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12V Ancillary Battery

14/10/2018

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For registration in NSW Australia every electric vehicle conversion needs a 12 Volt battery to power the ancillaries, primarily the hazard lights. But it is also pretty convenient for powering pre-charge circuitry and contactors when starting the car. In MR02EV I recently upgraded to a Drypower 12V 22Ah sealed lead-acid battery.


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TC Charger Brand DC-DC Converter

8/10/2018

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Every electric vehicle needs a 12 Volt source to run the accessories (electronics, fans, pumps, headlights, etc) so in MR02EV I use a 12 Volt battery and a DC-DC converter. The current DC-DC is a TDC-320-12JG from TC Charger and was supplied by Elmofo.com.au

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Body Works

15/4/2018

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When I brought the 1989 Toyota MR2 that would become MR02EV the car was in pretty good condition and only minor changes were made to body styling. Then in 2017 we had an accident!

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Suspension - Lowering Springs

23/10/2017

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When converting MR02EV to an electric vehicle a lot of weight was removed with the petrol engine and then put back, mostly in the form of batteries, which affected the vehicle stance. I just did not look right.


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A New Coupler

22/10/2017

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One of the first pieces of work that I commissioned for MR02EV was the coupler, a component which connects the electric motor to the Toyota MR2 gearbox.

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Brusa NLG513 Charger

13/3/2017

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After upgrading the main battery pack in MR02EV to 310 Volts of Nissan Leaf battery modules charging with my 5.5 Amp TC Charger was very slow. So I jumped at the chance to purchase a second hand 16A, 3.3kW, Brusa NLG513 charger.


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Wheels

30/1/2017

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When I bought the 1989 Toyota MR2 that was to become MR02EV, it was pretty un-loved. Especially the wheels which had been painted with white house paint. I could have refurbished them, but I never did like the originals so started looking for alternatives, which started a minor obsession with wheels and conflict with my Wife (cars can do that)!


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Precharger for the Inverter

6/1/2017

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Motor controllers for electric vehicles like the TIM600 in MR02EV typically have a large internal capacitor bank on their input with very low Equivalent Series Resistance(ESR). As such they require inrush protection when first powering up to prevent a large current spike which can damage components – most commonly, welding contactors shut or blowing fuses.
 

In MR02EV I use a ZEVA Smart Precharger which is designed with a 2-stage soft start to limit inrush current via a resistive circuit that charges up the inverters internal capacitors before automatically closing the main contactor when the process is complete.
 
www.zeava.com.au

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Chennic DC-DC Converter

5/1/2017

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Every gas vehicle on the market uses a belt driven alternator to generate 12 Volts DC to run the accessories (fans, pumps, headlights, heaters, etc). MR02EV has no alternator so a Chennic DC-DC converter is used to convert the 370 Volt main battery pack voltage to 12 Volts.


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TC Battery Chargers

28/12/2016

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To charge the high voltage battery pack in MR02EV I use a TC Charger from Handzhou Tiecheng Information Technology. I have had two models from the 2KW HF/PCF Lithium Battery Charger range:
  • TCCH-H208-11 Max Voltage 208V and Max Current 11A
  • TCCH-H417-5A5 Max Voltage 417V and Max Current 5.5A

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In Car Computer

8/12/2016

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To run the Batrium BMS software, and display the pack status, MR02EV has a Windows 10 computer and a computer monitor in the dash. Initially this was an Mini-pc but at about 5 Watts it was quite power hungry and would quickly flatten the AUX 12 volt battery if the DC-DC converter was not running.

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Changing Gears (Regen Override)

6/12/2016

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When MR02EV was first registered for road use as an EV by the certifying authority it was classed as having and automatic transmission. The reason for this? I removed the clutch so the motor and transmission are deemed to be permanently engaged. Not a big deal from a paperwork perspective, but it does raise a few issues when driving the car.

