The SuperYacht BMW E65 7 Series

[sfk]

I guess a better question to ask is how much kWh does Damiens pack have? And that is driving the motors at all of 450V? Is there any boosting using the boost converter?

From what I know, the battery pack in this test BMW is pretty much junk and only for testing purposes.
I don't think the boost converter is being used, rather the pack voltage is configured at 450V and wired directly into the inverter at that voltage.

[Kevin Sharpe]

I guess a better question to ask is how much kWh does Damiens pack have? And that is driving the motors at all of 450V? Is there any boosting using the boost converter?

From what I know, the battery pack in this test BMW is pretty much junk and only for testing purposes.

Correct, these are old hybrid bus batteries that we use for test because they take a *lot* of abuse. Damien estimated the capacity as ~35kWh iirc.

In a couple of months the BEXUS will get a long range pack ready for it's drive to the Fully Charged Live show in the UK.

I don't think the boost converter is being used, rather the pack voltage is configured at 450V and wired directly into the inverter at that voltage.

No boost converter so ~450V at the inverter. We want to understand how the system performs without the complexity of the boost converter.

[RE3Rotor]

No boost converter so ~450V at the inverter. We want to understand how the system performs without the complexity of the boost converter.

I seem to recall the motor(s) in the gearbox is rate at over 600V. So is there a plan to run the gearbox at that voltage using the boost converter?

His videos have convinced me I need to pick up a GS450h inverter and the control board. I just need to sell some more parts to make that happen.

[Kevin Sharpe]

I seem to recall the motor(s) in the gearbox is rate at over 600V. So is there a plan to run the gearbox at that voltage using the boost converter?

A great deal of speculation surrounds these hybrid solutions and we're trying to understand the reality... today's test drives reinforce our belief that a practical vehicle can use a 350-450V battery without the boost converter. We also believe that the dual speed gearbox and rear differential ratio will overcome any limitations resulting from HV below 600V.

Obviously, we hope someone will test the boost converter

We have lots track, road, dyno, and towing tests planned. In a few months we will know a lot about the Lexus solution.

[RE3Rotor]

I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

[Kevin Sharpe]

I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

I hope more people are going to step forward and start testing these systems now that we've confirmed this is viable

One of our course participants is building a race car which will be interesting

[sfk]

I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

I'm pretty sure you could use the switch output from the shift selector as input to the VCU and then trigger the solenoid that controls the 2-stage gearbox output.

[RE3Rotor]

Time to do more research/reading.

I have my eye on an inverter. It is just a matter of time before I can jump in and test some of the stuff out.

[Jack Bauer]

Who decided these are 600v motors? Who told you? Did they actually demonstrate the need for 600v? Under what conditions is dc bus voltage important to a motor? Why would it care?

Sorry if that sounds like I'm an a$$hole but this mantra that Toyota motors absolutely must have xxx volts to run is pure bs. As long as sufficient voltage exists in the inverter to create an AC amplitude that can drive current into the windings to create the requested torque... In the case of the E65 I was still accelerating over 70mph, now when I had only 200v acceleration tapers off around 40mph because as the motor accelerates it becomes a generator and produces a back emf. Once the back emf equals the available bus voltage you cant push any more current and thus the torque flatlines.

I've ran motors at all sorts of voltages, there are a bunch of Tesla LDUs running in drift cars at 200v! But Damien! A tesla motor must have 360v! Really? Why?

[Kevin Sharpe]

It is just a matter of time before I can jump in and test some of the stuff out.

That will be very cool

[xp677]

Obviously, we hope someone will test the boost converter

I'm working on this right now, I plan to create a thread with a controller and code for this to buck/boost to selectable voltages as required.

I was waiting for Damien to confirm the modification he did a while back, to reduce the chances of me damagiing my converter by making a mistake, but I may jump back into this later this week.

Who decided these are 600v motors?

This is probably my fault! I guess in my thread, I should have mentioned that the rated voltage for the IGBTs is 650V (I believe they were tested to 700V without destruction by someone else previously), but the inverter has no minimum voltage requirement.

My inverter/motor was perfectly happy running at 12V on the bench (up to about 100rpm!)

