Adjustable regeneration and regenerative braking

The amount of regeneration can be adjusted by supplying a voltage between 0 – 5V to the PEU. ECE decided to fix the voltage, at a safe level, with two resitors (2K2 and 3K3). I want to be able to adjust the regen,. E.g. in rainy conditions reduce the regen and in summer when using the Yokohama’s A048 increase the regen. I did some testing and it is unbelievable how much braking force is available when set to full regeneration.

 

regen-dail-frontview

Electric V50 test drive

Totday I went for a test drive in a 2010 Volvo V50. The V50 was converted by All Green Vehicles (AGV) for a Dutch project “Rotterdam test electisch rijden“. I was surprised by the build quality. AGV did a very nice job in integrating the electric system into the Volvo.

Volvo V50 electric

Volvo V50 electric

The interior is almost unchanged, the gauges in the instrument cluster are replaced with AGV designed gauges. They look like OEM.

Volvo V50 gauges

Volvo V50 gauges

Only two things didn’t work, the cruise control and the board computer. The clutchpedal has been removed.  Under the hood many thinks changed.

Volvo V50 UQM controller

Volvo V50 UQM controller

From left to right, UQM DC DC converter, UQM SR218 controller. In front there is part of the batteries.

Volvo V50 trunk

Volvo V50 trunk

CV joint difference

The inner joint of the early model (A120D4004F) has a fixed ball-type CV joint and the new model (B120D4004F) has a Tripod Plunging Joint.

The fixed ball-type consists of an inner ball race, six balls, a cage to position the balls, and an outer housing. Tracks machined in the inner race and outer housing allow the joint to flex. The inner race and outer housing form a ball-and-socket arrangement. The six balls serve both as bearings between the races and the means of transferring torque from one to the other.

Tripod plunging joints consists of a central drive part or tripod. This has three trunnion fitted with spherical rollers on needle bearings and an outer housing (sometimes called a tulip because if its three-lobed, flower-like appearance). On some tripod joints, the outer housing is closed, meaning the roller tracks are totally enclosed within it. On others, the tulip is open and the roller tracks are machined out of the housing.

Old and new CV joint

Old and new CV joint

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Fixed Ball-Type Joint

Fixed Ball-Type Joint

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Tripod Plunging Joint.

Tripod Plunging Joint.

Broken RH driveshaft

Last night I hit a speed bump and broke the RH driveshaft, i was putting my foot down quite hard in second gear. The back wheels did spin a little.

IMG_20160622_211010I stranded 500m from my home

IMG_20160622_182440

My wife was so nice to tow me home.

Towing

Towing

I asked the dealer which driveshaft would fit my Elise, they quoted the original driveshaft for an 2009 111R at €946,- with partnumber A120D0018F (#2).

A120D0018F

Driveshaft drawing A120D0018F

Due to the electric converison the original driveshaft can’t be used. It has a bracket (#11) that is attaches to the original engine. So I had to find out which one would fit my Elise.

Mitsubishi charge cable

I wanted the Yakazi X1DT0027 CHL-02 ChaDeMo charge inlet but a stagering 650,- USD was a bit to much. I don’t know if I can get the thing running, so I tried to find a cheaper source. I got a charge inlet from a totalled Mitsubishi Outlander PHEV for only 250 Euro.

Mitsubishi Outlander PHEV inlet

Mitsubishi Outlander PHEV inlet

The high voltage wires used in the Mitsubishi Quick charge inlet are relatively thin. This is because the charge current of the PHEV is limited to 50A. But for my project it is just fine. If I get the ChaDeMO interface working I can always upgrade the wires to support the max current of 125A.

ChaDeMO charge project

The Lotus Elise ECE EV conversion is based on the AC-150 Gen 2 from AC Propulsion. Unfortunately the AC-150 Gen 2 is developed before any charging standard was published. Charging is managed by de PEU (Power Electronics Unit) and is limited to 20KW (240V/83A one phase). 83A on one phase is way more than a standard household wall outlet in Europe provides. Home charging on a standard 240V wall outlet is limited to 16A. Public charging using the Mennekes connector is also limited to 16A (one phase). In Holland most modern houses have a 3x25A powerline which can often be upgraded to 3x35A without replacing de powerlines to the power company . 35A is better than 16A but it isn’t real fast charging.

An alternative would be public DC fast charging, But which standard should be used in a DIY install. ChaDeMo is getting popular in Holland. Currently (begin 2016) there are over 100 ChadeMo fast charge stations. So ChaDeMO would be the wiser choise. Currently there are a few suppliers of ChaDeMo interface which work on any EV. EVWest developed the jld-505 and Lithium Balance sells the LiBal Fast Charge interface for €1000,- or more.

For both interfaces the challenge would be how to integrate them into my EV. I think it might be easier to develop a custom interface based on the ChaDeMO standard and the information available on internet.

CHAdeMO interface

CHAdeMO interface

 

chademo-pins

chademo-pins