Car stuff

Updates:

Got my new vanity plates - "1K AMPS". Sorry no pictures yet.

Went to a local VW club gathering a couple weeks ago. The car was quite popular. Gave some rides and stuff.

I got invited to the Pierce College Automotive Department to show off the car to a class - college kids are extremely interested in this type of stuff. The school paper reporters were there and took some pictures and interviewed me. I'll probably get an article written about the car soon.

Sunday morning it was raining so I decided to test the car in the rain - it did not do well! After about a block the motor started to jerk and I couldn't get it to go over about 1000 RPM so I turned around and hobbled back home. At least the hazard flashers work. Later in the day after it stopped raining, the car ran fine after drying out. I suspect that the motor connections got wet and caused some leakage current to the motor case, which confused the Zilla. I should do some more testing and possibly protect the motor from direct moisture somehow.

The car does come in handy...

Saturday night my wife was about to leave for a Halloween costume square dance. Shelley was away at her Marching Band competition (they won first place in their category and first place overall!). The Highlander had a dead battery and wouldn't start, and Debby had to leave right away. She asked me for the keys to my truck and I said "but I have to pick Shelley up later!" and Debby said "use the bug!" I thought, "duh, she's right, why didn't I think of that?"

At this point the biggest drawback to driving the bug is having to remove the car cover and putting it back on later. I'm such a lazybutt.

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LA County Fire Department Car Show

When I set up at the West Hills Fall Festival two weeks ago, the Fire Department had parked one of their rigs nearby for kids to gawk at. Sometime during the day a fireman walked over to me and gave me a flyer for the LAFD car show, and told me I should take my car there. So I did - the show was yesterday.

When I built the car I didn't really give much thought to taking it to car shows but as long as people tell me I should, and as long as I have the time free, I'm thinking what the heck. It does give me the chance to spread the word about how cool electric cars can be.

So yesterday I showed up and got placed in the parking lot along with a whole bunch of souped up and restored classic cars. It was pretty much:


blue '55 Chevy
green '55 Chevy
green '55 Chevy
me
brown '55 Chevy
red '55 Chevy
yellow '55 Chevy


You get the idea. Anyway as a car owner you get there, pitch up your EZ-up, unfold your lawn chair, and plop in it. The other guys to either side of you do the same, so after a while you end up having conversations with your neighbors. Later in the day the guy next to me (the one with the '55 Chevy) said that my car seemed to be getting the most attention. People would walk down the aisle saying "nice car, nice car, nice car, WHAT THE HECK?, nice car, nice car", etc.

Some pictures from yesterday:

West Hills Fall Festival

I took the car to the West Hills Fall Festival yesterday to show it off, what the heck, free booth! I wanted to see if the general public would be interested. The festival was in the parking lot of Field's Market. I got an awful lot of traffic. At an event llike this, you really meet all types, let me tell you. At one point Ed the grocer came along and was all surprised to see what his whacky customers are up to.

I made a little sign with a poster board on it and my daughter Shelley did the artwork. She's quite the artist. Nice poster, Shelley!

Recent stuff

Thursday was a school holiday for Rosh Hashanah so I could go to work without having to drop four kids off at two schools, so I drove the bug to work. I didn't really get a lot of work done since we are an engineering company and everybody wanted to see it.

(work needed to be done) / (bunch of nerds) + (homebuilt electric car) = not much work done

Yesterday I took the day off so that Debby and I could go to the Alternative Energy Vehicle Expo at the Santa Monica Civic Auditorium. We drove the bug, of course. At first I had a little range anxiety so I brought the charging cord plus an extension cord. We left our house, went on the 101 to the 405 to the 10, and to the event. We ended up parking in the general parking area where there were no outlets. For some reason my range anxiety had fizzled out and we just attended the show. When we left we came home down the PCH and over Topanga into the valley. We got home with plenty of battery left! Total trip was over 60 miles. Someday I will find out what the maximum range is, but I'm in no hurry.

Tomorrow is the West Hills Fall Festival at Field's Market. Shelley has a Jazz Band performance there so I figured I'd ask the event coordinators if I could set my car up for exhibition, and they said yes. I don't even have to pay for a booth! Should be fun...

Another week gone by

The car is a blast to drive. I scoot around now shifting all the time just like a normal stick shift car. It's pretty perky. Every time I get home I plug it in just to keep it topped off. This morning I went on another early Sunday morning drive on the freeway. I wanted to see what the top speed is but there were more cars today than before so I only got it up to 85.

Most recent pictures, taken when the car was charging this afternoon.

