Quote:
Originally Posted by Daox
Very nice work! Are you now running higher system voltage? BMS?
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Yes, as Ecky said, the voltages are very similar to the stock battery. I don't have much experience with OEM packs that weren't deteriorated, but from what I've heard they usually operated in the 150-160 volt range. The batteries I'm using have only fluctuated between 160 and 165 volts. I've seen like 158 during assist when it was already sitting down at 160, but I'm not seeing it rest above or below that window.
The OEM computers will allow the batteries to charge up to 176 volts IIRC.
But volts aren't the main difference. The main difference is kilowatt hour capacity. The LTO setup I have is 3.3 KwH while an OEM NiMH battery is around 1 KwH. That means the voltage of the LTO pack will go up and down more slowly as the pack is used or recharged.
Something I am thinking about doing, going off a conversation I had with IamIan at Insight Fest 2019 and with him earlier in this thread, is installing a grid charger harness and then trying to drive while using assist as much as possible during the day, and use EOC instead of regen for hypermiling purposes. Then when I get home I could top it off with the grid charger. But I probably won't sort that out anytime soon.
I have more to do on the setup first.
- Need to route the DC/DC converter fan to the air port it had in stock configuration.
- Need to put the IMA battery cooling fan in a more useful location.
- Need to investigate better wiring for the connections between the green wires and junction board.
Optional:
- Indicator LED on BCM Fooler + relay to activate it only when car is on
- Larger voltage display up front (currently only using OBDIIC&C)