|Location||Melbourne, Victoria Australia map|
|Vehicle||1965 Humber (Singer) Vogue Mk3 |
Four door sedan similar to Hillman cars of the 1960s. The Vogue has non-power assisted front 9" disc brakes and was previously an automatic with a 1600cc engine. Sold in the UK as a Singer Vogue.
|Motor||Qin Wei 132 Frame 3-Phase AC|
Three phase, 4 pole, AC Induction Motor with 'H' class insulation, 220 VAC nominal, shaft encoder, embedded thermistor, non-shaft fan. Made to order by manufacturer in Taiwan. Peak torque 255 NM (188 ft/lb) and is available up to 3000 RPM (about 80km/hr).
|Drivetrain||Direct motor to tail shaft. No gearbox. Differential is 4.22:1 ratio. (It SHOULD have a 3.89:1 but measurements indicate otherwise.)|
Reasonably compact industrial 45kW, 3 phase VFD with vector mode and torque control. I am using incremental encoder feedback and custom configuration. The Lenze 93xx controllers allow a large degree of "programming" using function blocks so the torque/speed control is elaborate and flexible. Higher power controller is under way.
|Batteries||384 Headway 38120S, 3.20 Volt, Lithium Iron Phosphate|
12 packs with 32 cells arranged as 16S2P. Each pack is 50 Volts and has it's own integral BMS. BMS system has been modified to bring out an error signal that feeds the controller.
|System Voltage||600 Volts|
There are 12 of 58.3V, 3A chargers. A separate charger for each of the 12 battery packs. To stop the chargers draining the packs, the chargers each have a pair of 3A paralleled diodes in series to the packs and have been re-adjusted to 59.6V. The chargers have also been modified to a two stage current limit - 3 A, then 180 mA when the pack BMS indicates any cell within is fully charged.
|Heater||1500 Watt ceramic with custom continuously variable control using PWM. Control on dash is exactly the same mechanically as orginal heater tap control.|
|DC/DC Converter|| Generic SMPSs|
Two 240 VAC to 12V x 20 Amp SMPSs (Switch Mode Power Supplies). One SMPS runs off +300V to pack centre and the other off -300V to pack centre - this keeps the whole pack fairly balanced. Total output 40 Amps. SMPSs were re-adjusted to 13.7 VDC. I removed the fans and added 2 large heatsinks then mounted both supplies in back-to-back plastic cases - dust and water proof.
|Instrumentation||Custom speedo cluster with 3 x LCD readouts (that's why the start ODO is 0). All instruments on dash are replaced with custom instruments fitting in exactly the same places. Main reason for this large change is the lack of a speedo cable since there is no gearbox.|
|Top Speed||76 MPH (122 KPH)|
Theororetical top speed based on 150 Hz to motor. It turns out that the controller can do 300Hz so the limit will be the "wind wall" - probably about 130km/h.
|Acceleration||Unknown at this stage. Expecting 0-60MPH in 18 seconds from this controller. The new controller should drop this to around 11 seconds.|
|Range||50 Miles (80 Kilometers)|
Range (to 80% DOD) is around 70 km at 60 to 80 km/hr. Dead on the spreadsheet projection.
|Watt Hours/Mile||214 Wh/Mile |
Battery to wheel. Measured over 600km. Most days are around 135 Wh/km with some peak days at 150 Wh/km. Sorry - metric is easier.
|Seating Capacity||Four adults. No real reason other than I haved replaced all seatbelts and I have no reason to seat five.|
|Curb Weight||2,376 Pounds (1,080 Kilograms)|
The car is currently about 6kg lighter than original. Weight distibution is within a few kilograms of original.
|Tires||Hancook Enfren 185/65R13 Low Rolling Resistance.|
|Conversion Time||About 4 years. Serious work about 3 years and 9 months. I work full time so this has been a part-time activity. More than half the time was on interior restoration.|
|Conversion Cost||Restoration $13534 (not counting original car).|
Conversion excluding batteries: $5296.
Batteries, BMSs & chargers: $7980
I'll update these figures as the spreadsheet changes.
(All in Australian dollars.)
|Additional Features||No gearbox. Motor is coupled directly to tailshaft so acceleration is slow to about 20km/hr. This was done in the interests of range. (Still quicker than original automatic ICE though.)|
|First drive on 24th July 2011. No window glass, door handles, trim, lights, dash or boot lid. WebPage |
Except for mounting the rear chargers and installing the new heater, the electrics are finished.
August 2011. Rear chargers mounted - now working on interior seats, trim etc. Headlining clipped in but not glued. Have ordered new carpet.
Mid October 2011. Still restoring brightwork (trim) and installing lights etc. Waiting for carpet and some re-chromed bits to arrive. Still haven't glued headlining in so can't install windscreens yet.
1st November 2011. Headlining glued in. Now fitting new dashpad. Once that's done we can get the windscreens in.
30th December 2011. Installed the front 1/4 vent windows.
2nd January 2012. Installed the rear windscreen.
7-8th January 2012. Installed dashpad (hardest restoration job so far) - critical path for installing front windscreen. Located and ordered a pair of rear 1/4 light seals - whew! Should have them by next weekend.
6th March 2012. Still going on the interior - slow but continuous progress.
21st May 2012. Rear 1/4 light windows and front windscreen are in. Sounds straight forward - it wasn't. See the blog for details.
31st July 2012. Interior nearly finished enough to drive. Just need to get the glovebox and dash in. The door linings can wait until after we have measured 60kmh and 80kmh current draw.
12th August 2012. Second drive. Cut short by deplorably low battery capacity caused by bad pack cell balance. WebPage
I'm balancing packs now - there appears to be no damage.
9th September 2012. We went for a 20km drive this weekend. All went well - regen. braking was impressive. The battery packs appear to be fine now they are balanced. Efficiency was around 146wh/km battery to wheel.
19th December 2012. I drove to work to get new tyres on the car today. I now have Hankook Enfred low rolling resistance tyres. 38km travelled with 142wh/km battery to wheel.
2nd February 2013. The Engineer gave final approval for the Vogue today. A few questions and a quick drive (I drove) and he attached the Electric Drive sticker.
5th February 2013. The Vogue is now approved by Vic Roads (road authority). It was already registered so it was a Change of Vehicle Details - an Electric Drive system.
15th April 2013. The Vogue is my daily driver now. One week on the road and so far none of the niggles have stopped me.