An early morning drive

Sunday morning. 7:30am. Nice day - I decided to get in the car and drive on the freeway. Where to go? I went to work and back, kind of a test commute. Too bad I take 4 kids to school in the mornings on the way to work - even when I put the back seat in, I'll only have seat belts for 3 passengers. And bug back seats just aren't that roomy in these days of 60-pound fifteen cubic foot backpacks - what's with kids and their stuff these days? Worse yet, no radio. They would lynch me.

Anyway I went to work and back on the 101. There was hardly any traffic so I got it up to 80mph no problem. There was more GO pedal left but I decided that a) I just finished building this car and maybe I forgot to tighten something and I didn't want to find out the hard way and b) I didn't want to risk a ticket just yet. Who knows what kind of reaction a police officer would have to an all-electric VW bug. He might tip off the DMV or something. Don't want to open that can of worms just yet.

Shifting gears

I took the car to the softball field today to pick Amy up from practice. This meant that I had to drive down Fallbrook Avenue for a few miles, which is a local drag with a 45 MPH speed limit. Most of the time you can't get up to 45 what with all the people who apparently can't read speed limit signs - ah don't get me started. Anyway up to this point I've been using only two of the gears in the transmission - reverse, and second. In second gear it's pretty much like an automatic transmission. Press on the GO pedal and go, let up and step on the brake to come to a stop, step on the GO pedal again to go again, etc. To go backwards, come to a stop, move the shifter to reverse, back up and stop, move the shifter to second, and go. No clutch, ever.

Second gear pretty much tops out at 45 MPH, so I wanted to try third gear on Fallbrook. What the heck, I thought, how about trying starting out in first while I'm at it. So from a stop, start in first, shift to second, shift to third, and cruise just like a normal car with a stick shift. Use the clutch too, to avoid being too mean to the synchros.

It was fine. The acceleration from a stop is a heck of a lot faster than a normal bug, let me tell you. Of course, you may say, I'm using a Zilla controller for heaven's sake, which was designed for electric drag racers. Fallbrook was fairly empty so I took it up to 55 for a minute, tee hee.

Someday soon I think I'll try the freeway...

It just gets better

I've been busy doing some tweaks on the car, and getting familiar with the charging process. I've come to realize that a deep understanding of charging is the most important part of using an electric car. Driving it is easy - get in, turn the key, and drive around. Driving uses up the energy in the battery pack. The amount of energy in the pack determines your range. Accelerating faster and driving faster will reduce your range accordingly. This would all make total sense to anybody, but actually DOING it brings out all of the little details that you need to know to maximize the amount of energy stored in the car.

After a week or two of occasional use there is something that is really sinking in - the fact that this is just like a "normal" car, but it uses NO GASOLINE. The motor compartment just does not get dirty, other than dust from the weather and the occasional rodential intruder (which appears to be a thing of the past, BTW). Other than the lubricants in the transaxle (which is synthetic at the moment) and the grease in the wheel bearings, the closest thing to oil in the whole machine is my finger oils on the steering wheel.

I suppose that I should make an effort to eventually figure out what the cost is of the electricity that I use to drive around. The problem is that I just don't care that much. I know that it's costing me less money than using the equivalent amount of energy in gasoline, but just how much less I don't know yet. But why do I need to know that? I'm not looking for a return on investment. I'm doing this because I wanted to know what the fuss is all about, firsthand. Is electricity really a good solution for personal transportation?

I'm not about to go on an opinionated soap box tirade in this post - maybe later. Opinions are like - ah, never mind that metaphor... Opinions are what's left over when you've run out of facts. I'm still gathering the facts at the moment.

No smoke? No problem.

It's rather like a normal car now. I had a social gathering to go to last night and I thought, "hey, I'll go there in the bug". I waffled a bit and decided not to be a chicken and just go for it, so I drove it. OMG it was great. Big hit with everybody. It was a combination of admiration, incredulity, confusion, and disbelief. I showed one girl the iPad setup and she said "that's not geeky, that's HOT!"

Drove home at night, headlights on and everything. Absolutely no problem. I think I'm already over the worry hump.

Observations of an electric car builder driving his electric car - I took one of my daughter's friends dad for a ride today, and  while we were driving I was thinking about what I could be worried about. How far would I have to walk home? What expensive part would I blow up and have to replace? What brush fire could I start? What body part would I loose? Answer - none of the above! Just charge it and drive, dummy!

A day of driving around...

Well OK more like an hour of driving around. I spent the early morning manually balancing the traction battery pack cells (I will save the gory details for the EVDL mail list). Mark came over and I put the license plate on the back of the car and said to him "get in". I drove up to the gate and when it opened, we were off into the wilds of West Hills.

