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pearl62 · 09-02-2015, 01:24 PM

I am thinking I could use the voltage doubler in the Toyota inverter. I will just be providing a compatible battery voltage to the input. Toyota states 288V nominal for the Highlander, and I will be right there. The Soliton1 controller can accept up to 340V max.

I think the C rates you are quoting are for the Enerdel power cells. I will be using their energy cells, so the C rate drops to ~2C continuous, and 5C peak, though I have seen characterization which shows these rates to be somewhat conservative. At 6P I will already see a per 'cell' impedance drop from 0.7mOhm on the old Thunderskys to ~0.45mOhm.

Here's a basic floorplan showing old pack vs new pack, and a placeholder for the MGR. Mounting it in reverse would be the best way, as mounting it normally would require putting the batteries out beyond the rear axle line.

09-02-2015, 01:24 PM	#281 (permalink)
pearl62 EcoModding Lurker Join Date: Nov 2011 Location: San Jose, USA Posts: 26 Thanks: 0 Thanked 7 Times in 5 Posts	I am thinking I could use the voltage doubler in the Toyota inverter. I will just be providing a compatible battery voltage to the input. Toyota states 288V nominal for the Highlander, and I will be right there. The Soliton1 controller can accept up to 340V max. I think the C rates you are quoting are for the Enerdel power cells. I will be using their energy cells, so the C rate drops to ~2C continuous, and 5C peak, though I have seen characterization which shows these rates to be somewhat conservative. At 6P I will already see a per 'cell' impedance drop from 0.7mOhm on the old Thunderskys to ~0.45mOhm. Here's a basic floorplan showing old pack vs new pack, and a placeholder for the MGR. Mounting it in reverse would be the best way, as mounting it normally would require putting the batteries out beyond the rear axle line.