Custom Enginer PHEV (8kWh)

[krousdb]

I've started this thread for those who want to customize the Enginer.us PHEV kits for longer range and higher performance. I have started with two of the Enginer 4kwh kits. Depending on the way my custom configuration performs, I might add more converter(s) for higher speed EV and/or more batteries for longer range.

I have just finished mounting all of the components. I have not yet run the wires to the dash and mounted the switches. I just used a 12v battery and some jumper wires to provide power to the switches. Everything works fine except that one of my two battery chargers has an internal short that took out a circuit breaker in my load center. Amazingly, the fuse in the charger didn't blow.

I started up the car and engaged Ev mode. The OEM pack SoC was 58.0, voltage at 216, BTA at 1.4A. When I switch on the first converter, the BTA reversed to -7.5, meaning that the converter was putting out about 9A. Then I switched on the second converter. The BTA jumped to -15.5A, or 17A total. Not the 24A that I had expected but the battery voltage was at 240 and the SoC was above 60%. I expect that under load or if I charged the OEM pack when it was vary low, say 200V, then I would see 24A. I will try that soon to confirm.

I let both converters run until the SoC rose to 75% then shut one down. The shut the other one down at 77.5%. No component malfunctions (other than the charger) and no MIL or DTC's.

It's been a long day. I will post pictures tomorrow.

[Dan.]

Originally Posted by krousdb

I started up the car and engaged Ev mode. The OEM pack SoC was 58.0, voltage at 216, BTA at 1.4A. When I switch on the first converter, the BTA reversed to -7.5, meaning that the converter was putting out about 9A. Then I switched on the second converter. The BTA jumped to -15.5A, or 17A total. Not the 24A that I had expected but the battery voltage was at 240 and the SoC was above 60%. I expect that under load or if I charged the OEM pack when it was vary low, say 200V, then I would see 24A. I will try that soon to confirm.

I let both converters run until the SoC rose to 75% then shut one down. The shut the other one down at 77.5%. No component malfunctions (other than the charger) and no MIL or DTC's.

Whoa! This gives me great hopes! The fact that you can measure the current (ie it's Visible to the ECU) means I get my own coulomb counter. Pen+Paper+SG. Fantastic work Dan and many thanks for the data analysis!

Revision: Did you get a chance to see what the pack voltage read on the CAN bus while the Enginer.us kits were providing power. If you made it to 77% SOC, I suspect it was above 240, but I can't be sure. During a brake / regen test I've seen the inverter bring the bus up to about 260 with 95A flowing in from highway speeds.

11011011

[krousdb]

Originally Posted by Dan.

Did you get a chance to see what the pack voltage read on the CAN bus while the Enginer.us kits were providing power. If you made it to 77% SOC, I suspect it was above 240, but I can't be sure.
11011011

As the SoC approaches 80%, the output of the converter drops. Probably because the voltage on the bus becomes closer to the output voltage of the converter. With two converters running, at 75% Soc, the BTV was at 245V. At that point, I shut down one converter. The BTV dropped to 243V, where it stayed until I shut down the second converter at 77.5 SoC.

[krousdb]

Here are the pictures of the component perparation, installation and test drive.....

Preparation

Prepping the chargers


Mounting the 48V to 240V Converters


Reinforcing the battery carrier cover


Increasing the depth of the box (to accommodate batteries standing up)


Battery carrier with cover. 1" clearance over battery terminals.


Battery carrier with cover (rear view)


Installing the Chargers


Battery Carrier Installed


Batteries Installed


Switch Controls Installed (HSS 52MPH, red button)


Installation Complete (rear)


Installation Complete (front)


Test Drive
66 mile trip, similar to one way of my daily commute. 50 miles at 55 mph on the interstate, 16 miles of 35-45 mph suburban driving. 66 miles total.


SG shows 106 MPG. SoC finished the same as where it started at 77%.


Started the 66 mile drive at 53.7V. End of drive was 51.3V. Under load with 2 converters, 50.0V. Converters shut down at 46V. Lots of juice left.


Needless to say, I'm a happy camper.

No component failures (except for one charger), no balancers beeping, no MIL's and no DTC's. The converters were putting out about 9A each, no overheating. I started up with 53.7V on the Aux pack. After switching one converter on, 52.1V. After switching on the second converter, 51.7V where it stayed until about the 50 mile mark. At 66 miles, just before switching the converters off, 50.0V.

So what was the improvement with the Custom Enginer 8kwh PHEV? As I stated earlier, this test drive was very similar to my daily commute one way. Normally on that one way commute, I get 65 MPG. So 106/65= 163 or 63% improvement. This is twice what I had expected. I will report back after tomorrow's commute.

[Dan.]