We did this a couple of times, terrorizing the areas around Orcutt Ranch and the Chatsworth reservoir. I wonder if anybody noticed a Volkswagen Beetle that made no sound? The rides were uneventful. Which is a good thing. I mean there were good events, like everything was working fine. No bad events. No funny noises or funny smells or smoke or sparks, stuff like that. Mark was a lot more excited than I was - I was like "of course it works" trying desperately not to upset the smarmy-karma.

Once I get more charging cycles under my belt I can get a better idea of the car's range. Things are looking good at the moment.

The EV Grin

Yup, got the grin today, a few times.

The term is used by EV home builders to describe the involuntary smile you get when you drive your EV for the first time. It's like the scream you let out on a scary roller coaster - you can't stop it, it just happens.

I worked on the car again this morning before everybody else was up, but the whole time I was thinking "ya know, I could just get in and drive this right now". So I decided. I took Debby for a quick ride down and up our street, while she had her iPhone recording. Then I took Amy, then I took Shelley, and then Isabel showed up to work on her quilt and I gave her a ride too.

If Mr. Rat was hiding in the back somewhere, I hope he enjoyed the ride.

The car runs fine - how could it not? I've been pretty thorough in my testing. I found myself not being very surprised that it ran so well. Did I think I was going to yell and whoop and do cartwheels, like "hey, why is this thing running so well?" But just then fate stepped in. There was a brand new puddle of brake fluid under the master cylinder after the first run. The Universe was obviously trying to taunt me, like "oh so you think you're so smart, Mister Smartee Pants, here's a new twist for you". Ha, I said. Nice try. Leaky hose between reservoir and master cylinder. Not on the pressure side, so no danger of plowing through the street gates. Hose clamp temp fix. Quick trip to the VW store, new hose. Take that, Universe.

I spent the rest of the day doing charging experiments (it's charging right now, as I type this). The Manzanita fired right up and it appears to be doing exactly what it's supposed to. Since it's set at the factory to a volts trim setting that's lower than my traction pack final voltage, I need to run the charger, wait for it to hit the voltage limit, increase the voltage limit trim, and repeat until I see the charger go into timer mode when it reaches the right voltage for my batteries (about 201 volts).

There are some niggly things that I noticed, so I will type them here while they are fresh in my mind:

Niggle list:

The steering wheel makes a scraping noise when you turn it - the plastic trim collar is rubbing

 Somebody said the brake lights weren't working, easy fix if true


Digital motor amps meter isn't working - do I really need this, since the same data comes out on the iPad? Albeit, it's in hex.


Fix brake fluid hose

Need to install HV fuse in rear battery box

Need clear cover for rear battery box

Huh - is that all? Whatever, if's there's more I'll add it later. Back to charging now.

OK so the Zilla isn't crazy...

It was my error - I had accidentally reset the default settings in the Hairball console, probably by typing the wrong thing into the iPad. I set the Hall Effect pedal option back ON, and the Zilla controls the motor speed normally with no error codes. Duh.

The DC-DC cable problem and the missing HV fuse are easy to fix. The EMS display is going to be tougher - I disconnected the pack + input to the EMS computer, but LCD still goes blank when the GO pedal is pushed. At least it clears up when the pedal is released now. I tried a ferrite cube on the composite video cable, no change. I tried a 0.22uF cap on the 12v input to the computer, still no luck. Oh well, I can think about this since I've realized that I don't really need to know what the display has to say while I'm driving. It would be nice, but not essential. Just another distraction in fact.

All I have to do now is drive it (sort of).

It works. I put the car up on jackstands last night, put in all the fuses, and turned on the key. I moved the key to the Start position and the Hairball turned on the main contactor. All the good LEDs came on and none of the bad ones. I pushed on the GO pedal and the rear wheels spun up. Holy smokes.

Now I must say that if everything went perfectly, something would be wrong somewhere. The perfecter things seem, the wronger something would be. So there are some things that need to be fixed. Whew!

Not perfect thing #1: After the wheels spin for the first time after a power up, the Hairball is throwing a 1214 error code, the Hairball Error LED comes on, the serial port locks up, and the Check Engine LED in the dashboard comes on. Error code 1214 means "open pedal wire". I need to check the pedal cable.

Not perfect thing #2: The EMS battery display is just peachy all the time except when the Zilla is in motor control mode. I assume that this means there is high-frequency PWM noise messing with the composite video signal. Naturally this means that I am in for huge amounts of noise suppression experimenting, unless of course the first thing I try fixes it. That tends to happen with me a lot, for some reason. Either I'm way smart, or just lucky. Since I have plenty of evidence that shows that I am not very smart sometimes, I'm betting on the luck thing.

