[0102 cobradude]

hi green i will say i like the idea of direct drive simple light weight less junk to break & yes big motor big controler works for me, as well i believe in the near future fuel cells will could be jell or liquid form or ??? a123 packs ?? there is no question whithin 10 years batterys will change a lot . is far as diesel or biodiesel its not a homegrown product , nothing you or i can make ! but we can harvest sun/wind/ water and is endless and clean . however lithium is very pricey . i try to look at lithium as future fuel storage . not part of vehicle!

 

[GreenEnergyConversions]

You can absolutely make bio diesel at home. While I agree that capturing sun and wind is available, it isn't viable on small scale at this point. Solar panels are only 20%ish efficient at best and way too expensive. I don't think batteries will ever be the future. I think super capacitors are the future, or fuel cells that exchange electrolytes.

Using the heat of the sun to make steam and turn a turbine is much better than solar panels IMHO. This can be done much cheaper than solar panels. A 7kw solar panel set runs 24k+ while a 12kw steam turbine/engine set up is only about 10k with the same or better efficiency.

I am still not sure why running direct drive is better. I just see adding an IVT between the wheels and motor just seems better to me. I guess it is a matter of opinion at this point. Instead of a IVT, maybe just a customized 2-3 speed transmission to amplify the torque characteristics of the motor. Somthing like the old 2 speed rear ends that some of the big trucks used to use. I just have a hard time imagining only having one speed reduction, when you can have multiple options, one for acceleration (0-20mph), one for city(20-45mph), one for highway(>45mph).

I have decided to use a traditional AC motor set up though. I am thinking the AC55 or AC30. Both seem to have great characteristics and are solid motors. I though that the 20KW BLDC set up would be nice as well, but the premise was on using a transmission and overpowering the motor to peak levels during acceleration.

 

[Duncan]

Using the heat of the sun to make steam and turn a turbine is much better than solar panels IMHO. This can be done much cheaper than solar panels. A 7kw solar panel set runs 24k+ while a 12kw steam turbine/engine set up is only about 10k with the same or better efficiency.

You have got to be kidding
You will be very lucky to get 12% with a small steam turbine

Besides I have seen some of the guys talking about solar at $1 a watt - or $7k for your 7Kw solar
And that does not include the maintenance associated with all of those bits spinning around

 

[charliehorse55]

Every mechanical component has losses. Adding a transmission decreases the overall efficiency of the system. It also adds 50kg or so of weight, and adds more complexity to the car.

It really isn't a matter of opinion, there is a reason ALL commercial EVs use direct drive.

Tesla Roadster/Model S/Model X
Chevy Volt
Nissan Leaf
GM EV1
Toyota RAV4 EV v1 & v2
Fisker Karma
etc..

 

[subcooledheatpump]

Whats more with an AC motor, you can get more low end torque without actually using more power. Since torque in an AC motor is related to current, not voltage.

Power of course is voltage X current. With a PWM drive, you can get a lower frequency, therefore lower impedance and high currents even with lower pulse widths (lower output voltages)

Using a transmission just means you'd have to spin up the transmission which takes power, plus you'd need to apply a higher voltage to get the motor to spin fast enough

 

[GreenEnergyConversions]

Duncan,

Please provide me the link to $1/watt solar panels for sale. I am ready to write a check. I have been considering solar panels for some time. Best price I have found is 24k, before batteries for energy storage for rainy days. At $1 a watt, I would start my own business installing them and selling the electricity back to the homeowner at market rates.

As for efficiency, it would depend on what type of system you use. Lets say for instance you use an ORC type set up. The heat transfer medium would be either R134A or R245. With the crit temp/pressure what they are, about 11% is the best efficiency you can get. Now, if you use a refigerant blend, it is very conceivable to get 25%+. Turbines are very efficient, pushing 75% in many cases, higher with a vacuum in the condenser.

 

[0102 cobradude]

hi green yes you can make your own biodiesel ! and yes i have done thousands of litres , but again emty bins , i just picked up my 6"x6" cells 2000 watts worth $800 (ebay) d.i.y. and as far as wind just finished up my p.m.a. 3000 watt (old ac 5 hp 3 phase) . dont get me wrong i like my diesels , i have the cummins& wife has duramax but it is now $ 170 a fill and from what they said in fortmac canada last time i was there they promised me they wont be droping prices any time soon ??

