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Old 11-19-2008, 07:09 PM   #1
Scooby Specialist
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Join Date: Jun 2002
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08 Yamaha WR250R
07 Suzuki DL650

Default Mini E's coolest trick: It's the world's most mobile UPS

No ****, the charger is on-board the car and it'll work in both directions. If the power goes out at home, disconnect your house from the grid (flip the master disconnect switch), flip the car into "UPS" mode and plug it it. Voila, your home has 50-odd kWh of power on tap. That would run my house for 4 to 5 days. It probably has enough output to run several houses for a few hours, actually...

AC Propulsion from California did the drivetrain and power electronics on the car. They also did the T-Zero a few years back, and their electronics form the basis of the Tesla roadster as well.

More details at Autoblog Green

Geek alert: Electrical tech content follows...

LA 2008: Confirmed - AC Propulsion provided the electric drive systems for the MINI E

Posted Nov 19th 2008 at 10:30AM by Sam Abuelsamid

In conjunction with the official unveiling of the MINI E a the LA Auto Show, AC Propulsion has confirmed that it has produced the electric drive system for the car. When BMW first released some of the details on the new battery powered MINI E a few weeks back we speculated based on the description of the drive system and battery pack that perhaps Tesla was the supplier. In fact, the Tesla system was originally based on the work of AC Propulsion. The ACP tZero prototype was the car that inspired Martin Eberhard to get the Tesla ball rolling.

ACP provided over 500 complete sets of hardware to BMW for installation into the new MINIs. The full system consists of the 150 kW motor, a 35 kWh battery pack, charger and all the electronics. The charger is capable of operating at 120V, 208V and 240V with automatic switching and bi-directional capability. That latter element is important because it means that the charger can send power out from the battery to the grid for V2G capability. The AC Propulsion press release is after the jump.

[Source: AC Propulsion]


AC Propulsion Provides Power for 500 New Electric Vehicles

San Dimas, CA – AC Propulsion supplies the electric propulsion and battery technology for the MINI E electric vehicle introduced today at the LA Auto Show by BMW Group. AC Propulsion has delivered more than 500 drive systems to the BMW Group factory in Munich for MINI E production.

"Working with BMW Group on the MINI E project has been a great opportunity," said AC Propulsion CEO Tom Gage, "The schedule was tight and required a lot of discipline and coordination. We really pushed our manufacturing operation to meet the production schedule. I drove one of the cars in Munich and our drive system delivers the power, I couldn't stop smiling. We've had cars with our drive systems on the road since 1992, and some have well over 100,000 miles on them, so we've seen our systems handle the rigors of daily use. This is a big step for electric vehicles."

The MINI E uses a specially-developed version of AC Propulsion's proprietary tzeroTM technology to provide high performance, high efficiency, and fast charging. AC Propulsion's air-cooled copper-rotor induction motor produces maximum torque from zero to 5,000 rpm and spins all the way up to 13,000 rpm. The IGBT inverter drives the motor to produce peak power of 150 kW. Even with this high power rating, the AC Propulsion drive system operates with high efficiency in normal driving. Powerful regenerative braking adds to the efficiency and driving appeal. When the car decelerates, the kinetic energy of motion is converted back to electrical energy in the

AC Propulsion also supplies the battery for the MINI E. The battery is made up of 48 Li Ion modules. AC Propulsion assembles each module from 106 small Li Ion cells using proprietary assembly techniques and battery management technology. Each module sends voltage and temperature information to the management system which controls for optimal battery operation under driving and charging conditions. Battery data are logged to provide information for analysis and evaluation. "Our Li Ion modules are developed specifically for electric vehicles, not hybrids," Gage observed, "so they are lighter and less costly than hybrid batteries for the same amount of energy. Combine the high energy of our batteries and the high efficiency of our drive system, and we deliver excellent range capability at a good price."

AC Propulsion's patented battery charger is an integral part of the AC Propulsion drive system used in the MINI E, so wherever the car goes, the charger goes. When the wallbox outlet is connected to the charge port on the MINI E, charging proceeds automatically.

The AC Propulsion charger is flexible and can use 120V, 208V, or 240V outlets. Convenience charging from any 110V wall outlet reduces range anxiety by providing plug-in-anywhere capability. AC Propulsion's tzeroTM technology provides an additional state of the art feature available only with the AC Propulsion drive system – the charger works both ways – it is bi-directional. The charger can discharge the battery as well as charge it. In effect, the charger can serve as a regulated power source with many possible applications including, battery pack self-diagnosis, back-up power, car-to-car charging, and, perhaps most importantly in the future, providing ancillary services to the power grid. Engineers have a term for this – vehicle-to-grid or V2G – and it promises to make smart grids of the future more efficient in providing electric power for cars as well as buildings.

