Electric Car Electric Porsche 944 | Electric Cars and Hybrid Vehicle - Green energy

Electric Car Electric Porsche 944

9 Июн 2014 | Author: | Комментарии к записи Electric Car Electric Porsche 944 отключены
Porsche Electric Cars

Electric Car

A New Direction

From the of this build there been countless changes, and the exception of the donor car every component has been revised/updated/eliminated due to or simply something new becoming that just didn t earlier in the build.

I absolutely the Warp 11HV and Soliton1 the torque is incredible and the car does in 4.8 seconds.  I absolutely hate the and brush dust in the 11HV. the fact my 11HV requires   For this reason I finally to agree with the OEM s that type of brushless motor is for a daily driven, low maintenance EV. series DC motors still a place right now simply there are no high power AC available to the DIYer at a reasonable

When Azure Dynamics bankrupt last year I up a DMOC 645 AC Inverter as well as an AC Induction motor.  I never had a plan for the set, however the would never be able to me the performance I m looking for in the 944 without it up.  The motor that Dynamics paired with the 645 was the Siemens 1PV5135 4WS14, an low voltage version of the typical AC Induction traction motor.

motor should give me performance for daily driving.  I won t the 290-300ft-lbs of torque that I got the 11HV but a more modest is still well above the stock engine could  The Siemens motor rev s much higher, there is power out to 7500rpm, and usable all the way to 10,000rpm.

 I m not sure how well the 944 Turbo transmission would 10,000rpm on the input shaft, so it to 7500 should keep safe.

A new motor means a new plate and coupler.  As it turns out the of the existing adapter plate is close to ideal, I m going to add a 1/2 plate that will from the 11HV bolt to the Siemens bolt pattern. Siemens motor is slightly than the Warp so the extra 1/2 no harm.

 The coupler be much simpler, smaller and  There is a steel coupler that normally mates the Siemens motor or a Remy to the Borg Warner single gearbox used by Azure (and others).  This is only $72US, mine is in but apparently it s a good quality

 This is only half of the though, I can now mate to the splines on the motor, however the 944 input uses a different splined  For this I am using the portion of a stock 944 Turbo disc.

After grinding off the that normally attaches to the of the clutch I m left with small splined piece of

The Siemens side of things is though a bit longer.  (image the Vaxo website, click to see more info from

The Siemens coupler is 40mm in the 944 clutch center is also in diameter.  I still need a bearing, or to be more precise a to align the pilot shaft on the 944 shaft, it doesn t need to as both shafts will be connected.  I don t have a lathe, I ve been able to get good using my CNC mill to make parts.

Above is the aluminium that I milled from scrap.  It has a 15.15mm ID hole for the shaft to align.  It has a stepped OD, one matching the ID of the clutch center and the matching the ID of the Siemens coupler. piece will be used for of the steel sections during and remain inside as the pilot .

 It will also serve as a so that the coupler can not work it s way off of the motor and along the splined of the 944 input shaft.

The two pieces fit nicely, it s not quite as precise as be done on a lathe, it would be better if there was a slight fit.  One day I ll get a mini to go along with the CNC mill.

The 645 also has some challenges, it s CAN bus meaning you can t simply attach a and other things to it directly. are a number of VCU s in development from people.  My favorite is in the final of development by Wolftronix.  This is a guy who is familiar with both vehicles as well as Azure and because of this I believe his will be the best first product out there.

 Others play catch up and likely some of  the features come out in his first product.

The image is from the Wolftronix and I suggest you check it out for more

The Siemens motor is also on it was purchased from Steve Steve.  This picture is his for sale listing and may or may not be the actual I m getting, he had purchased a lot (10?) from the Azure Dynamics

If I didn t already have a I likely would have purchased the pair from at EVTV, I think his combo is quite fair considering he the required cables/connectors to connect the as well as the main IO for the DMOC  I would also suspect the for the GEVCU will be included that is available as well. is also working with groups on their versions of the I m sure they will all up eventually but the feature set in the first Wolftronix is what I believe to be the solution right now.

 Jacks price on a single is less attractive and I m not sure if he include any cables when buying one piece.

Performance:

In respects this change be considered an upgrade I ll have a cooled maintenance free with regenerative braking. are all significant pluses!  There is a negative or downgrade .  The power of this system is at 118kw, the peak power of my 11HV/Soliton1 right now is around and could be higher when the CALB cells are installed.

