- Dec 19, 2018
I fully expect to be dead in 10-15 years.
Well, this took a dark turn...
I fully expect to be dead in 10-15 years.
An interesting concept, but how do you operate engine driven accessories like power steering, air conditioning and brake boosters when you're in engine-off, electric only mode? Seems to me having to idle the gas engine to run them would seriously reduce any fuel savings.So right now you're either only engine, only motor, or using the engine to spin the motor without turning the wheels (generator). We haven't determine the power we will make available in generator mode, but certainly at least 10 kW.
I live in the desert, being able to remote start the a/c and get the interior comfortable on battery power before I get to the car would be a major selling point for me.If there's hydraulic power steering, we add an electric pump in parallel with the engine-driven pump. If there is no electric vacuum pump for the brakes (most diesels and turbos already have one), we add one. Our prototype has both of these systems, and they work well. For now, AC is done by idling the engine. We will follow up with an electric compressor kit.
Hybrid cars work very well when you have pets and need to keep the AC on all the time. you can lock the car and walk away and the engine will start and stop as needed to keep the battery charged. I think the AC Compressor in the Honda is 400v but you can buy 12 and 24v units easily enough. I have been thinking about DC AirCon recently about this recently for an RV project. It would also be easy to control it remotely with a Wemos D1 Mini...The advantage of "remote start" with aircon is that you can do that initial energy-intensive cool down of the vehicle while it's plugged into the wall, so you save that range hit.
what is the current state of Electric Power steering, I know its used on cars extensively but HD trucks, probably not... the hydraulic belt driven system on cars always seemed overly complicated and expensive. but I guess necessary.
I was watching a video on You Tube yesterday, apparently the new Bronco has an electric rack and pinion steering system.what is the current state of Electric Power steering, I know its used on cars extensively but HD trucks, probably not... the hydraulic belt driven system on cars always seemed overly complicated and expensive. but I guess necessary.
I have a little twist to your idea. I have a Subaru Crosstrek toad w/manual transmission that I flat tow behind my motorhome. Could you do a driveshaft drive unit that would provide propulsion or regenerative braking to the rear axle that could be set-up via bluetooth with my phone? A system like that would enable the toad to help with ascending or descending hills. The battery pack could be mounted via my 2" receiver hitch.Hello!
I am the founder of a Seattle-based startup. We are developing a family of universal retrofit kits that convert existing vehicles into plug-in hybrids. Our first product will be for pickup trucks, and I am hoping to get some thoughts from this and other RV communities on what features may be desirable, what the major concerns would be, etc. My thinking is that for people who use their trucks for daily driving but also frequent towing, our product could be very attractive, especially because it can be used as a generator.
In a nutshell, the kits add an electric propulsion system good for 30-45 miles of range without removing the engine. The battery pack and power electronics get mounted in the bed like a small bed toolbox. We remove a section of the tubular part of the driveshaft and install a “coaxial drive unit” that has an electric motor stack, a planetary transmission, and a multi-mode clutch that can shift-on-the-fly. The clutch allows EV operation while disconnecting the engine/tranny, engine operation while disconnecting the electric motors, and generator mode which uses the engine to spin the electric motors without turning the wheels. A linkage that connects to the axle tubes provides reaction torque. We’ve prototyped a simplified version of the system and tested in on real roads.
Because the systems are universal, we can mass-produce them, have them installed by third-parties, and hit a much lower price point than other conversions (approximately $7k-10K covering the range from midsize to ¾ ton). I’d love to get the group’s thoughts and gage the level of interest.
It really boils down to Einstein's theory of relativity. An abstraction of his theory applied to ordinary mechanics in propulsion, energy equals mass x light squared, ie., in order for anything with mass to achieve a speed in excess of 186,000 mps the amount of energy it would require and thus the mass would exceed that in the known universe. In reduction to everyday mechanics the amount of energy his hybrid propulsion system would need to move the weight of the truck forward for any practical length of time means he'll have to keep adding mass (energy/battery) and keep adding weight, which in turn requires additional energy (mass).As someone that built and drove a conversion EV I don't see what problem this solves. The concept of putting a drive motor inline with the driveshaft neatly solves the motor coupling question but it all falls apart after that. Pickup trucks are heavy, in EV only mode the drive would need to be at least a couple hundred peak HP just to be drivable. A 400lb battery pack of any contemporary form will not supply that for long. Start throwing in the not trivial to implement power accessories like steering, A/C and 12V chassis supply and now you have a vehicle that's hundreds of pounds heavier, more complex, and pretty expensive all to spend a little less on fuel. As a mild hybrid where the motor supplements the engine but leaves the ICE components intact would seem to make more sense, if enough fuel savings could be realized to offset the motor drive. But I think when you run those numbers you can't get there from here - even under the best of circumstances many thousands of miles and years of trouble free operation are required to reach the break even point, which in practical terms is highly unlikely. Another way to look at it is if it were commercially viable, there'd be a rush of these kits to market. Spending dollars to save pennies only works for a limited few that have a niche interest. Maybe there's enough out there to support a small custom conversion company (as there is for conversion BEV's) but I don't see any widespread interest.
Unless you decouple from the ICE engine when you're in electric mode you're also fighting the parasitic losses and friction involved in spinning the engine. This is a significant amount of energy as shown by the power drawn by the electric starting motor.As someone that built and drove a conversion EV I don't see what problem this solves. The concept of putting a drive motor inline with the driveshaft neatly solves the motor coupling question but it all falls apart after that.