V2G does not discharge the battery, so the car is always available for driving. But with each vehicle sourcing or sinking small amounts of power while plugged in, a fleet of V2G-capable vehicles can buffer natural variations in supply and demand on the grid, and even allow for higher utilization of solar and wind power.

AC Propulsion is working with V2G research and development programs throughout the US to supply V2G-capable vehicles, evaluate V2G functionality, and develop the communications and control systems that will necessary to enable electric vehicles to support the power grid.

AC Propulsion was founded in 1992 by Alan Cocconi. It has headquarters, engineering, manufacturing, and test facilities in San Dimas, CA (Los Angeles County), and operates a wholly-owned manufacturing plant in Shanghai PRC. Total employment is over 100 persons and production capacity is over 2000 drive systems per year. AC Propulsion sells propulsion systems and components, technical services, and technology licenses
to automotive and other clients throughout the world.

The tzeroTM is AC Propulsion's trademark for proprietary electric vehicle technology including the AC Propulsion drive system with integrated, bi-directional charger, AC Propulsion Li Ion battery assemblies, and AC Propulsion integrated battery management systems. AC Propulsion is the owner of 6 issued patents on EV technology, which have been licensed to other companies, including Tesla Motors.

Some of this technology was originally developed by AC Propulsion for its tzeroTM electric sports car which achieved 0-60 mph acceleration in 3.6 seconds and 300 mile range while driving 60 mph. High-res photos and more information can be found at http://www.acpropulsion.com/.

The AC Propulsion drive system includes a power electronics unit and AC-induction traction motor featuring proprietary and patented tzerotm technology to provide high performance, high efficiency, and rapid, convenient charging capabilities for electric vehicle applications. The system delivers up to 150 kW (200 hp) motor output, yet maximizes vehicle operating range with high efficiency over a broad operating range and comprehensive energy recovery through regenerative braking.

The tzerotm technology includes patented control and construction techniques that allow the power electronics and motor windings to be re-configured as a high-rate Reductive™ battery charger. By using existing componentry, the Reductive™ Charger reduces vehicle cost and weight. By allowing safe charging from existing 110V to 240V outlets at rates as high as 20 kW, the Reductive™ Charger reduces infrastructure installation requirements and costs, and its innovative bi-directional power capability allows self contained vehicle battery diagnostics and standby power generation.


Advanced Drive Control Circuitry
∗ "Glass smooth" torque under all load and speed conditions
∗ Natural and transparent driving feel
∗ Driver adjustable regeneration
∗ Traction control, speed control available
∗ Integral power distribution and fusing for accessory drive, cabin heater, and hybrid or fuel cell APU

Integrated Reductive™ Charger
∗ Charge from any source, 100-250 VAC
∗ Charge rate controllable from 200W up to 20kW (with 240 V line)
∗ Unity power factor, sine wave current draw
∗ GFI outlet compatible
∗ Automatic mode switching (recharge mode activated when charge power is connected)
* Controlled battery discharge into power line for battery diagnostics and V2G
* UPS mode for backup power and energy transfer to other electric vehicles.

Designed-in Safety
∗ No exposed high voltage surfaces
∗ All control wiring is grounded, 12 V or less
∗ Protection against over-current, over-voltage and over-temperature conditions.
∗ Battery floats with respect to vehicle chassis
∗ Double insulated motor
∗ Zero motor back-EMF when excitation removed
∗ Interlocks prevent accidental operation

Voltage 350 V nominal 240 V min, 450 V max
Current 580 Adc max (drive) 200 Adc max (regeneration)
Torque 225 Nm max, 0-5,000 rpm (drive) 115 Nm max (regeneration)
Power 150 kW max 6,000-12,000 rpm 50 kW continuous

Drive: 91% peak 86% road load (30 kW, 8500 rpm)
Charge: >90% (240 V line, 10 kW)

Pulse-width-modulated, voltage fed, IGBT inverter with current mode, sine-modulated controls; battery charging circuitry; auxiliary 13.5V power supply; and interfaces for control pedals and dash instruments. Environmentally rugged forced air-cooled design.
Dimensions*: 186 x 313 x 760 mm
Total weight: 30 kg (incl blower)
Cooling: Forced-air with pwm control
Power connectors: Aircraft-style circular
Control connectors: automotive
Control inputs: Ground-referenced signals for key switch, accelerator pedal, regenerative sensitivity, forward, neutral, and reverse; and RS-232 for recharge/discharge control instrumentation outputs: RS-232 for battery voltage, inverter, hybrid and drive current, inverter temp, motor temp, motor rpm, motor direction, line voltage, line current, battery isolation, and 12V bus voltage
Power supply current**: 100 A @ 13.5 V

Four-pole induction, high frequency design with inverter-controlled magnetic flux.
Dimensions*: 245mm dia x 350 mm long
Total weight: 50 kg (incl blower)
Maximum rpm: 13,000
Insulation: Class H, double-insulated
Cooling: Forced-air with pwm control
Sensors: Winding temp, tachometer

* dimensions exclude blower and connectors
** up to 30 A allocated for cooling blowers
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Old 11-19-2008, 07:12 PM   #2
Chuck Jones
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Hmm... Seems like some schtick that would appear in a movie. Who needs a generator when the zombies come? We'll just use our electric cars when the grid goes out.
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Old 11-19-2008, 07:20 PM   #3
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Many cities are using their diesel hybrid public transit buses as portable generators if a power outage happens.

