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<font face="Franklin Gothic Book">Although I like the concept, from
what I've now read about it in follow-up to your suggestion, I think
the Honda system would be difficult to incorporate for a couple of
reasons. The main issue is that there are two separate compressors in
that system - a mechanical scroll pump connected to the ICE, and a
small electric pump in another part of the car - and the controller for
the pair appears to be moderately complex. Apparently neither
compressor by itself is capable of fully cooling the car in hot
conditions, and hence the ICE sometimes runs strictly to turn the
mechanical compressor for cooling purposes. So I think the electronics
of the controller and sensors from the Honda would be critical
components in such a setup. Overall the cost of both compressors plus
those electronics might not be a lot less than the electric Masterflux
system, and the complexity of installation, operation and maintenance
for the Honda setup is likely to be much greater. A second issue is
that my intention is to run a 120V traction system at least initially,
and the electric compressor in the Honda is 144V (it may perhaps work
at 120V as well, but I'm not sure).<br>
<br>
In a 144V system, it seems possible that the electric compressor from
the larger Honda Accord hybrid might be able to adequately cool a
smaller car like my MR2 without help from a mechanical pump. This
could be a good way to reduce the cost of converting to all-electric AC
for some projects, if it works well and if you can find the parts -
I've found the mechanical compressor available on the web, but not the
electric one.<br>
<br>
Bill<br>
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<pre><a href="http://www.austinev.org/mailman/listinfo/ausev">ausev-request at austinev.org</a> wrote:
<i>
</i></pre>
<blockquote>Dan Petit Wednesday Feb 11, 7:12 PM.<br>
The reasons I believe it to be worthwhile to investigate the dual <br>
scroll Honda Mechanical/Electric compressor is because the Mechanical <br>
side purges the built-up heat and the electric side maintains the <br>
comfort level. Running the mechanical side off the other side of the <br>
traction motor momentarily will not greatly tax the pack. As well, <br>
the opportunity for A/C regenerative braking is the more efficient use <br>
of latent energy to slow the vehicle down. (This would offset the <br>
slower air flow into the condenser to a great extent once the vehicle
is <br>
stopped for awhile at a traffic light.) In addition, software could <br>
keep even the electrical side from operating at 100 percent pulse-width
<br>
during accelerations.<br>
The design is calibrated for the interior volume of a Civic of course, <br>
but most EV conversions are approximately the same interior volume. <br>
Dan Petit<br>
</blockquote>
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