If anyone is interested in the technical specs of this inverter unit, see here: https://www.osti.gov/servlets/purl/928684

So is there a plan to run the gearbox at that voltage using the boost converter?

I seem to answer this a lot. The boost converter is rated to (officially) 30kW max. So no, you can't run your motors through it unless you want really crap performance or a burnt boost converter.

The currently-accepted way to power this inverter is to connect the batteries to the DC bus, so the inverter runs at pack voltage. You can then theoretically use the converter for running other things at a different voltage. The capacitor on the other side of this converter is rated to 500V so I would use that when considering a maximum bus voltage.

If anyone is interested in the technical specs of this converter unit, see here: https://www.osti.gov/servlets/purl/928684

I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

Shifting is done by solenoids. You can read the shifter position with a microcontroller of your choice, and then have that control the internal solenoids ot shift gear. I've not investigated this yet, and do not know which solenoids would need to be energised to perform this function. I need to find a service manual for the transmission, really. Or just have a play.

[Jack Bauer]

From what I could see yesterday in a 2 ton car (will be more when I add the mini bar and tv in back) 400v is just fine. A few things I am going to do :

1)Diff swap. Right now i am on a petrol diff with a 3.74 ratio. Picking up a 730d diff next week for a 100 euros with 2.83
2)Gear shifting. I'm in high gear always now. high/low shifting with the diesel diff should make the car do everything I need.

[mfox]

That is great , What means just fine ? Enough for race track ? Goes better then e39 with DC motor ? ?

[mfox]

saw the video , its great

[Kevin Sharpe]

It's been a busy week in the workshop as Damien prepares the car for track day at the end of the month. The car is now taxed as an electric vehicle (cost €120 p/a) with the automotive inspection/report process working like a dream I've been busy sourcing the long range pack for the drive to Fully Charged Live in May.

Next week Damien starts on battery charging/balancing ready for some long distance road tests

On the todo list (in no particular order);

car ECU hacking
power brakes
diesel rear diff
gear selector
CHAdeMO charge port
CCS charge port
DCDC
battery monitoring
long range pack
towing tests
dyno
surviving track day

[mfox]

That is great news. How this gearshifting works ?
Oil pump mus always run ? gear will be shifted with damiens logic board, or with manual stic shifting wich is on side of the gearbox?
I also bought controller for oilpump and gas pedal from e46:D

[RE3Rotor]

Right now there is only one Drive gear defined in the software. I think the idea is figuring out how to drive the solenoid(s) in the gearbox to switch gears.

[mfox]

And for what is used sticker that you can push - pull on side of gearbox ?

[mfox]

How much KW is rated on the documentation now as a electric car?

[Kevin Sharpe]

And for what is used sticker that you can push - pull on side of gearbox ?

How much KW is rated on the documentation now as a electric car?

I'm sorry but I don't understand what you are asking

[xp677]

Right now there is only one Drive gear defined in the software. I think the idea is figuring out how to drive the solenoid(s) in the gearbox to switch gears.

That's correct. It's on my to-do list, but it's a long list and this is near the bottom. Don't count on me ever getting to it, I don't see the point in the lower gear for this application

And for what is used sticker that you can push - pull on side of gearbox ?

Do you mean the shift lever? This is in the wiki: https://openinverter.org/wiki/Lexus_GS450h_Inverter

[mfox]

Tnx xp677

How much KW is rated on the documentation now as a electric car?

I'm sorry but I don't understand what you are asking

I don't know how is in Ireland , but in my country to tax a car as electric vehicle you need to have officially plate with motor specification as voltage, ampers , KW etc. Old forklift DC motors often have this attached to the motor. If I make conversion with lexus gearbox, I'm not sure if I could make it street legal without this information. Yes you can find this information on the internet but is not .. Our laws are stupid... and you pay ensurence by motor power by us.. So what is the power of motor what the automotive inspection accept?

[Jack Bauer]

130kw as per the Lexus manual.

[mfox]

Tnx

[xp677]

From Toyota:

https://media.toyota.co.uk/wp-content/f ... h_spec.pdf

The "Electric Motor" likely refers to MG2 alone, for registration/insurance documentation, this should be sufficient.

Ratings will vary depending on how the transmission is configured.