heres the one the Poms did, report mentions a couple of Defenders too.
The Dunsfold Collection :: The Dunsfold Collection
Dave
"In a Landrover the other vehicle is your crumple zone."
For spelling call Rogets, for mechanicing call me.
Fozzy, 2.25D SIII Ex DCA Ute
TDI D1(parting/ed)
TdiautoManual d1 (Kept it for the girlfriend)
Archaeopteryx 1990 6x6 dual cab(This things staying)
If you've benefited from one or more of my posts please remember, your taxes paid for my skill sets, I'm just trying to make sure you get your monies worth.
If you think you're in front on the deal, pay it forwards.
heres the one the Poms did, report mentions a couple of Defenders too.
The Dunsfold Collection :: The Dunsfold Collection
Yes the 1975 Series 111 109” 1993 Electric Drive evaluation vehicle is what I was thinking of. I read an article in an LRO mag years ago and the concept has always interested me. I've often wondered why no one was doing this.
A friend of mine has Installed a Telma Retarder on the PTO output of his Iveco Daily 4x4 , The way the TC is designed the PTO is on the back of the input shaft & can accept about 2600Nm .
It would have cost no more to mount an Electric Motor which in regen mode could provide braking effort as good as the retarder & the bonus being he could convert the braking energy to help power the vehicle .
You could also put TC in neutral (as in this video) & run up the motor in regen mode via the diesel engine to charge the Traction batteries if need be .
You would ideally need some form of reduction gear as an electric motor is efficient too fast for the drivetrain in high range (5000rpm)?
Chris
2014 D4 TDV6
1954 86"
1963 2A Forward Control (getting the full treatment, Isuzu 4JH1, MYY5T, LT230, Toyota Axles, extended cab ++)
1980 Stage 1 v8 (gone)
I may have screwed this up but I believe that with 33" tires and a 3.54 diff the the prop shaft should be turning approximately 2243 rpm at 100 kph. The 6x6 third axle drive/pto turns at the same speed.
Or coming the other way, 4th gear is 1:1 so highway speed is close enough to 3000rpm engine and prop shaft speed.
That's why you need a reduction gear on the electric motor. It won't be happy at <2000rpm and will stall. Or disconnect the engine and run the transfer in low range.
Chris
2014 D4 TDV6
1954 86"
1963 2A Forward Control (getting the full treatment, Isuzu 4JH1, MYY5T, LT230, Toyota Axles, extended cab ++)
1980 Stage 1 v8 (gone)
Dave
"In a Landrover the other vehicle is your crumple zone."
For spelling call Rogets, for mechanicing call me.
Fozzy, 2.25D SIII Ex DCA Ute
TDI D1(parting/ed)
TdiautoManual d1 (Kept it for the girlfriend)
Archaeopteryx 1990 6x6 dual cab(This things staying)
If you've benefited from one or more of my posts please remember, your taxes paid for my skill sets, I'm just trying to make sure you get your monies worth.
If you think you're in front on the deal, pay it forwards.
AC51 3 phase motor works fine in top gear in my Landy, though I have 4.75 diffs , ~ 4300 RPM @ 100kph , but it works right from Zero RPM and Regen braking works right down to about 10kph in top gear . Its got a Landrover flywheel bolted to it so I've rev limited it to 6000RPM, don't want the old flywheel exploding.
Though a 2.5:1 planetary reduction box is not a bad idea.
You've said previously Don that you had your electric motor on direct 1:1 drive stalling at crawl speeds?
Mated to a diesel engine at 1:1, the power bands are arse about? With a TDi for instance you really want the electric motor providing the kick from zero rpm, then the diesel taking over as the turbo spools up? So the electric motor would have to be geared lower than 1:1?
Chris
2014 D4 TDV6
1954 86"
1963 2A Forward Control (getting the full treatment, Isuzu 4JH1, MYY5T, LT230, Toyota Axles, extended cab ++)
1980 Stage 1 v8 (gone)
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