Not perfect thing #3: The DC-DC converter didn't power up. I discovered that the pack voltage input to the converter has a bad connection. Easy, but annoying.

Not perfect thing #4: I forgot to put the big HV fuse in the rear battery box cabling system. How did I miss that? A little too eager there Gene, Duh.

Not perfect thing #5: I don't know what this is yet, but it's out there somewhere...

Rat? What Rat?

Just when you think you're done

I did it this morning - the last bolt. Up to this point I was thinking that as soon as I fastened the last bolt, I could just turn the key on and see if all the subsystems fired up OK and if they did, I would be ready for a test spin up and down the street. Ha! Silly me.

By the last bolt I mean the connection between the traction battery and the main contactor. But let's backtrack for a minute. Thursday night I added the cell terminal to 2/0 cable connections to the rear battery pack. Last night I put in the remaining umpteen-hundred screws in the traction battery cell terminal posts - that took a while. This morning I cut, crimped, heat shrunk, and installed the 2/0 cable in both the front and rear battery packs. At that point, I was done. Finished.

But wait. I was about to connect the last bolt on the cable between the positive end of the traction battery pack and the main contactor. This would complete the circuit and theoretically, if I put all the fuses into the fuse blocks to turn all the subsystems on, I could just get in and drive. I literally was holding the cable, about to mount it on the bolt, when I paused. I thought to myself, "hang on, this is the main traction pack voltage, if there is anything that I missed somewhere there could be some major flames". So instead I went and got the voltmeter to see if there was any potential between the cable and the bolt. There was, about 180 volts! Then I noticed that the voltage was slowly decaying towards zero, meaning that I was charging up some capacitance somewhere and this was not a dead short. Probably the controller main contactor precharge circuit.

I did want to have the main traction pack connected for at least a minute or two to make sure the EMS computer could see the whole thing. I got a small piece of very thin wire to touch the cable end to the last bolt - if there was any flame danger, this wire would turn bright red and melt harmlessly. As I touched the wire to the bolt, it did spark, but then the wire stayed cool. Good, I got rid of the charge difference. THEN I put the cable onto the last bolt. I went to the front of the car and flipped on the main breaker - this is like Dr. Frankenstein throwing the big switch on the wall to bring the monster to life. For that matter, the big breaker does look like something out of a Frankenstein movie. The EMS display showed the pack voltage properly. I managed to suppress an outburst of "ITS ALIVE!" not wanting to wake up the neighbors. Or my kids. Wait, nothing wakes them up before 11am anyway. Satisfied, I removed the cable from the last bolt.

Later in the day I filled the controller cooling system with antifreeze and saw that there was a big puddle of antifreeze under the car. See? Things do go wrong sometimes! I thought to myself "Gee, I hope there aren't any dogs around" (antifreeze is deadly poison and it smells and tastes like sugar water, so I hear, and dogs will go for it). I turned around and there was the neighbor's dog a couple feet from me, a little black and white boxer, eagerly looking at me. I am not frikken kidding. I took the stupid dog home and came back to continue my work. The drain plug at the bottom of the radiator had a busted O-ring and was the source of the leak. First I thought, "great, now I have to go out on an O-ring hunt" but then I realized that I could probably make one from a sheet of rubber. Do I have rubber sheet? Of course I do, I'm me. Problem solved.

No test drive yet. I need to do this right. I need to check the DC-DC converter operation, to make sure the inrush limiters I added to it don't get too hot. I need to make sure the controller lights up the motor accessory relay board and spits out good status to the iPad. I need to make sure the charger lights up and feeds current into the traction pack. I need to adjust the charger end-of-charge voltage setting. I need to design and build an adapter between the EMS computer and the charger so that the charger shuts off if the traction pack starts to get over-charged. Lithium Ion batteries are quite safe, except if you over-charge them they tend to catch on fire. YouTube it.

Taking a step back and looking at the big picture there are a few deep and profound things I've discovered about doing a project like this - both about the project itself, and about me myself. It's kind of like a Hemingway novel - me versus the metaphorical fish:

1. The final design bears little resemblance to the original design, other than in the crudest block diagram format.

2. For a first-time EV conversion, there is no way that you can have the final design be the same as the original design - to be at the top of the mountain, you have to take every individual step on the way. There are no shortcuts.

3. Because of this, you can't just buy everything you will need in one trip to Lowes or Fry's or Pep Boys or Harbor Freight, despite what your wife says :) You end up making hundreds of trips, like it or not. So much for my green contribution to the Earth by building an electric car...

