ac - the big challenge

What is the most efficient way of storing energy to cool the car?

with iced water?
http://www.swampy.net/iceuse.html#anchor107358

this suggests that vehicle ac is innefficient

http://www.glacierbay.com/Darphtm.asp

I think that direct drive may be the way to go with the AC setting defining the speed of the compressor motor.

maybe a motor like this?

http://www.cloudelectric.com/inc/sdetail/214

or if this is big enough -- controller is only $25
http://www.cloudelectric.com/inc/sdetail/215

I really need it at 72V though - initially I should probably try to run an accessory bel

heater for rego

I like this simplicity and avoidance of dash removal. These guys just heated the water going to the normal heater using two 12v jug elements.

http://www.thebackshed.com/Windmill/FORUM1/forum_posts.asp?TID=691&PN=1

budget

Here is the first budget - without vehicle, mechanical modifications or wiring

http://spreadsheets.google.com/pub?key=peowtTAbVTPB_mNVcKQ2xXA

rego requriements

should think about this

There seems to be issues with mounting in the boot:
http://www.aeva.asn.au/forums/forum_posts.asp?TID=451

I do know of at least one conversion where the entire pack was located in the boot of a hatchback.
I think they got around the ncop14 requirement for no high voltage in the cabin by putting a false floor over the batteries. thus the pack space was no longer part of the cabin.

The electric echo bloke has a good bit on his application etc.

I like his plan of keeping all the batteries outside (some under back seat and some under bonnet)


here is the link to the ADRs

http://www.infrastructure.gov.au/roads/motor/design/adr_online.aspx

I need some emergency cutoffs - like these

https://www.zeva.com.au/store.php?product=38

regen with powerpak

seems a bit confusing -see notes on hardcopy

here is someones comments from
http://www.mail-archive.com/ev@listproc.sjsu.edu/msg07882.html

I am using the neutral braking option. It is easy to set up and gives good braking performance. I have it connected to the back footbrake pedal by microswitch.



Here is a comment on regen setup from aeva

http://www.aeva.asn.au/forums/forum_posts.asp?TID=59&PN=3

Correct, but there is more to it.
It is not a start / stop situation. The accelerator pedal is still providing the speed demand.

I have used ramps with speed control as one type of control mode and basically set the up ramp to a time as fast as the vehicle can accelerate and the down ramp to just on wheel lockup during slowdown. (also select the ramp shape)
After that it is up to the driver's foot. It is more like driving a diesel. The accelerator pedal selects a speed rather than a motor torque. It is different but actually quite driveable. You never use the brakes. The ramps only determine the response time of controller to pedal. The driver determines speed. If you completely remove your foot from acc then you get max (preset) regen anyway.

There are more variations on the theme like using the catchup-slowdown feature of the controller etc. Yes there are holes in the theory so be careful with experimentation.

Using process control is even better as the drive modifies the ramp if the preset torque limit of motor and regen are reached. Speaking for Danfoss here.

Could I set up this on the sevcon?

Sevcon powerpak controller

As it seems more possible that the alpha motors motor may become a reality, I am going to have to find a source of the sevcon powerpak controller.

I will also need the computer link and some sort of display.


Possible suppliers.

$625 from thunderstruck ev

http://www.thunderstruck-ev.com/controllers.htm

I also need the PCpaK which allows connection to a PC

http://www.alternativefuelsequipment.com/curtis/pdf/SevconPCpaK.pdf

however this guy on the forum mentions that the controller may not be smart enough to speak to the PCpaK.
http://www.evdl.org/archive/index.html#nabble-td18854905

australian supplier is

http://www.clevelandelectronicservices.com/

but the site has been hacked by a turkish hacker at the moment


This document is not completely relevant but it does explain some of the settings. This is for an etek and a micropak

http://www.teamdelta.com/products/prodimages/Config_Worksheet_v11.doc

What is the D&D sepex?

seems that the D&D sepex advertised by electric motor sport and thunderstruck ev is very similar to one listed as a series on on cloud ev. Maybe there is both a series and a sepex option

sepex

thunderstruck

http://www.thunderstruck-ev.com/ddmotor.htm
listed as a ES-10E -33( sep-ex)

Size	6.8" OD, 11" long (w/o shaft)
Shaft	7/8" x 2", 3/16" keyway
Weight	57 lbs. + (8lb DCX, 5lb Sev) cntrlr

electric motorsport

http://www.electricmotorsport.com/store/ems_ev_parts_motors_sepex.php

Dia. 6.7"........Length 11"........Weight 56Lbs.........Shaft dia. 7/8" W/ 3/16 Keyway

Series

cloud electric

http://www.cloudelectric.com/inc/sdetail/168

Current: 140
7/8" single-shaft
base/face-mounted
6.7" Dia x 11.53" Long
35 HP peak
Actual Weight 57 lbs

companies for the peripherals

It seems that I keep coming back to the same companies when searching for the peripheral stuff.

http://www.cloudelectric.com/home
http://www.electricmotorsport.com/store/ems_ev_parts.php
http://www.thunderstruck-ev.com/products.htm
http://www.electricvehiclesusa.com/category_s/29.htm


contactors

https://www.zeva.com.au/store.php?category=3

gauges

If I use the sevcon controller, then the gauge with that is worth looking into

alternatives are:

http://www.electricmotorsport.com/store/ems_ev_parts_drainbrain-cycle-analyst.php

but I am not sure of the current rating - positive and negative current stuff sounds nice!

this is used by a bloke on the ev album who got it from thunderstruck ev

http://www.evalbum.com/1672


or maybe a kit would do the job - as shown in the electric echo

http://www.siliconchip.com.au/cms/A_102045/article.html

chargers

this looks like it may do either NG1 or NG3. NG1 may do to start with?

http://www.thunderstruck-ev.com/ZivanNG1.htm

Alpha motors

The sepex from alpha motors on ebay still seems like the best option - if he ever gets back to me.

He says it is an advance motor originally. This seems like a relatively well known brand

http://www.manvillemotor.com/forklift_motors.htm

The other things I need to check

1. Brush availability - can I buy spares now?
   
2. What current is required on the field winding? Sevcon can only supply 50A
3. Shipping cost
   

other motor possibilities

http://cn-dcmotors.en.alibaba.com/group/200091690/car_motor.html

all a bit random - maybe a local supplier? Probably not very proven and more risk the dodgy bothers ebay nmotor

multiple sepex

after thinking about the "scorpio viper" vibe of the sepex available on ebay, I have been giving some more thought to muliple smaller sepex (maybe coupled before the gearbox)

this link may be relevant

http://www.diyelectriccar.com/forums/showthread.php/just-fun-4-motors-inline-17874.html

I think that I should have a look at the motorbikes using the thunderstruck package to learn about appropriate gearing.

belt drives

If this alpha motors bloke does not get things together then I will have to reconsider the two motor option.

here is a possible link for a belt drive

http://www.gates.com/sync/index.cfm?drive=poly%20chain&location_id=742

here is someone who is sort of doing the same thing

http://www.evalbum.com/386

and a nice pic of an ideal situation