Doc 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</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> Hyb DC CV <ref name=pfc_regs/> 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> 24-8 <ref>PiPrius an installer familiars with the kit might complete a conversion in 8 hours, less experienced may spend 3 or more days.</ref> EnergyCS:CA EnergyCS Yes No Prod 11 30 50 120 Vac 9.0 Flame Spill proof 83 no $40K New 9.0 8 Li <ref>EnergyCS uses Valence Saphion phosphate cathode LiIon cells extracted from U-Charge packs</ref> 24-8 <ref>EnergyCS future:< 1day</ref> Amberjac:UK Amberjac Yes No Prod 7 30 50 120 Vac 9.0 Flame Spill proof 83 no $40K New 9.0 8 Li 24-8 <ref>Amberjac future:< 1day</ref> EDrive:CA EDrive Systems ? ? Dev 0 32? 60? 100 to 240 Vac 9.0 via cell sep <ref>EDrive Through cell separation</ref> ? yes ? New 9.5 8.5? Li <ref>EDrive uses Laptop Cobalt LiIon 18650 cells</ref> ??? Hymotion:ON Canida Hymotion /A123 (PHEV-L5) Yes, fleets No Prod 18 15 <ref name=hymotion_range/> 100 to 240 Vac 5.5 / 4.0 Spill proof 72 no $10K <ref>Hymotion $10K target price for fleet or 100 vehicles</ref> Hyb 5.0 4 + 0.3 stock Li <ref>Hymotion uses Lithium polymer (future: A123 LiIon)</ref> 16-8 <ref>Hymotion < 1 day</ref> Hybrids-Plus:CO Hybrids-Plus (Prius-15 /Prius-30) Yes Future Prod 3 15 / 30 25 / 50 120 Vac 5.5 / 9.0 Flame Spill proof 21 / 81 yes $24K / $32K <ref>Hybrids-Plus $24K for Prius-15 / $32K for Prius-30</ref> New 4.5 / 9.0 4 / 8 Li <ref>Hybrids-Plus uses 600 or 1200 * 26650-size iron-phosphate cathode LiIon cells. Has also used Large format Lithium cells.</ref> 4-24 <ref>Hybrids-Plus 4 hours is pretty quick, more time required for larger battery.</ref>
Notes: <references/>