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Old 11-20-2008, 11:33 AM   #4
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That's really cool.
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Old 11-20-2008, 03:45 PM   #5
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Originally Posted by Hazdaz View Post
Many cities are using their diesel hybrid public transit buses as portable generators if a power outage happens.

It's a great idea, and makes a car like the Volt a lot more appealing as well.

Railroads have used locomotives as emergency power generators for decades as well.
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Old 11-21-2008, 12:03 PM   #6
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Default Quick Spin: 2010 Mini E

Electric cars are nothing new. Once the horseless chariots of upper class society women, they are now back en vogue thanks to a renewed interest in achieving zero-emissions, minimal-compromise driving. Enter the 2010 Mini E, an electrified Mini Cooper that will go on limited lease availability to select customers early next year.

First things first, the Mini E is not a mass-market electric car. Five hundred applicants mostly in Southern California and the greater New York City area - get your name in now - will be selected to lease Mini Es at $850 a month for a year. That fee includes all maintenance and an in-home charging system , as well as all the gasoline required to fuel the Mini E for the year (just checking to see if you are paying attention).

Under the Mini E’s hood is a 150kW (a little over 200 horsepower) electric motor that is “fueled” by a back seat-mounted rechargeable lithium-ion battery. A single-stage helical gearbox transfers the power to the front wheels. The Mini E’s suspension has been modified to compensate for the revised weight distribution - those batteries out back add a few pounds, but a careful diet cut the overall curb weight increase to around 100 lbs.

Aside from badging and stickers, there isn’t much outside to hint to drivers that your motoring is not consuming any gasoline. The fuel filler door is still there, except on this Mini it’s where you plug in a cable from the in-home charging system. Like any electric car, the Mini E emits only a high-pitched whine when it is running, so be careful sneaking up on your fellow shoppers in the Kroger parking lot.

Inside, the changes are more obvious. Your friends who argued over who got shoved in the back seat will now have to drive themselves since the Mini E’s huge battery packs take up the rear accommodations and most of the cargo area. There’s just enough room for a bag or two of groceries but nothing else in this minimized Mini. Don’t expect to take a cross country trip unless you can pack lightly and want to stop often for charges.

Speaking of charging, the Mini E goes up to 150 miles between charges, which take about two hours to complete. A full recharge takes about 28 kilowatt hours of electricity - about 5.4 miles per kWh.

Climb aboard and the Mini E feels like any automatic-transmission Mini Cooper, aside from a charge gauge where you’d normally find the tachometer, a power gauge where you’d normally see the fuel gauge and a distinct lack of whiny rear seat passengers. Those batteries back there are quiet, free of smell and you don’t even have to worry about asking for them to pitch in gas money.

Put the gear lever in drive, let off the brake and you won’t go anywhere, although you might roll a little if you’re not on flat ground. The Mini E’s gas pedal isn’t particularly linear in its operation, which will require a little getting used to for most drivers to avoid head-snapping acceleration. Hey, at least there’s only one passenger to worry about. Let off the gas and the Mini E will slow down quickly rather than slowly coast to a stop like in a conventional car. In this mode, the electric motor acts as a generator, recovering some kinetic energy and feeding it back to the battery. Because of this, Mini recommends using the deceleration feature as a brake to come to a stop.

With upwards of 200 horsepower on tap, the Mini E moves forward rapidly enough to induce some wheelspin and torque steer and, with no rev range to worry about, more power is instantaneous from any speed.

Braking is grabby and a little nonlinear, but is still better than in some inexpensive cars and even the Toyota Prius. Again, it takes some getting used to, but by the end of our short downtown Los Angeles driving circuit, we had it down to a science.

The Mini E is one of few cars that allows you to pull up next to a Prius, like the one with the personalized “LESS OIL” license plate we saw on our test drive, and smugly look down upon the gas-guzzling heathen behind the wheel. The Mini E uses no oil other than a few drops here and there for moving parts lubrication. Take that, Prius.

With a limited range and limited cargo capacity, the Mini E is a strictly in-town commuter car, and at that it excels. Handling is mostly on par with a standard Mini, though it’s possible to get the front end a little more squirrely here than in the gas version.

The future of the Mini E is the million dollar question, though. BMW and Mini executives are tight-lipped about the project, but we wouldn’t be surprised to see the lessons learned from this trial project applied to a larger, more utilitarian vehicle in the near future.
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