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Interim Battery Pack (Mixed Thundersky and Nissan Leaf) 

25/11/2016

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I have been driving MR02EV for about 4 years using a battery pack consisting of 56 Thundersky lithium-ion cells totalling 201.6 Volts and 12kWwh; it has served me pretty well. Initially my driving was in city traffic 0 – 60 kph so performance was not an issue and the 70 kilometre range was more than adequate.


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Vacuum Flask for the Brake Booster

21/11/2016

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Because Electric Vehicles do not have an internal combustion engine there is no traditional vacuum source to supply the brake booster, so a vacuum pump and vacuum flask is needed. In fact it is mandatory for registration of the vehicle.

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Battery Management System

3/9/2016

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The first battery pack that I built for MR02EV was constructed from 56 Thundersky lithium ion batteries in series giving a total voltage of 201.6 Volts. To the inverter and charger the pack is a single high voltage battery – charging and discharging the entire pack at once. However, when charging and discharging the condition of each battery must be considered to protect the individual cells, which are expensive. This is typically handled by a battery management system.

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New (Modified) Transmission Installation

21/8/2016

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The modified Corolla gearbox which is now a 2 speed was finally installed into MR02EV (see earlier posts for details on the modifications).

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The First Battery Pack (Thundersky)

8/6/2016

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After deciding on a motor and inverter combination, the next challenge when planning an EV conversion is choosing the traction battery pack voltage, capacity and chemistry. Which impacts the motor performance, vehicle dynamics, high voltage cabling, pack size and battery mounting options.

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Transmission Modification - Change the Gear Selector Pattern

21/5/2016

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 (Making a Two Speed Gearbox From a Five Speed Gearbox)

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One of the neat things about electric motors, like those used in electric vehicles, is the amount of torque they produce. In MR02EV, which has a standard Toyota gearbox for convenience, the plentiful torque means that only 2nd and 3rd gears are used when driving. 2nd gear gets the car smartly of the line and 3rd gear is for cruising above 60kph.

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Transmission – interlude.

8/4/2016

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MR02EV has been a registered road going vehicle for 3 years and covered about 12,000 kilometers in that time, mostly through commuting to work and running around town. It’s a fun car to drive. But right from day one the gearbox has been plagued with problems, excessive noise and excessive backlash, which has just gotten worse over time.

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The Adapter Plate and Coupler

4/4/2016

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One of the first major pieces of work that I commissioned for MR02EV was the adapter plate and coupler. The adapter plate allowed me to mount the electric motor to the existing MR2 gearbox. The coupler connects the motor to gearbox input shaft. Note: the MES motor has an involved spline (a spline on the inside).


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Mechanical Works

23/3/2016

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After removing the internal combustion engine components from the MR2 (a very messy affair) the next thing to do was build and install the structures to support the motor, cooling, electrics, electronics, and batteries.


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Engineering Certificate

20/2/2016

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In April 2013 an Automotive Engineer certified MR02EV as road legal, I obtained a vehicle safety compliance certificate (an engineering certificate) and was able to legally register the car in NSW Australia. Following is an extract from the engineer’s report which gives you a flavor of the information required.

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Brake Booster Vacuum Pump

18/2/2016

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I purchased an MES-DEA Type 70/6E vacuum pump at the same time as the MES-DEA inverter and motor, also from Metric Mind. Because an EV does not have an internal combustion engine it does not have a traditional vacuum source to feed the brake booster and needs a 12v pump like the 70/6E.


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The Inverter

16/2/2016

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I purchased the MES-DEA TIM-600 from Metric Mind with the motor, as a pair. The TIM is quite complex and I have never been 100% confident with its configuration, however, it has performed well on the road.

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The AC Electric Motor

7/2/2016

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In 2008 I purchased an MES-DEA 200-250 AC induction motor for my EV conversion. I particularly wanted and AC motor even though it was more expensive and more complex than a DC motor.

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<<Previous

    Michael Day

    I have a Degree in Electrical Engineering from the University of Technology Sydney and am employed in Broadcast Television Industry. My hobby is the (continuing) modification of MR02EV. I am also the National Treasurer of the Australian Electric Vehicle Association.

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