I do wonder what that much bias would feel like when the traction battery is full. Those solutions you linked do look tidy though. I like the idea in principal but I know I will find it tiresome in practice. I've driven cars without boosters before and they were fine, but I found jumping from a car with a booster to one without would result in initial feelings of "where are the brakes?", and the other way around would result in nose-against-the-windshield braking at first. I've seen a few other EV conversions that went this way including a Tesla swapped BMW. I would also dial up the bias to the front brakes, then be aggressive on the re-gen under braking on the rear brakes. I would try eliminating the booster altogether with this: and this Maybe in 20 years time we will be discussing swap-out wiring looms to suit 48V systems as 12V consumables become unavailable. Mass is money, so I can imagine once the supplier agreements have run their course on current product volumes, a switch to higher voltage systems will be inevitable IMO. With higher voltage comes the ability to run smaller/lighter wiring looms. Even Tesla have gone with 12V lighting etc purely because the availability of high(er) voltage systems are currently hard to come by. Most current electrified vehicles make use of legacy parts bins for many of the non-powertrain systems within the vehicle, and therefore tend to run at least part of the vehicle as either 12V, 24V or 48V. I think that the problem of low-voltage system availability for the aftermarket will increasingly become a challenge in the future. I can see why it would be a good idea to run pack voltage for that, but that becomes difficult to accommodate in an aftermarket conversion. Haven't Priuses (Prii?) been used as donors for electric AC?ĮTA: Oh, nm, looks like they run directly off the 200V battery. I'm planning to do both of these while my car is still ICE/Turbo so that I can avoid double-rework in future.Īnyone had the same thoughts? Alternative ideas or opinions? I'd be interested to see what other people have done for this, as well as maybe looking into an aircon solution (probably high voltage made possible once the EV conversion is complete?). The Bosch "iBooster" also runs in "failsafe" mode when no CAN input is detected, so for basic operation, only 12V, switched 12V and GND connections are required. It's quite compact, the original master cylinder can be mounted using a simple steel adapter plate (edit: might even be able to use the Model 3 master cylinder, as it's 1" (26mm) bore, I believe the same as my '03 NB's), and the body/pedal box mounts can be made to work with a bit of fabrication. I work in product developer for a major OEM and the use of EBBs is increasing, as is their availability at the breakers yards.īosch makes a nice range of "iBoosters" which are available in several vehicles, but the one I think I will try to work with is from the Tesla Model 3. I plan to have its controller talk to the ECU (ME221 currently) to take vehicle speed and adjust the assist level accordingly. Yet to be completed, but I think it will be a good solution. £100 for the EPAS column, £15 for the donor NB column, a few beers for the cutting/welding. Instead, I have taken an EPAS column from a scrapped Vauxhall Corsa B, a popular source for these things in Europe, and will be using a spare NB column as donor to fabricate the mounts to suit the NB. Also import duty and shipping double the cost. Since these convert electricity to mechanical work directly instead of via a hydraulic or pneumatic middle-step, these solutions satisfy my neurotic engineering OCD a little better.įor the EPAS, I am unlucky enough to have a RHD (UK car) and therefore (as far as I have been made aware) cannot use the existing EPAS column made available by a couple of vendors in the US. They feel like bandaids in my opinion, although I'm sure they work perfectly well.Īs part of my long-term EV conversion plan, I have decided to go with EPAS and an Electric Brake Booster (EBB). Specifically in the ZeroEV conversion but also in other EV-hotrod conversions, I have seen the power steering pump and brake booster vacuum source replaced with electric pumps in order to retain the original PS rack and brake booster.Īlthough I like the reversibility of this approach, the engineer in me is uncomfortable with these as solutions.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |