Quote:
Originally Posted by crx_rogus
The end cables would of course have to be capable of dealing with at least 50A, but I was figuring the balancing cables would see current only from voltage differences from differing responses between the two paired cells to charging and discharging, allowing much thinner gauge cable. 5A capability in theory, 15A in practice to give a good safety margin is what I was thinking.
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As long as the second battery pack is not connected during driving.
Unless I missed something in your design...
By connecting the two in parallel like that... any time the car asks for ~50 Amps of Assist ... it will hit both for that total of ~50 Amps... which one provides what % of that ~50 Amps would be determined by the Voltage of each pack compared to each other... and the internal resistance/impedance of each pack compared to each other.... if the IMA system ever asks for its peak of ~100 Amps of Assist... you could end up with ~50+ Amps being asked to come from the second battery pack and travel over the wire you have connecting between each of the 20 subpacks.
Quote:
Originally Posted by crx_rogus
The graph you provids showed very clearly that voltage has squat to do with SOC (plus a bunch of zener diodes wouldn't provide temperature/pressure/this/that compensation). Perhaps it's in the overcharge region that internal resistance (or impedance... not sure how that applies to DC other than generator-sourced peaks and valleys not fully smoothened out) starts to climb per some other graphs I've seen.
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The graphs I posted don't show Voltage at all.
They show the Ohms of the battery pack changing with SoC ... and with temperature.
Best of luck.