4. You learn to balance eagerness with contemplation. You need to keep a keen awareness of the consequences of just going for it.

Do these metaphysical concepts have an application in my life adventures on this Earth? Or have I just had too much coffee?

Cell Monitor Boards are in...

Got home from work today and found I had a couple hours to spare, so I decided to go for the cell monitor board install. I knew that I only had a limited amount of daylight and lots of screws to screw in, and I had to watch what I was doing so that everything ended up oriented in the right direction, plus I had to solder a few cables which means dragging the extension cord out of the garage blah blah blah...

I tend to get a lot done when I'm under a time crunch so I got them all installed before dark. I then decided to fire up the EMS computer to see if it could see all the cells, and sure enough, it did. I scrolled through all the screens to see all of the individual cell voltages and temperatures. This is all extremely exciting but I'm trying to be cool about it so yeah, it all works, big deal huh. I was so unimpressed that I ran (nonchalantly of course) into the house to get the camera. The monitor boards each have green LEDs on them so it was quite the light show. By then it was getting dark, so the flash came on, which of course drowned out the LEDs. The picture of the EMS LCD was likewise quite boring, so no pics today, folks.

And I'm not even going to talk about that other thing, that you-know-what thing.

Chipping away at the remaining tasks

Yesterday and today I fiddled around some more and as a result got some stuff done...

I found a spot for the EMS computer by the front battery box and installed it and wired it up. I figured out how to get the hazard switch to flash all the lights and wired that up, and reinstalled the dashboard. I recently got an iPad mount from Amazon - it's actually a back seat headrest mount but it was cheap and for that price I figured I'd hack it up to make a dashboard mount. I got it mounted on the dash but it was pretty floppy, so I drilled a couple holes and bent up some sheet metal and made it all stable. Good enough for now.

I stuck the fuse for the EMS in and sure enough, the little LCD came to life. Everything that I do seems to work right the first time - this project just may actually be surprisingly amazing... Gosh, I hope I didn't just jinx the whole thing...

There is not a whole lot left to do:

Fill Zilla coolant system

Build rear battery pack 2/0 cables and connect to front pack and Zilla

Install seat belts

Install cell monitoring boards and connect to EMS computer

That last one looks good on paper but I know that it will take some planning and at least a full day without interruption. It's something that I need to finish once I start, since a partial job will cause uneven discharge of the cells. Perhaps I will take a day off of work.

Once I get the battery pack and EMS system done, I can fire up the PFC-20 for the first time. There's a lot of energy involved so it should be interesting. In a good way I hope.

Still no sign of Mr. Rat.

My first Plasma Event...

There has to be one. It's not a matter of if, it's a matter of when. Kinda like learning to ride a bike - you always get a scrape at some point.

I was in the back seat area of the car last night, removing screws from the battery terminals in preparation for installing the cell monitors later. While I was in there I decided to add the cell pack interconnect straps that I just got on Monday. Since the rear batteries are on their sides, gravity is not my friend. There is a trick to sitting awkwardly scrunched up against the seats whilst grappling with little screws and their washers, trying to hold a screwdriver and the interconnect straps as well.

I got one screw into an interconnect strap and was fumbling with the next one, when good ol' F=gmm over R squared decided to step in. Sparks! I discovered that in a situation like that, my mouth lets something out. I don't even remember what it was, at least it wasn't a bunch of punctuation marks. Something like "GAAAK!!" or "BLEAHHH!!" or some such. I know I must have unscrewed the existing screw and then tossed the partially melted strap out of the open door, but I don't really remember doing it.

Darn it, I said to myself, I know better, I'm a friggin' electronics engineer. I've blown plenty of stuff up in my life. I must have gotten complacent. I hate it when I get complacent.

Anyway, out of curiosity, I got the DVM out and measured the cells involved to see if they were affected at all by this. Nope, both still at 3.305 volts, just like when I got them. So infinite amperage for a second or two doesn't seem to harm them. Good.

What about the rat, you may be thinking... he's still gone. Maybe I should go to the pet store and get another?

Not far to go now...

Last night:

• Cabled up front battery box fan to 12v DC power supply that comes on when car is plugged in
• Cabled up said power supply AC power to power cord inlet
• Bought extension cord to use as car charging cord, cut end off and attached L5-30 socket

Everything works.

Next:

• Remove dashboard again, figure out how to install EMS LCD where the Link10 used to go
• Cable up motor loop current sensor and connect to Motor Amps meter on dashboard
• Cable up temperature sensors and attach to temp display meter on dashboard
• Figure out Hazard switch wiring

The EMS computer and remaining bettery interconnect straps for the rear battery pack shipped yesterday and I should get it all on Monday.