 I no doubt that the system still provide an exceptional experience, but it won t be a sub 5 second 0-60 car any

Range:

I have more to install anyway, so range up, with the regenerative braking I probably get a tiny bit more  I live on a bit of a hill so I should be to recapture some energy on the way instead of heating up my brakes. than anything, my peak will be lower, which to a extent limits the amount of I can burn accelerating away a stop sign or light. all of these factors combined I my Wh/mile to drop from down to 275-300, not a significant but still a difference.  The also has a higher input range, instead of 350v max the Soliton1 it has a 450v max rating.

 It s cell count is 105 where the s max cell count is 100.

I have 100 cells once I add in my CALB s, I also have a few A123 s that could be if I have the room.  Each adds around 1km of driving and I could easily go up to 110 or 115 cells I have the space to mount efficiently, it s never been an so I ve never actually looked it.

Another small but interesting is my 944 will once again a water cooled german

It may be one of the hottest days of the year but I heat!!


I ve had a bunch of posts the years talking about some of them were some were installing, were testing, some blowing up heaters.  I ve finally installed and tested what I to be the final version of my 944 heating  Surplus components from EV s when they switched the Mes-Dea RM3 fluid heaters to a or other PTC heater.

 The includes a 200-450v RM3 heater with a high quality pump.  During the removal at the HV power wires had been rather short.  These were replaced in a previous ready for installation.

New wires above, heater below.

Like most systems in the car, it s very to me to retain the stock look/feel/function of the Porsche system.  I ve talked it before, but a big thing for me was to NOT have a non factory switch to turn on the  Some people have an switch with some of label saying heater , just doesn t do it for me.

 In the stock system there is a temperature it s blue on one end, red on the other, and has values in between.  The intuitive method of turning on the would be to turn this from blue to red or some between, we can all figure this out if we get a new vehicle that we ve never before.  Why should it be any in my EV?

 In addition to simple operation I wanted to maintain the automatic controls that Porsche was in 1986.  It s a simple system, it s vacuum operated based on simple analog electronics.  To this happen I installed two one in the heater control itself, it s a NC (normally closed) switch only activates (opens) in the position on the temperature dial.

second switch was installed on the operated coolant valve would normally restrict the of coolant from the engine.  I don t use this valve to restrict flow, but the microswitch serves to off the heater.

The vacuum valve added micro switch, and view below.

I haven t a good program to create but the system is quite simple:

ignition +12v is connected to the NC on the temperature dial.  In any position blue (cold) this applies power to a 12v relay turns on the pump that roughly 2L of coolant through the 4kW and stock heater core. same 12v out of the relay that the pump then goes to the 2nd connected to the vacuum valve would normally limit flow.  If the cabin temperature is than the temperature setting on the the valve is open and the NC microswitch power to the 12v terminal on the heater.  If the temperature rises above the value the vacuum valve turning off the switch and removing 12v to the heater.

 The heater also has built in thermal that attempts to heat the to 70 degrees celsius.  Any of various systems will off the heater which should the amount of power wasted excess heat and allow me to in the amount of heat I need or while driving.

With a heater the draw on the main is 12-13A while it s on .  Only will tell as to what of duty cycle I will end up as the portion of time the heater is on vs  This duty cycle will vary both ambient temperature and the desired of heat and will ultimately the impact it has on my range.

I was going to make a short on the operation and the various systems control the heater however the temperature this afternoon is too hot for the to even turn on.  There be plenty of chances to do so in the coming as the temperatures drop.  We have had chilly mornings so time I will demonstrate the system in soon.

I still need to some sort of indicator to sure I know the heater is on and don t it on needlessly wasting power if it s not

A weeks work on a lot of little big) things

I took a of vacation to get some dedicated to work on the car, I stayed the whole time and ticked a lot of boxes off the to do list.  I also a few things that weren t on the and didn t imagine doing, but are done and the car is better for it.

The week with the manual steering it turned out being a very and straight forward swap no issues.  Since I had to remove the rack I was up to my elbows in oily which brought to my attention I was able to pressure wash the bay before the install began ago.

The other very difference between removing the from the 83 gas powered 944 and installing it on my 86 944 is the access to all of the parts, I had plenty of to work with easy to where I needed to bolt up vs the incredibly tight dirty and process in the gas car.

