After many request, I have decided to build us a really nice grid charger.
Since I will include the end of charge detection, and a microcontroller, I may as well make it use that processing power for something else.
This thread is where we can determine what features it will have.
To keep it simple, there will be two models, the overnight charger/balancer, and the less expensive conditioning charger.
Both models:
1. would be configurable for any voltage range all the way up to 360V
2. would know when the voltage has reversed or stopped rising, at which point it would either
A. turn it self off
B. turn the red charge light green but continue charging
3. measure AH into the pack
4. have an LCD display showing AH, pack temperature and voltage
5. run the fan, possibily with a variable speed based on temperature
6. have a pack outlet air temperature probe.
7. will monitor the PTC strip to detect a runaway cell as a safety
Overnight charger:
will charge at just over 1A until a programmable setpoint at which point it will turn off the 700ma supply and continue at 350 ma, until it met the conditions for 2 above.
After many request, I have decided to build us a really nice grid charger.
What other ideas can you guys come up with?
As always Mike, thanks for your way-underpaid(!) work on great stuff for our Insights.
I have the 2KW Enginer system in my 2006 MT. I can charge the main pack while I'm charging the Enginer system's li-on booster batteries with Jack Chen's on-board generic charger that is included with the system. However, this dual charging (i.e. charging the stock Honda NIMH cells while charging the add-on li-on cells) requires the ignition key to be in the acc position. I've found that doing that drains my 12v battery after 10-15 minutes. This may be due to my substitution of the tiny Braille battery for the heavier , but higher amp stock Honda 12v battery.
The charger for the main stock pack as you proposed would solve the little problem above nicely. As long as there's a legible readout to let me know what's going on, I'd be happy with the system just as you proposed it.
Mike, think big. Add midtronics type diagnostics for battery health and you've got a marketable tool to shops all over the country. "Hybrid battery conditioning $99 special" If the diagnostics say it's shot have Ron's number pop up in the display. I know the aftermarket if you need marketing help. I don't know of any tool manufacturer capitalizing on hybrid diagnostics other than scan tools and training. It's the future and there's what already 2 million Prius's out there plus all the others. BTW, I'm new here and just wanted to say thanks for all the great contributions to this list. It makes owning one of these cars so much more enjoyable.
I'd love to have the "Ultimate Grid Charger" in my garage. I'd be interested in the overnight type charger since I'm thinking about getting the "IteM that shAll not be naMed" from you. I'm sure I'm allowed to say it but what's the fun in that.
How much would one of these chargers with all these additional options run (ballpark)? I'd like to offer some input but really i'm out of my league with that. Maybe after a few more months of ownership (just got my title yesterday, and i'm still on the temp tag). Well good luck with the build/brainstorming.
MIMA includes a battery temperature probe and a connection into the fan circuit, if I recall correctly. Maybe you could make a MIMA model that could connect to MIMA to use MIMA's battery temperature probe and fan circuit connection.
With a microcontroller, we can change the program down the road to increase the functionality.
It does not have to be very fancy right now.
Lots of extra I/O on the 28 pin processor I chose.
A MIMA type fan adapter with an extra two wires to tie it into charger would make the fan interface a plug in for all Insights except the new plug in harness. The MIMA guys with the plug in harness would simply unsolder the one wire from the present fan adapter at the MCM plug in board, and attach the single wire from the new fan adapter.
It will be easier to include a MIMA type temperature probe with the charger than to try and interface with MIMA to get the temperature from the MIMA probe
The microcontroller and LCD display will not add a lot of hardware cost.
Still not ready to set any pricing, but I understand that it needs to be reasonable, and will be working towards that goal.
... requires the ignition key to be in the acc position. I've found that doing that drains my 12v battery after 10-15 minutes. This may be due to my substitution of the tiny Braille battery for the heavier , but higher amp stock Honda 12v battery...
I'm sure there's a better way than leaving the key in the car. Is it because part of your charger runs off of a "hot in ACC" fuse in your car? If so, you should run that component off a 12V power supply, which you can embed in your charger if you like.
Btw, I envy your batteries (both of them). But even an Optima D51R is drained in a few hours with the key on.
Still not ready to set any pricing, but I understand that it needs to be reasonable, and will be working towards that goal.
I'm glad to hear you say so. You had me worried with the open request for ideas for features. You've already mentioned most of my ultimate charger wish list.
I presume the temperature probe would shut off the charger if it got too high?
I wonder about charging rate. I noticed a 1.75A charger would require $122 for the power supplies alone. But with a lack of EV charging stations around me, and a tiny stock battery pack, charging that fast would be nifty but seldom useful.
I'm sure there's a better way than leaving the key in the car. Is it because part of your charger runs off of a "hot in ACC" fuse in your car? If so, you should run that component off a 12V power supply, which you can embed in your charger if you like.
Btw, I envy your batteries (both of them). But even an Optima D51R is drained in a few hours with the key on.
Correcto, Roberto. Embarrassed to say your idea hadn't occurred to me. The separate power supply would have to be spliced into the system as the "system on/off" switch is a powered switch that uses an RJ-45? flat telephone wire to connect to the Enginer inverter. If the switch isn't powered ain't no charging going on at all. Not sure how to wire in a separate 12v supply without frying something in the switch. It has those dainty little circuit boards with several mini-wires from the RJ-45 delicately soldered on. I should drive up to Buffalo sometime. I envy the aero mods you've done on your Insight. It'd be a hoot to compare notes.
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Designing the ultimate grid charger