Maybe I should put some food out for Mr. Rat to make him come back? It's just not the same without him.

The first iPad test

My original plan was to use a Windows PC with a touch-screen monitor to run ZillaView (written by Claudio Natoli down under). The motherboard I got my hands on has four serial ports, and the Link10 and PakTrakr both have serial ports that spew useful data, so my thought was to gather all of this data and make some kind of display for all of this. Exactly how I was going to do this was to be figured out later, as long as I had the PC hardware in the first place.

Well, I still have the Zilla, but it looks like the Link10 is going to be redundant, with its functionality replaced by the Lithium Ion battery EMS display from Elite Power Solutions. And the PakTrakr was designed for lead acid batteries which I am no longer going to use now that I have the LiOns. The whole PC thing started to get unnattractive, especially since there are so many pieces involved. I was impressed by the size, simplicity, and power of my wife's iPad so I wondered if there was a way to use one of those instead. I did some research and found a serial port app that didn't require jailbreaking the iPad, so I bought an iPad, the serial to docking port cable, and the "Get Console" app.

When I installed the wiring harnesses I included a data cable that runs from the Hairball serial port to a DB9 connector behind the dashboard. Last night I decided to power up the Hairball with one of my laptops connected to the serial port to see if I could get it to talk. Although I do have a serial port cable that goes directly from the Hairball to a laptop, I decided to just skip that step and see if my harness serial cable would work. It did! The Zilla configuration menus popped up in HyperTerm. My cable worked fine.

I then went and got my iPad and brought it out to the workbench in the garage. The Get Console cable has an RJ45 connector that is designed for Cisco Router consoles, so a quick google search gave me the pinout. I created an RJ45 to DB9 adapter (with a little help from the oscilloscope), stuck it on the cable, and hooked the iPad up to the car. I fired up the Hairball and - success! Zilla configuration menus on the iPad.

So for now I can at least monitor the controller status with the iPad while driving the car. I'll put the Hairball into DAQ mode, which spits out ten lines per second of hex values, so I'll have to get used to deciphering that, but hey, I'm a nerd. Then maybe I can talk real nice to my wife and convince her to write an app for the iPad that makes a prettier and more friendly display...

Still no sign of Mr. Rat, BTW.

The batteries are no longer in the garage

I was messing with the batteries in the garage over the weekend, trying out the inter-battery connection straps to see which ones I was going to use (Rick at EPS sent me a bunch of different ones to try). I wanted to figure out what direction the batteries should face in the boxes so that things fit together nicely and to make sure that the front-to-rear cables didn't tangle up with each other. One thing led to another and I ended up putting the front batteries into the car and cabling them up, completely. Next thing I knew the front battery pack was finished. I came to the realization that the cell monitoring boards have to be installed with the batteries in the car and the interconnects installed, so what the heck, get it over with.

Undeterred by my progress, and finding time on my hands, I got to work on the rear battery pack. As long as the front batteries were already installed, I wanted to get the rear ones in so that they all could sit through day and night under the same environmental conditions so they all age the same. Kind of like bottles of wine...

The rear battery pack has the batteries on their sides, facing the interior of the car, so they need some kind of securing structure across them to keep them from falling out of the box if you slam on the brakes. I designed and built some confinement bars to do this. Now I am waiting for the next shipment from EPS, with the remaining interconnect straps and the monitoring computer thingey.

I also cleaned up the last of the rat mess in the motor compartment. I miss him.

Waiting for the computer

The batteries came with an EMS (Energy Management System) which is Marketing-speak for a bunch of little circuit boards that mount on each battery cell and are daisy-chained to a little microcontroller (which EPS calls the "computer"). The computer gathers voltage and temperature information from all the cells and drives a little monitor (an automotive backup camera display) to show the stats. It also has outputs for low and high voltage alarms, which is a good thing when you have a pack of Lithium Ion cells.

The installation sequence is as follows:

1. Install and wire up the "computer"
2. Install the cell monitoring boards onto the battery cells
3. Install the batteries
4. Cable up the cell monitoring boards to the computer
5. Install the main battery power cables
6. Drive around

The computer thingey is back-ordered, so you can see how that may affect my first test drive by looking at the list above.

Rat update - no rat. I removed the traps and the sticky pads on Sunday. When Mr. Rat sees that the coast is clear, he may come back, at which point I can pounce into action with whatever new hair-brained trap idea I can come up with. The little devil on my shoulder whispering into my ear tells me that I want to finally see his cold little body. The little angel on my other shoulder whispering into my other ear tells me that Mr. Rat is probably a daddy and has a little rat wife and little rat kids and as long as he's gone from my car the cosmic karma can stay in balance. Darn it, sometimes it's no fun being a Taoist.

