The full scoop on PlugIn HybridElectric Ram Trucks (PHEV Dodge Rams)

2 Мар 2014 | Author: | Комментарии к записи The full scoop on PlugIn HybridElectric Ram Trucks (PHEV Dodge Rams) отключены
August Electric Vehicle

Plug-In Hybrid-Electric Ram Trucks Dodge Rams)


Electric Ram 2002-2008

Chrysler designed, and tested a military version of the Ram HEV vehicle) for U.S. Army Automotive Armaments Command for the Commercially Based Tactical (COMBATT) program. The 2002 Ram 2500 pickup had a diesel-electric powertrain that could be in electric-only mode. When it could provide up to 20 kW of continuous power to operate electrical at remote sites.

The generator on the Ram HEV was and presumably more efficient conventional portable generators.

the military Ram was the Contractor Special; it had a engine driving one set of wheels, and an motor powering the other Again, the generator could be by contractors with the truck At first it was to be available in 2004; it was switched to fleet sale and we do not believe any were sold at

The hybrid approach, transmitting information “through the road,” was by independent engineers).

Current PHEV Ram 1500 trucks

This section, written in 2010, relies heavily on a available presentation by Abdulla A. of Chrysler, presented on June 9, (with thanks to Patrick

A fleet of plug-in hybrid Ram Crew Cab 4×4 trucks was produced for a joint Chrysler-government The trucks used lithium-ion taking 2-4 hours to charge at or 6-8 hours at 110V; it could as a standard hybrid. The truck operate for 20 miles on pure-electric in use, or 655 miles from a charge and full tank; gas mileage was 32 mpg when running a full charge.

The truck used regenerative and could produce 4.8 kW of continuous AC through a panel with two and one 240V plugs. (It could 120V or 240V of power on the fly or in mode). The truck had a 7.7 inch clearance, six-foot bed, and engine and motor collectively at 399 horsepower or 390 lb-ft of torque. It automatic front axle and a 3.27 axle ratio 9.25:1 light-duty rear the truck weighed 5,900 lb a gross cargo weight of pounds and gross vehicle of 7,200 lb.

The max payload was 1,300 with 6,000 pounds of capacity.

The project was started in September and was expected to be completed in August it was only around 15% complete as of 2010, but only $3.3 had been allocated for fiscal 2009-2010 (the project take $48 million from the of Energy and $49.4 million Chrysler).

The project was designed to four primary barriers:

performance in extreme conditions

heat and cold

Charging

how customers use the technology

140 pickup would be made and put to use in a wide of climates, including Arizona, and Massachussetts, and through a wide of customer types, proving in real world conditions. mileage expected was 2.9 million over 1 million miles to be driven in freezing temperatures, and 800,000 in temperatures over 90° F.

Technological goals included charging performance and a/c generation, and a bidirectional charger interface both power and data); the goal was to quantify the benefits to and the nation.

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Major changes Chrysler’s current hybrid were updating to the latest battery, updating thermal controls and calibration, updating for PHEV, and instrumenting vehicles for testing.

The trucks included a AC power panel, charger, hybrid transmission with motors built in, and thermal Data was recorded by an on-vehicle which would compress the found on all CAN buses; it included features and CAN Calibration Protocol and uploaded recorded data a cell phone or wi-fi to the Customers could manage the through a web site, which allowed Chrysler and DoE to monitor trucks.

Chrysler’s development partners and included Behr, Electrovaya, Delphi, Continental, Michigan University and the University of Michigan, UC and three utilities, along the Electric Power Research Numerous partners would put the through their paces.

I (2009-2010) included:

Selecting and sourcing components; finalizing and lead times; kicking off orders

Getting instrumentation and key systems

Standardizing the design

12 development trucks

Phase II 2010 to February 2011) building the demo fleet of 140 and ensuring that customers prepared to receiving them. III was testing (March 2011 to 2013); Chrysler had to ensure the trucks were being and were working properly. At the time, a smart grid be developed, with bidirectional

Systems and customer usage be monitored throughout the phase.

As of 2010, Chrysler reported they were on track.

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