| Owner | Nap Pepin | ||
|---|---|---|---|
| Location | Sherwood Park, Alberta Canada map | ||
| Web/Email | WebPage | ||
| Vehicle | 2008 Blue Sky Design BugE Lithium powered BugE with AC induction drive and variable regenerative braking. System voltage is 80 volts. | ||
| Motor | High Performance Golf Cars 3-Phase AC 3 Phase AC Induction High Efficiency, 38HP 86 ft-lbs (these are 48 volt specifications) | ||
| Drivetrain | 38HP AC Induction | ||
| Controller | Curtis 1236AC 105V Peak 300 Amps AC Controller. Supports VCL (Vehicle Control Language), Highly programmable, variable regen, etc. | ||
| Batteries | 24 Thunder Sky TC-LFP90, 3.35 Volt, Lithium-Ion Lithium Iron Phosphate - 2000 to 3000 cycles (then 70% to 80% capacity)Nominal cell voltage is not 3.2 volts but rather 3.35 for my average current draw of 30 to 40 amps. | ||
| System Voltage | 80 Volts | ||
| Charger | Zivan NG1 NG1 with custom lithium charge curve. 10 Amps, 102 volts. Thermal Probe access by custom battery management system. | ||
| Heater | None | ||
| DC/DC Converter | Curtis 250 watts, 12V 250 watt 12 Volt | ||
| Instrumentation | Custom LCD (4 X 20, white text, blue backlit)also Curtis LCD Spyglass with menu button. | ||
| Top Speed | 80 MPH (128 KPH) Had it at 99kmh (as high as the bike speedometer registers)with lots of throttle left so I beleive I could reach well above that. As of June 30, 2008, I have made changes to the progamming of the motor controller to refine performance and for safety. The top speed will likely be about 60mph now. | ||
| Acceleration | 0 to 60mph in ~7 seconds. This is unofficial. As of June 30, 2008, I made prograsmming changes to the motro controller for consistant performance accross the battery's discharge curve. The accleration is lower now but still very good. | ||
| Range | 124 Miles (199 Kilometers) On first range test with speeds of 30 to 45mph, went 199.6km or 123.8 miles before I received my first low cell warning. Lots of stops and starts and small hills. Driven in Sherwood Park, Alberta. | ||
| Watt Hours/Mile | 56 Wh/Mile To determine the Whr/Mile: I drove 199.6km or 123.8 miles before I received my first low cell warning. I then drove home. So I actually drove 209km or 129 miles. I then recharged the batteries fully. I logged the energy input to the charger at 8.6kwh. Assuming a charger efficiency of 85% (manufacturer's specs) I used 7.2kwh of energy. That's 8.6kwh X .85% = 7.2kwh. So my Whr/Mile is 7.2kwh/129Mi = 55.8 Whr/Mile. I beleive however that the charger efficiency is a bit higher. So I'll try to determine that and if so, I expect to see a bit higher than 55.8 Wh/Mile. | ||
| EV Miles |
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| Seating Capacity | 1 adult | ||
| Curb Weight | 395 Pounds (179 Kilograms) | ||
| Tires | 16" X 3" Moped | ||
| Conversion Time | >300 Hours, I'm really not sure. | ||
| Conversion Cost | ~$15,000.00 | ||
| Additional Features | Custom designed BMS performs precision balancing and battery saturation. Controls charger on/off and high/low voltage. Individual cell elements communicate with main BMS board. In-dash LCD display provides mode "Charging" or "Drive", Pack Volts, Amps (driving, charging or regen), State of Charge "%", Low Cell Warning, etc.. I'll probably add some other features. Other: -Frame modified for higher clearance -Tilted Seat with Adjustable Sliders -Variable Regenerative Braking -Brake Light Actuation programmed when Regen >6 amps -Custom additional battery box for 7 of 24 cells -Twin Dual Beam Headlights -LED Marker and Signal Lights -Variable (PWM) fan controller -Larger 3" wide tires (15psi for softer ride) -Plug-In Retractable Cord in front access door -Custom Vinyl Decals -Custom Steering Column Stabilizer -Oversized Tie Rods -Larger Drum Brake Levers -Custom Rear Brake Pedal (service brakes required on all 3 wheels in Canada) -In Dash Signal Light Indicator -In Dash Regen Brake Light Indicator -Various Custom Fiberglas Parts | ||
| Update - July 30, 2008: I have made numerous programming changes to the motor controller to refine performance. I found that I was getting low cell warnings when accelerating hard when the pack was less than 70% charged and I was pulling >300 amps. To obtain consistent performance across most of the battery discharge curve, I have since adjusted the forward power limiting map for quick acceleration that tapers off the power to 70%, 65%, then 50% as RPM goes from 2500 to 7500. I initially draw high current but it quickly tapers off as I reach higher speeds. I made other changes to the regenerative braking map and accelerating rate too. As well, I replaced the potentiometer type twist throttle control to a proximity type and this resulted in a noticeable change in both throttle and regenerative braking control. Now it is very smooth. All of the changes result in excellent and consistent performance. There was too much torque at higher speeds. Now it feels very refined and more like a car. It will not do 0 to 60mph < 7 seconds anymore but still has great performance that the batteries can handle. I try to drive the lithium BugE every day I can and use it for most of my comminuting at night and on weekends. Lastly, I have done some basic load tests on the lithium batteries and they appear to be holding out well. This vehicle was my first EV project. The objective was to build and electric vehicle that could obtain a range of >100 miles on a single charge and to develop a custom lithium battery managment system. The Lithium BugE is the first BugE in Canada and the first equipped with lithium batteries and an AC drive. It was a fun project and a great learning experience. I am thrilled with the results. The Lithium BugE is fast and very fun. Thanks to Blue Sky Design (Mark Murphy), Thunderstruck EV, Zivan USA (ELCON) and Peter Perkins for their help. Question: If I can build this vehicle (quantity of 1)in my garage for $15,000, why can't the major car manufacturers build a fully enclosed practical EV with a 100 mile range for $30,000 in mass quantities? Answer: They can. | |||
Lithium BugE
Last Updated 07-30-2008
Copyright © 1997-2008 by Mike Chancey