Oops too much coffee I guess.

Ok I admit it, that was a dog toy. I must be getting desperate for an end to my rat problem.

On a more productive note, today I installed the small 12v power supply that comes on when the charging cord is plugged in. This powers the battery box ventilation fans and the AC current meter for the PFC-20 charger. I also installed the backup alarm beeper and wire brushed the rust off of the front disk brake rotors.

And it's my wife's birthday today - happy birthday, honey!

Mission Accomplished.

Today is a day of victory. I have vanquished my foe. My morning started early. I could not sleep any longer, having an epiphany in the last vestiges of a particularly lucid dream state. I had the key - coffee. I know that coffee makes me smarter. I've noticed that when I have several cups within a short period of time (what other people, especially the jealous neurotic ones, would say is "too much") I can drill my way to a brilliant solution to a complex problem easily. As the morning sky gradually blossomed into daylight, I re-positioned the trap to what I finally, through my new insight,  knew to be the habitual path of my enemy. I would then wait and check again later.

I got the Sunday paper and read the whole thing. I went into the back yard and skimmed the pool. I went into the garage and built up some brackets for the charger current meter and back-up alarm beeper. I figured that since it had been five minutes, I should go and check the trap.

No Rat today either

Test Fit of the Batteries

Amy and Shelley had a Basketball game today, they won 20-17. Yay!

After we got home, I moved the batteries into the battery boxes to see how they would fit. Keep in mind that these battery boxes were originally designed for twelve Odyssey PC1500 AGM lead acid batteries, four in the front box and eight in the rear box. The boxes were specifically sized to exactly hold these batteries with very little room to spare.

The GBS 100AH 4-pack Lithium Ion batteries are a bit smaller so I got 14 of them (more voltage = better performance). It turns out that I can fit five in the front box and nine in the rear box, perfectly, with a little room to breath to boot. The GBS dimensions have nothing to do with the AGM battery dimensions, but due to some cosmic serendipity they fit in my boxes as if the boxes were designed around them. I'm sure that there will be some interconnect cable drama ahead, but I know that I will figure it out. I always do :)

Here are some pics:

Another Rat-free day.

Next step: figure out where the batteries go.

I don't need to make fake batteries out of foam board to do this, they're light enough that I can use the actual batteries for fit tests. Light is good.

The Batteries in the garage

Important update

In order of importance:

1) Still no rat
2) The batteries have arrived.

Another Rat-Free Day...

The dashboard that I've put in the car is intended to be temporary. I want to install as many electronic control and monitoring devices as I can, so that I can figure out what is important and the best place to put things.  I need to wait till the batteries get installed - they come with a battery management system that requires a display monitor, so there's another thing to position somewhere. I also have decided to ditch the XP-based PC hardware computer idea - there are just too many pieces (motherboard, power supply, hard drive, video card, monitor, cables, etc.). I'm going to try something a lot more compact, more simple, more powerful, and way cooler - an iPad 2. I've already bought it. It is so cool.

I have a custom fiberglass dashboard and center console for the '74 SuperBeetle that I (painstakingly) found on the web. That will be my final dashboard, once I've driven the car for a little while.

No acorn mess today. No rat body. The trap is still set. Just one little rat turd.

More pictures:

Still no Rat.

It's Sunday. No Rat. No Acorns. Been three days. Did he abandon his haven? Did he realize that I was on to him, and that he was no match for me, the very pinnacle of the evolutionary tree? Did he sulk off in dejected surrender forever, never to be seen again? Has he snatched victory from my hands, leaving me with a spiritually unfulfilled vendetta for the rest of my days? Am I taking this too seriously?

More progress - wired up the license plate light on the rear. I took out the dashboard to put on some final coats of stain and clear coat. I've been working on the 2-digit digital tachometer on the workbench with a function generator to check that it will work. I discovered that it will probably need a divide-by-2 circuit at the front end to accommodate the 4-pulses-per-revolution output of the Hairball. All this time I'm thinking that two little digits will not make for a good at-a-glance indication of motor RPM anyway (it's RPM  times 100) so I bought an analog tachometer at Pep Boys. I tried it on the workbench with the function generator and it works perfectly. I'm going to add it to the dashboard.

Gene versus Rat update, and photos

Rat update - no rat this morning. Empty trap, empty sticky pads. Maybe if I clean out the acorn mess the rat will notice that things need dirtying up again.
Photos - here's some:

And I do have a stowaway...

