itsdchz
Well-known member
I guess a little context:
First 20 min was idling/electric idling. I reached 65.6 MPG with a 24 mile total trip after this pic was taken.
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I think you're only really going to see a benefit of such a larger battery if you can convert to a plug in model. You still have to charge the batteries either through regenerative braking or using the ice engine. I'm sure this is why most non-phev hybrids stick to 1.5-2kwh batteries. Quick to recharge, but offer assistance when needed (acceleration when ice engines are not as efficient).I've ordered some parts for the PB to be able to tap into the HV system without having to modify the truck's as equipped parts. Considering building a 20kWh battery to put in the bed and do some testing about trying to keep it in electric mode much longer as well as power the AC. This truck has some weird logic behind it like for instance if you run in accessory only mode, you drain the HVB as it's running the DC-DC converter to take the battery's 285v down to 14v to power the accessories. Run the truck in accessory mode with the blower on high for ~20m and you'll get to hear your little starter crank the engine. It typically uses the belt starter generator for parked starts or the clutch on the hybrid motor when in drive.
Man... How do you take 50 minutes to drive 18 miles?!? Lol
It'd most certainly be charged via mains (mostly). I'd have to use an independent controller to control when the external battery is allowed on the HV system. I've already got a lot of the logic on a flow chart. Part of the project is to expand the power generation capability up to 20kW bypassing the onboard 7.2 entirely (much easier than it sounds). It's actually a project to allow most everyone with a HVB (including BEV) the ability to safely tap it for vehicle-to-home power.I think you're only really going to see a benefit of such a larger battery if you can convert to a plug in model. You still have to charge the batteries either through regenerative braking or using the ice engine. I'm sure this is why most non-phev hybrids stick to 1.5-2kwh batteries. Quick to recharge, but offer assistance when needed (acceleration when ice engines are not as efficient).
Very windy mountain roads! Plus see my post, first 20 was idling with A/C running before we finally left.Man... How do you take 50 minutes to drive 18 miles?!? Lol
Seriously, was there a lot of down hill coasting in that trip?
well, no matter what, a bigger battery will still allow the truck to drive longer in Electric mode.But would it really? Not trying to be argumentative, but as you said the ice has to charge it if the brakes can't. There is a loss there and I would have to ask if it's worth the 3-5mpg you lose while it's charging.
I know why plug in hybrids have bigger batteries, but even the new sienna hybrid non-phev only has a 1.9kwh battery. The original non-plug in hybrid Prius only had a 1.78kwh battery.
From what I can tell most non-phev hybrids stay around the 1.5-2kwh range making me think anything above that and you lose more than you gain.
Now, make the powerboost a phev, and I'm with you! 20-30 miles on an initial charge with a bigger electric motor? I'd be in heaven!
Hammaman I'm super excited to see you taking on this project. I have been thinking about how it can be done.It'd most certainly be charged via mains (mostly). I'd have to use an independent controller to control when the external battery is allowed on the HV system. I've already got a lot of the logic on a flow chart. Part of the project is to expand the power generation capability up to 20kW bypassing the onboard 7.2 entirely (much easier than it sounds). It's actually a project to allow most everyone with a HVB (including BEV) the ability to safely tap it for vehicle-to-home power.
The AC compressor and the inverter share a 50a fuse (I believe the DC-DC converter is on this same feed as well), while the hybrid motor uses a 150 or 160a (don't have my notes on hand). I've got hours of data collected in an attempt to understand the logic of the system and how to exploit it for my projects.
The biggest surprise of yet (outside of the ~25% actual capacity usage of the HVB) is the fact that the DC-DC converter even in accessory mode is the preferential source of power thus draining the HVB well below it's normal operating limits. I didn't expect the high voltage bus to even be active in accessory mode, let alone be the primary source of non-running accessory power.