Can't even begin to say how cool that is

Any way I could get you to punch up "ccl" and "buc" (or "buf") XGauges. That will give you your Traction Batteries charge limit (that drops with temp and SOC) and your Traction Batteries internal temperature.

GAUGE: BATTERY TEMP (UPPER READ)
CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*)
UNITS: DEG C
->TXD: 03 C3
->RXF: 01 03 02 CB 00 00
->RXD: 30 08
->MTH: 00 01 00 01 00 00
->NAM: buc
NOTES: (PRIUS) °C MAX FOR THE 5 MS CYCLE

GAUGE: BATTERY TEMP (UPPER READ)
CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*)
UNITS: DEG F
->TXD: 03 C3
->RXF: 01 03 02 CB 00 00
->RXD: 30 08
->MTH: 00 5A 00 05 01 40
->NAM: buf
NOTES: (PRIUS) °F MAX FOR THE 5 MS CYCLE

GAUGE: CURRENT CHARGE LIMIT
CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*)
UNITS: AMPS
->TXD: 03 C3
->RXF: 01 03 82 CB 00 00
->RXD: 18 08
->MTH: 00 01 00 01 00 00
->NAM: ccl
NOTES: (PRIUS) MAXIMUM AMPS THE TRACTION BATTERY CAN RECIEVE

One last question... how do the struts rear seem to be handling the weight?

Once again absolutely FANTASTIC job on the install. Can't wait to watch your daily's.

PS. Did you manage to get "charging privileges" at your office?

11011011

[krousdb]

Originally Posted by Dan.

Can't even begin to say how cool that is

Any way I could get you to punch up "ccl" and "buc" (or "buf") XGauges. That will give you your Traction Batteries charge limit (that drops with temp and SOC) and your Traction Batteries internal temperature.

"CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*) "

I will try but I think I have an upgraded SG. Need to make sure I do it on the other one.

I just came back from running some errands. Before leaving, my kilowatt meter showed 1.4 kwh added. The 15 mile trip was well over 100 mpg even though the SoC limit had dropped to about 68%. I guess that sitting in the hot garage, my OEM pack didn't cool sufficiently. I could not evoke EV mode and the ICE wouldn't shut off when it normally would. I just had to adjust my technique, keeping the SoC below 68% which required switching one of the converters off and on.

Originally Posted by Dan.

One last question... how do the struts rear seem to be handling the weight?
.

Not so bad. The batteries weigh in at 222 lbs and the rest of the stuff was about 75lbs. Close to 300 lbs totl.

Originally Posted by Dan.

PS. Did you manage to get "charging privileges" at your office?

On Tuesday a contractor will be quoting the job to install power at the far end of the parking lot. If the quote is affordable, they will install it. If not, they won't. Guess I will have to wait and see.

[eMileage]

Wow, nice job, Krousdb! Congratulations! Just wondering how your balancers are installed/mounted? Are the batteries restrained in the box? Also, how long does it take to charge? Thanks.

[krousdb]

Originally Posted by eMileage

Wow, nice job, Krousdb! Congratulations! Just wondering how your balancers are installed/mounted? Are the batteries restrained in the box? Also, how long does it take to charge? Thanks.

The balancers set on top of the batteries. There is sufficient room under the cover. The batteries are held in place by blocks of wood between the batteries and box sides. This prevents movement left/right, front/back. I have not yet figured out a good way to constrain them in the up direction. I'm thinking three steel straps, left to right, insulated with heat shrink tube.

I don't know how long it takes yet, I havent charged from empty yet. But according to the enginer website, 2kwh takes 2.67 hrs. So 8kwh should take 10.67 hrs with one charger and 5.33 hrs with two chargers. I will normally charge with one charger. The slow charge rate keeps the balancers happy.

[Dan.]

Originally Posted by krousdb

"CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*) "

I will try but I think I have an upgraded SG. Need to make sure I do it on the other one.

If you can do "btv", then you can do the other ones. They are the same CAN format.

11011011

[krousdb]

Originally Posted by Dan.

GAUGE: BATTERY TEMP (UPPER READ)

CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*)
UNITS: DEG F
->TXD: 03 C3
->RXF: 01 03 02 CB 00 00
->RXD: 30 08
->MTH: 00 5A 00 05 01 40
->NAM: buf
NOTES: (PRIUS) °F MAX FOR THE 5 MS CYCLE

GAUGE: CURRENT CHARGE LIMIT
CONF?: YES, BUT FAILS OF "UPGRADED" SCANGAUGES (3.15*)
UNITS: AMPS
->TXD: 03 C3
->RXF: 01 03 82 CB 00 00
->RXD: 18 08
->MTH: 00 01 00 01 00 00
->NAM: ccl
NOTES: (PRIUS) MAXIMUM AMPS THE TRACTION BATTERY CAN RECIEVE

I have these programmed. So can you provide more detail on CCL? How do you use it?