Here's something you blog watchers can follow along with - who knows, it may go viral!

A few weeks ago I found a pile of chewed up acorns on the base pan of the motor compartment. Some animal had been eating in there, obviously. I vacuumed them out. Next day, same thing. Vacuumed them out again. And the next day, and the next...

I was getting tired of this. How was he/she/it getting in and out? There is a gap between the base pan and the bottom of the transaxle bell housing and I figured that this was where the critter was gaining access. I found some garden screen in the garage and covered up the opening. Did it work? No way, more acorns the next day.

I got some gopher pellets from the garage (we do seem to have a little of everything in there) and made a little pile. Did it work? Nyet. Pellets scattered around, more acorn mess. Guess they weren't tasty enough.

OK now this is getting to sound a little like Bill Murray and the gopher in Caddyshack (which I have not even SEEN, BTW). With a smirk on my face I decided that this had become somewhat of a personal challenge. My task is to outsmart the little whatever-it-is. I got a big ol' rat trap from the garage (yup, got those too), smeared some peanut butter on the trigger pad, and stuck a few peanuts in it for good measure.

Did it work? Nope. More acorns, trap still set. They were fresh peanuts, even. I figured this would eventually work, so I started checking it daily, moving it around a little in case the bugger had a set routine. Still acorns.

Then a couple days ago I opened up the hood to check on things, and there he was, looking at me. A rat. A few moments of man/rat eye contact, and he scampered off - behind the controller bulkhead! The single most inaccessible place in the whole car. I needed a new strategy since the trap wasn't working, and I was thinking about some new kind of poison. But then I realized that if this intruder ate poison and then went back behind the controller bulkhead to die, it would be stink city. Not what I want for my beautiful shiny newly completed electric car. So I got some mouse/rat sticky traps from Lowe's (apparently we were out of them in the garage) and set them out. Clever, huh.

Took a look this morning - more acorns, sticky traps still just like new. I'll try to update daily.

2011 update...

I know, been a long time since the last update...

Lots of progress that has gone on. The car is pretty much finished, with the exception of the traction battery pack. Recent activities:

• 12 volt fuse blocks and harnesses
• Motor compartment finished
• Motor compartment component relay board under rear seat built and installed
• 12 volt battery cables, mounting, fusing, and top-off charger under rear seat
• Temporary dashboard structure fabricated and installed
• Temporary dashboard faceplate instrumentation installed and wired up
• Carpets, door panels, window cranks, rear view mirror, and sun visors installed
• Front seats installed
• Headlight high beam control box installed
• Charger door interlock switch installed

The 12 volt fuse assignments were created on the fly, with some functions ganged up on the same fuse to save space.

The motor compartment has everything in it - motor cooling blower, controller liquid cooling system, and moisture protection covers for the Zilla and Hairball.

The motor compartment component relay board uses the Hairball main contactor control signal to fire off an intermediate relay that enables the main contactor, motor cooling blower, controller cooling system, and cooling system fans. Once the Hairball gets the Start signal from the iginition switch, and determines that all systems are functioning, it will turn on all of these things. When this happens, all the fan and pump noises will start. This will probably be the loudest thing about the car, except for tire noise when it's moving.

The 12 volt battery is an Optima blue top AGM, with a big honkin' ANL 100A fuse to protect all wirning.

The temporary dashboard structure is made out of wood and will hold the dashboard faceplate, that contains the (left to right) Link10 (always on), Speedometer with status LEDs, digital 12 volt system voltage meter (always on), digital RPM counter, DVM for motor amps, DVM for six LM34 temperature senders (locations TBD), the controller Valet switch, the rear window defroster switch, the Hazard switch, and the 12 volt accessory socket. I didn't add any heater or defroster hardware - I decided that I could use a portable heater/blower that could be placed where desired and powered off of the accessory socket (when not using a cell phone charger etc.).

Carpets, interior accessories, and the front seats all went in without a hitch.

The headlight dimmer switch is on the turn signal lever, and provides a short to ground whenever it's pulled towards the driver. To avoid having to hold the lever in the pulled position to keep the high beams on, I built a control box with a flip-flop for a pull-on, pull-off action. The box has a 2N3055 transistor driver for the high beam relay.

The charger door interlock switch is a microswitch mounted on a bracket that is activated by the position of the charger door (which used to be the gas cap door).

What else - oh yeah, pictures! Need to upload those next...

Also, I mailed off a check to Elite Power Solutions in Phoenix for the traction batteries and BMS. I'm going to use the 100ah 4-pack Lithium Ion GBS batteries. I decided to skip over the AGM idea and go for the gusto.