Full throttle Electric Supercharger Build Thread

[Baker]

Originally Posted by rx3

If those batteries were commercially available one should replace the entire engine, gearbox, clutch, exhaust, radiator, rear brakes etc. with a more powerful, simpler and lighter electric motor with lower operating and maintenance costs and better torque control:
http://www.teslamotors.com/roadster/technology/motor

This technology has only been released to the press less than a month ago, i hope that it will become commercially available in the future. i believe the SR motor is more of a benefit in electric cars because of its ability to run over 100000 RPM the stator is on the outside its digitally controlled and had been proven to over 95% efficiency. lower cost greater torque no magnets that are driving the price of electric motors up.

Any way this is all food for thought, just my opinion

[s2d4]

Originally Posted by Baker

If you were to draw 8000W 8Kw Motor at 48V it would take 166.6AMP to drive. those Batteries are capable of 270CCA
18A/H Divide by 166.6Amp = "0.109 of an hour before it ran flat" so 60Min X 0.109= 6.54Min Run time

Why not size the motor to application?
8kW seems to be overkill in both power consumption and package size?
The protection requirement for 166.6A circuit will also be another significant packaging issue.

There is also the issue of using CCA as the way to calculate available time as it will only last 30 seconds at CCA.

[Wild Weasel]

Originally Posted by Baker

I have been following this for some time now and think its a great idea. @fenton what current draw is the Dc to Dc voltage convertor drawing.

Cause even when ur WOT ur system charges at full capacity. General rule of thumb is for every 10Amp u draw its 1Hp so if ur drawing 100 Amp at 12V its equivalent of 10HP. Be interested to see how much ur taking from the engine.

I understand what you're saying, but I think you're missing a key bit of info here that makes this genuinely non-parasitic.

Normally you'd be right. If you're putting a big draw on the batteries, you'd get a corresponding draw from the alternator, which makes it tougher to turn, which causes a bit of a loss of power to the wheels as the engine needs more power to turn it.

The key here is that the 28 volt battery pack is isolated from the rest of the system. There is a control box between this pack and the car's electrical system and that control box is managing the charging. When the control box switches on the e-blower, it stops charging the 28 volt battery pack. When the e-blower switches off, it resumes the charging.

So while using the e-blower, it is not putting any load at all on the alternator and is, thus, entirely non-parasitic. Make sense?

[mid_life_crisis]

Originally Posted by carbonBLUE

i personally cant wait till graphene hypercapacitors, in theory you could charge an all electric vehicle in 2 minutes or less for 800 miles of operation... but thats what... 30 years from now tech?

The cap may be capable of taking and holding that kind of charge at that rate, but you'll still need a charging station cable of delivering the power that rapidly. I can see people lining up at their local power stations to fill up their cars.

[Calum]

Originally Posted by Baker

I was reading about a young girl that has created a new super-cap that can hold more power than a li ion battery and is under development. this shit is happening it wont be long. there are some big things happening now these new super caps are in the works, the new li ion batteries are on the move. The demand for alternative power source is high atm and is driving the market toward projects like this, electric vehicles smaller less fuel demanding cars.

http://hothardware.com/News/Californ...In-20-Seconds/

http://edition.cnn.com/2013/05/20/tech/whiz-kid

http://www.extremetech.com/computing...0-times-faster

Changes are coming
@Calum
I have no idea i was just looking around batterys would be around the $500-600
no idea what a compressor would be worth couldn't be much, im thinking of getting a quote on a Switched Reluctance Motor,

http://www.chargedevs.com/content/fe...uctance-motors

The hardest thing is the controller I'm learning online about the electronics the SR motor is hard to program and even make it move is a mission but I'm almost considering making something up.

I think a custom 8kw motor that is capable of 75000rpm should do it. Id estimate that with 8kw and a higher rpm with full adjustability of the motor being a SR Drive would be able to crack the 250hp mark. off the stats these guys have provided

I should stop cluttering the thread lol

If there was a motor controller that could be fed a PWM signal, the ECU can creat the PWM signal and that way the whole thing could be ECU tunable.

I love where this tech is going.

[mid_life_crisis]

Originally Posted by Baker

the introduction of some supper capacitors

Now that would be a revolting meal.
LOL
I get such a charge out of myself.