Since the 83 is now a parts car I ve started looking at that I replaced to get it on the road for my as well as parts that are in great shape that can be sold or kept as spares for my own  Since I had recently replaced the strut inserts on the 83 and mine was in I swapped the entire strut to the EV.  They are missing a couple of clips that hold the wear sensor wiring but a zip tie care of that.  The good thing is that if I to buy performance struts and an adjustable kit I can install it on the original strut and then install the completed back on the EV which could down time.  (See how old update is I already have the new suspension installed)

After solving the dc/dc fan noise issue, the next item in the car is the vacuum pump for the booster and hvac vents.  To this (or at least reduce it s factor) I milled a new mounting that made use of the included mounts on the vacuum pump as as one of the unused motor mounts in the car.

This new mount has reduced both the vibration and created by the pump, but not eliminated it.

Porsche Electric Cars

One of the big on the to do list was installing the heater. I had hoped to install it in an insulated box the shape of the space I had to work along with reduced forced me to reconsider.  Instead the is mounted out in the open on some brackets but I should be able to the hoses/reservoir to hold in some

Once again I was going to some pictures to complete post, but now it s getting old.

The is completely wired and integrated the stock controls.  I would to make some sort of light to show that the is on however I m not sure where I like that or how it should  Ideally it would be an indicator on the and not require drilling a hole in the for an LED or something.

I also decided on the Tuner 350mm steering again pictures needed! wheel is awesome and I found it for a good price.  I was able to the steering wheel adapter off of the 83 and it to work with the late column.

 The tab that off the turn signal when the returns to center is too short on the version, otherwise it s exactly the  I used epoxy and a metal bar to it far enough to work properly

At the moment I m driving the Infiniti (not by choice) I had a Desaturation in the controller, so it s back at Evnetics repaired.  The people at have been incredibly and quick to respond to the problem.  I an email back within 15 on a Saturday when this

 More info to come.

ratio s and a possible transmission

When starting an electric it s tough to know exactly gear ratio will the best and feel the best driving.  I was happy that my car had the transmission installed since it handle the extra torque the 11 motor, however I really t know what the ideal ratio would be, but having a box with 5 to choose from is a start.

After driving the car for on 300v I ve come to the conclusion my ideal ratio wasn t  The car does drive and it s quite quick, however I t mind a few slightly shorter to choose from.

First gear is too short high a ratio) and 2nd is pretty to ideal but could be a bit shorter for low driving and fun acceleration.  3rd is also close to ideal but is a bit for a 0-60mph run or spirited but not high driving.  What I feel be ideal is a 2.5 gear, with a about halfway in between my 2nd and 3rd gear.  As it turns out Porsche did that transmission, it s has the tough like the turbo transmission to the hp and torque that I have, but has my 2.5 gear.

 It came in the later 944 s the 944S and S2.  It also has a 2nd gear s shorter than my 2nd gear and provide slightly better without being too short my existing 1st gear which is too far in extreme.

944 Turbo

1st 11.81   @ 5500rpm

2nd 6.949 58.5mph @

3rd 4.725 60mph @ 3830rpm

4th 60mph @ 2830rpm

5th 2.798 @ 2268rpm (top speed 145.5mph)

As you can see from the above vs rpm vs gear ratio my existing 2nd is almost perfect for a 0-60 of course I would accelerate 60 for the best time which the motor slightly above the maximum RPM.  So for a safe acceleration I need to use 3rd gear, is a bit tall.

944 S2

1st 13.56    30mph @

2nd 7.979 51mph @ 5500rpm

3rd  60mph @ 4400rpm

4th 4.007 @ 3250rpm

The S2 info is above, and as you can see a run in 3rd gear would take me to which happens to be around the power starts to taper off  4th gear would provide a nice RPM for highway keeping the fan speed fairly for good cooling.

I have other things to work on but I ll keep my eyes open for a used S2 transmission for a future

In the mean time back to and motor updates!

Porsche Electric Cars
Porsche Electric Cars
Porsche Electric Cars

Interesting

Other articles of the category "Porsche":

Twitter-news
Our partners
Follow us
Contact us
Our contacts

dima911@gmail.com

423360519

About this site

For all questions about advertising, please contact listed on the site.


Catalog ALL Electric Cars and hybrid/ News and Information about Electric Car and Electric Vehicle Technologies, batteries for vehicle catalog with specifications, pictures, ratings, reviews and discusssions about Electric and Hybrid cars - Green energy