Custom Enginer PHEV (8kWh)

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.

 

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.

 

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

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.:rockon:

 

"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.

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

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.

 

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.

 

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

 

I assume that you mean the converters. Yes, I wired them in parallel. It is difficult to tell how much they put out maximum, but in park they put out 18A. Probably more when there is more load on the system.

 

I disagree that the Enginer kit is not robust enough. You are trying to use it in a way that it wasn't designed to be used. This kit is not going to turn your car into an EV. If you read the FAQ's on the enginer.us website, it says as much. It is suitable for motor assist. On longer trips it will give you results similar to hymotion.

 

8/31/09 Morning Commute

Charge Info
Begin Charge Aux Pack Voltage = 51.7
End Charge Aux Pack Voltage = 54.5
Actual kWh used = 8.84
kWh to Aux Pack = 7.66 (87.6% Charger efficiency, does not account for balancers draining charge)

Readings
Beginning Aux Pack Voltage = 54.5
Beginning OEM Pack SoC = 67.0
Miles Driven = 67.6
End Aux pack Voltage = 51.2
End OEM Pack Soc = 70.5

Driving Conditions
Moderate rain, and wet roads.
Ambient Temp = 68F
Winds = Calm
Windows Closed
Fan set to level 2, no AC.

Route
12.0 Miles suburban at 25-45 MPH
52.0 Miles in the Interstate, CC set to 55MPH
3.6 Miles suburban at 45 MPH

Results
Trip ScanGauge MPG = 95.5
Trip MFD MPG = N/A *** See note
Current Tank = 61.6 Miles
Tank ScanGauge MPG = 98.4
Tank MFD MPG = 97.8

Analysis
Wet roads, rain and cooler temperatures than my first test drive yesterday. Under these conditions I would normally get 61 MPG on the way to work. The ending Aux Pack voltage is promising. Yesterday I ended at 50.0V. Still plenty of juice left for the drive home.

PHEV Performance
95.5/61.0 = 56.5% Improvement

Notes:
*** Filled up the tank 6 miles into the drive, MFD ended at 97.8 MPG for 61 miles and does not reflect the cold start this morning.