Posts by brian_
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A 1970 500L and a recent 500 are related only in name - they're completely different vehicles. Yes, buying a used modern EV is more practical than converting anything, but the 500E is no more suitable as a substitute for converting a classic 500 than any of the other small EVs; a Mitsubishi i-MiEV might be the most similar to the old 500L.
Is the IPM 200 series brochure the data sheet that you are using? If not, do you have a link to what you found, or do you only have it on paper?
The torque of 69 Nm will be with the maximum allowed current (presumably 450 ARMS), regardless of voltage - the supply voltage will just determine how fast the motor can run before the battery can no longer push that allowed current through the motor. That is instantaneous torque; the S2 (short duty cycle) torque that can be maintained for 30 minutes is less than half that, but the period meaningful to a car is less than a minute (of acceleration) to a few minutes (of hill climbing), so the IPM 200-50 might be a good match with the same gearing, given 96 volts from the battery.
The 450 ARMS value may be the limit of the inverter used for testing, rather than of the motor itself, but it seems reasonable to take it as the motor's limit.
You could approach that from a different direction, choosing the battery's required energy capacity for the desired range, then choosing any battery amp-hour capacity and voltage that delivers at least that at a voltage at least high enough to be able to produce the target power.
The working assumption appears to be 120 Wh per mile, which seems low to me, but I'm not familiar with typical consumption for vehicles this small. The classic 500 is only about the size of Japanese kei cars of the era, which are significantly smaller than they are now, although it had an engine of a size not allowed in kei cars until 1976 (and again significantly smaller than allowed now). The Mitsubishi i-MiEV was kei-sized, but modern kei-sized (double the weight of a Fiat 500) and had a combined city & highway consumption of 300 Wh/mile.
At 120 Wh/mile, 60 miles is 7.2 kWh. Yes, that could be 100 Ah @ 72 V, but it could also be 75 Ah @ 96 V. The controller/inverter needs to be able to handle the voltage of a fully charged battery, but delivers only the voltage needed at the moment to the motor, so pack voltage can be higher than needed for performance if that's what results in a suitably sized and available pack.
10 modules of the 48-module 30 kWh Leaf pack would provide 6.25 kWh; 96 V (nominal) would require 13 modules, delivering a more suitable 8.1 kWh... if you could fit them in.
I'm surprised that any significant number of Leaf modules would fit in the space occupied by the fuel tank; the stock tank only has 22 litres of capacity (the volume of 9 Leaf modules) and modules won't fill the space neatly like the shaped-to-fit tank does. I assume that the battery pack would fill most of the front compartment, not just the tank space. High up front like that doesn't seem like a desirable location for over 40 kg of mass in a short 500 kg car, but there are not a lot of location choices.
Alberta... where there are no provincial subsidies for EVs, and most of the electricity is generated by burning natural gas and coal, so there aren't many EVs (a few thousand).
In some ways, yes. But winter range of EVs is only moderately reduced. If average power consumption by a car during use is 10 kW (20 kWh/100 km and 50 km/h average speed) then even 2 kW of heater operation is a 20% range hit.
I haven't seen a vehicle in a driveway or parking lot plugged in for years, and some of them are diesels. I don't think cold weather starting is much of an issue for light-duty diesels in recent decades. Decades ago employee parking lots would routinely have block heater outlets, but I don't think anyone builds lots with them any more. Of course now some joker would try to charge their EV from them...
They will be common in VW EVs, and may be found in other vehicles. They contain 24 of the LG Chem LGX E78 pouch cells, in a 12S2P configuration. These are probably the VDA 590 size format... which means that they are 590 mm long, possibly making it difficult to find a suitably-sized space in a classic Fiat 500L.... have you considered the VW ID3 Battery
Small size an god energy.
The desired energy capacity would almost be reached with a single module, but the voltage would be too low. If there is a way to fit two of these modules in the car, connected in series they would have suitable voltage and energy capacity. Perhaps one could go in the front, and one more behind the motor?
Although the original poster did ask where I was from...
The maximum power allowed for a portable space heater plugged into an ordinary household outlet is 1.5 kW, limited by 80%of the 15 amp circuit rating. A full-blast space heater is comparable to a car heater in normal use.
The size of furnace used in small travel trailers is 12,000 BTU/hr input which is 3.5 kW. These furnaces are relatively inefficient, so only 2 kW of heat comes out of them. A car is much smaller than even a modest travel trailer but of course the trailer isn't trying to defrost a windshield.
Of course the most direct example would be the electric heater used in an EV that doesn't use the air conditioner as a heat pump. While they have more than 2 kW peak output (apparently the Leaf's 6 kW is common), as an average power use in typical winter conditions here, 2 kW is reasonable.
... this thread is not about Alberta weather. So just to clarify, then hopefully move on...
This comment was not intended to precisely define the power requirement for EV heating, but the 2 kW value is reasonable.
The maximum power allowed for a portable space heater plugged into an ordinary household outlet is 1.5 kW, limited by 80%of the 15 amp circuit rating. A full-blast space heater is comparable to a car heater in normal use.
The size of furnace used in small travel trailers is 12,000 BTU/hr input which is 3.5 kW. These furnaces are relatively inefficient, so only 2 kW of heat comes out of them. A car is much smaller than even a modest travel trailer but of course the trailer isn't trying to defrost a windshield.
Of course the most direct example would be the electric heater used in an EV that doesn't use the air conditioner as a heat pump. While they have more than 2 kW peak output (apparently the Leaf's 6 kW is common), as an average power use in typical winter conditions here, 2 kW is reasonable.
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