 

[Duncan]

Hi Green

This site was listed on one of the other threads

http://www.ecobusinesslinks.com/solar_panels.htm

Looks good - I may think about some for me - after I get my damn car on the road


Turbines are very efficient, pushing 75% in many cases,

The MAXIMUM efficiency you can get out of a heat engine is related to the input temperature and the rejection temperature
Max eff = 1- (T-cold/T-hot)

T-cold has got to equal/greater than ambient + a bit - call it 320K
T-hot ~ max 640K
Gives 50%

to get to 75% theoretical you need 1280K input temp - at that temperature Titanium is starting to get a little soft!

Little engines and turbines don't come anywhere near those efficiencies because of heat loses and friction
Big ones (multi megawatt) can come closer to theoretical efficiencies but anything past 40% is simply not doable

The 75% you have seen is probably 75% of theoretical so for 640K hot and 320K cold it would be achieving 75% of 50% - 37.5%
A big turbine with re-gen can probably get close - a small one - no way!

 

[Zoggthefantastic]

Hi there. As stated, many people have this idea, including me! I did a load of research earlier this year.

The main limiting factor of a series hybrid being that you have both the inneficiency of the ICE plus the losses of the generation process to contend with.

Of course it can and has been done
http://www.evnut.com/rav_longranger.htm

I highly recommend you read the white paper that can be accesed by following the link on that page
http://www.tzev.com/files/rxt-g_acp_white_paper_range_extending_trailers.pdf

I recommend you follow the link on the page yourself though as there is more information available.

 

[qryptiq]

This is all very interesting. Good luck.

 

[arklan]

hey i was reading your thread about the diesel hybrid kit, VERY interesting read.
you said you are going with rear wheel drive and i was thinking, since you are going to have a diff you may as well use your diff as the gearbox, since you are going to have it anyway you dont lose anything.
all youd need to do is have a way to move the drive shaft closer or further away from the centre. as you move it away from the centre the diff will speed up.
it would work the same way as a cvt/ivt

i wrote this as a email to him but then thought id share

 

[qryptiq]

If all the hardware needed to be in the back, how much space would be required? Measurement-wise?

 

[toaster6891]

Hello everyone, I understand this is a old thread, but I stumbled upon this thread in gathering information about a I guess a line of thought I had about my project vehicle. I am curious if the original poster has gotten any traction on his endeavor. If not, I would like to try and get in contact with them about where you left off. Thank you in advance for any reply.

 

[26it073]

Hello all.

This is my first post to this forum so please excuse this post if it happens to be in the wrong section. I am currently in the design and early building phase of a Diesel Electric Hybrid conversion kit for cars and trucks and I am looking to see what kind of market is out here for this kind of product. I have very customized parts that will enable me to compete and beat many true EV conversion kits (I know, blasphemy).

Diesel engine is going to be a twin cylinder, water cooled, turbo charged, intercooled, 0.8L diesel engine. The engine already meets EPA Tier IV specs. Max rpm is 3600. The engine is further enhanced by several scientific technologies (like engine coatings, ect...). Looking at 50 miles per gallon minimum fuel efficiency. Other technology is being created to increase this above 60 miles per gallon.

Generator will be 12kw to 15kw and will produce all power required to cruise a vehicle at 90 MPH at rated fuel efficiency.

Using a permanent magnet motor, 3 phase, 120V AC drive assembly with an IVT (already in negotiations with company for rights). Total electric motor power will be 20KW nominal, 40KW Max. Also going to integrate the gear train into the electric motor for an IVT gear motor, though this is in the advanced stages of the kit. Also considering a Warp11 with Solitron controller.

Battery pack is small, 4KWH, and only used for acceleration of the vehicle. Considering ultracapacitors, but they seem expensive when you consider the load balancing and charging electronics needed. Regen breaking captures braking energy.

As I build the prototype, I will update this post with pictures. My first conversion is going to be a 1997 Mitsubishi Eclipse, converted to a RWD via the GSX rear end. I blew the engine and decided it was time to follow my dream.

I look forward to your comments and suggestions if you have any. You can follow me through my website as well if you so choose; www.greenenergyconversions.com.

Thanks in advance,

Daniel

Pie inthe sky but a good ides. The main intention for diesel electric is to have a drive system without a gearbox. Gearbox losses can reduce efficiency to a level where high tech efficiency techniques are negated.