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Old 05-31-2012, 10:13 AM   #21 (permalink)
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I will have to see if I can find Lee Harts writeup on how to make a series wound motor and controller do regen.

I think by having a contactor to remove the field winding out of series and then hook it up to a 1v-3v or so power supply you probably could have easy regen.

I think its the logical next step since no one has bothered with regen and series since the 80's


Last edited by rmay635703; 05-31-2012 at 01:27 PM.. Reason: redunununundant
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Old 06-05-2012, 11:50 AM   #22 (permalink)
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Today, I stumbled across this drawing of the "Via E-Rev" powertrain.

Looks like it's what the Volt was supposed to be, only in a pickup truck.

The funny thing that I noticed is that it's exactly the same physical configuration of components that I was thinking of for a DIY Hybrid truck. The only difference is that the engine goes to a generator, and then to the motor, instead of through a transmission and physical connection to the motor. (So it's a series instead of parallel, even through all the components are in the same places and orientations.)

The downside to that is both the engine/generator and the motor system all have to be working at the same time. In my proposed setup, I would be able to drive on the diesel system while I'm working on the electric system.



Note that the drawing does NOT show where the exhaust system and fuel tank are. On a typical pickup, both of those are where they show batteries.
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Old 06-05-2012, 12:03 PM   #23 (permalink)
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Another Friend also thew out an idea.

'Twas great to see you again at the Mother Earth News Fair, Ben.
I've also got plans for a DIY hybrid dual-drive truck, this one being my 1987 F250 with the bulletproof 6.9 liter indirect-injected, naturally-aspirated International diesel; an engine that will run on anything that's thin and greasy! My approach is to use a T19 manual transmission with a Power Take-Off. Putting power in through the PTO would enable electric-only maneuvering (while holding down the clutch pedal). Disengaging the PTO would reduce mechanical drag for highway cruising. Using an HPEV AC20 or AC50 drive would also allow significant regen, and another small benefit of this approach would be to shift in neutral and use the hybrid drive to start the engine faster than the 12V starter (also eliminating the need for one of the two big 12V cranking batteries, and allowing stationary genset duty, as well as engine start/stop in traffic jams (EV only for a bumper-to-bumper crawl).


Sounds like a neat concept too!
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Old 06-06-2012, 04:37 AM   #24 (permalink)
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Quote:
Originally Posted by bennelson View Post
Note that the drawing does NOT show where the exhaust system and fuel tank are. On a typical pickup, both of those are where they show batteries.
Thats easy. The exhaust could be a side pipe that exits forward of the rear axle and the fuel tank goes behind the rear diff, at least on anything built on a full size GM truck frame.
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Old 06-06-2012, 07:57 AM   #25 (permalink)
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I was also thinking that on a DIY project, a "fuel cell" gas tank could be used to save space, and free up room for batteries.
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Old 06-06-2012, 08:53 AM   #26 (permalink)
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The truck project that I've seen had the gas engine driving the rear wheels and the electric motor driving the front wheels with the motor in the location that the transfer case would live, this was on a Ford Ranger and I thought that it was a pretty slick layout, the Ford Ranger is also common to have an extended cab where there is enough space for 12 6v golf cart batteries in the rear of the cab with enough space for solid racks and head room to check water, a sheet of clear polycarbanite and a small vent out the side or back window would take care of most safety issues.

But Ben, you have an S-10 so I'm not sure how everything lays out on that vehicle, but I do remember it as being a top choice for EV conversion because of the frame rail spacing under the bed.
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Old 08-13-2012, 11:35 AM   #27 (permalink)
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hey guys,

I shot a short video yesterday.

I basically laid out the powertrain of the truck on the floor of the shop at the Milwaukee Makerspace.

Hope it all makes sense to you:



I also have a little more on it at my blog as well:
DIY Hybrid Pickup Truck

I think it's like that "body parts song" - The kneebone is connected to the leg-bone.... Only it's "The diesel is connected to the tranny... The tranny is connected to the motor... The motor is connected to the differential....

Ok, well, you gotta at least know the melody and sing it.
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Old 08-13-2012, 12:22 PM   #28 (permalink)
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Quote:
Originally Posted by Ryland View Post
The truck project that I've seen had the gas engine driving the rear wheels and the electric motor driving the front wheels with the motor in the location that the transfer case would live, this was on a Ford Ranger and I thought that it was a pretty slick layout, the Ford Ranger is also common to have an extended cab where there is enough space for 12 6v golf cart batteries in the rear of the cab with enough space for solid racks and head room to check water, a sheet of clear polycarbanite and a small vent out the side or back window would take care of most safety issues.

But Ben, you have an S-10 so I'm not sure how everything lays out on that vehicle, but I do remember it as being a top choice for EV conversion because of the frame rail spacing under the bed.
Beat me to it.

I think it would be easiest and most efficient to have the electric motor drive the front wheels and the diesel drive the rear. That way, the Diesel and transmission can be in there proper configuration, and adding the electric motor where the transfer case would normally be would be a great solution.

That way, you have 3 options. EV Only, EV+Diesel (Assisted towing, acceleration, 4wd, etc), or Diesel Only... almost seemlessly.

I think you may run in to a lot of issues putting the E-motor inline between the transmission and the driveshaft.
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Old 08-13-2012, 10:50 PM   #29 (permalink)
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Very cool, subscribed.

What is max rpm on that dc motor? I am concerned that it may over rev in that configuration. Could always go to taller rear end gears/ tires.
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Old 08-13-2012, 11:49 PM   #30 (permalink)
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It's on the slow side of the transmission, so I don't think over-reving is an issue.

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