[mid_life_crisis]

You are up in Canada, so that lovely dyno run was done on that 91 octane crap you guys call gasoline, correct?
What could you do with 93 and a little more timing?
I personally prefer a system that wouldn't require a tune, but that doesn't prevent curiosity from rearing its head.

[Bu-Tang]

No he's running 94 but it has sight ethanol mix.

Sent from my SGH-I727R using Tapatalk 2

[mid_life_crisis]

Thank you for straightening that out.
I didn't see that.
Bummer.

[fenton]

Originally Posted by Wild Weasel

I understand what you're saying, but I think you're missing a key bit of info here that makes this genuinely non-parasitic.

Normally you'd be right. If you're putting a big draw on the batteries, you'd get a corresponding draw from the alternator, which makes it tougher to turn, which causes a bit of a loss of power to the wheels as the engine needs more power to turn it.

The key here is that the 28 volt battery pack is isolated from the rest of the system. There is a control box between this pack and the car's electrical system and that control box is managing the charging. When the control box switches on the e-blower, it stops charging the 28 volt battery pack. When the e-blower switches off, it resumes the charging.

So while using the e-blower, it is not putting any load at all on the alternator and is, thus, entirely non-parasitic. Make sense?

This is 100% correct. The Power controller issolates the dump batteries from the electrical system of the car on WOT.

Once your off the throttle the batteries charge at a rate of 20A

[Raven604]

Originally Posted by mid_life_crisis

You are up in Canada, so that lovely dyno run was done on that 91 octane crap you guys call gasoline, correct?
What could you do with 93 and a little more timing?
I personally prefer a system that wouldn't require a tune, but that doesn't prevent curiosity from rearing its head.

Pretty Damn ignorant lol... We have way better gas then you do...

[mid_life_crisis]

Originally Posted by Raven604

Pretty Damn ignorant lol... We have way better gas then you do...

I'm sure I saw a post from one of you northerners griping about the gas. Does the availability of high octane vary from province to province?

By the way, it's "than", not "then". It's a comparison, not a sequence.
Sorry, but it's a pet peeve of mine.

[fenton]

Originally Posted by mid_life_crisis

I'm sure I saw a post from one of you northerners griping about the gas. Does the availability of high octane vary from province to province?

By the way, it's "than", not "then". It's a comparison, not a sequence.
Sorry, but it's a pet peeve of mine.

Some places dont have access to 94 octane.

Vancouver has very good chevron 93. All the big cities have 94 with 10 percent ethanol. In some places they only have 91 and if they dont have shell it might have 10% ethanol in it to.

[Baker]

Originally Posted by s2d4

Why not size the motor to application?
8kW seems to be overkill in both power consumption and package size?
The protection requirement for 166.6A circuit will also be another significant packaging issue.

There is also the issue of using CCA as the way to calculate available time as it will only last 30 seconds at CCA.

Calculation of the battery charge is 18A/H thats 1 Amp for 18 hours thus the battery charge density measured in an hourly rate. 1 Amp for Rates Hours A/H's. . the cc/a of the battery is 270 if this was at max draw 270CCA it would in theory last 18/ by 270
I do know what ur saying, there is other variables to consider such as temperature. it was just a ruff figure to show others what may be achievable.

Now i do believe that its a 4kw motor on the echarger? correct me if I'm wrong. On a 28V (2x12V batteries) system would be drawing the same amount of amperage out of the batteries as what i just stated.

4000W/24V = 166.6 Amp Currant draw.

Also with a 4 Phase Switched reduction Motor that would be decided into 4 so the circuitry would need to be capable of creating 41.6 amp per phase.

@Calum yes that would be possible altho with the type of motor im talking about would have to have a PWM Phase Generator Control drive to manage the timings of the phases. capable of supporting 42Amp load. its not that hard with microchips and decent mosfets for the current, aslong as u could get some decent gate drivers to switch the mosfets quick enough to get in the high rpm range.

altho if the ecu is capable of reading boost/tps/load creating an algorithm to output the corresponding PWM the Phase generator could be controlled by this

@Wild Weasel that is great that also explains the monster voltage drop when boost comes on. Awesome i was unaware u guys had done this top stuff.



that alternator i found weighed in at 30lbs its a monster 191amp @56V prob to big even for the hardware i have sourced