Bricklin EV-1 Manuale utente
Bricklin EV-1 Owner's Manual
The Bricklin EV-1
Design Specifications and Owner's Manual
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Bricklin EV-1 Owner's Manual
For further information, contact:
NetGain Motors, Inc.
800 South State St.
Lockport, IL 60441
(630) 243 9100 Office
(630) 686 4054 Fax
http://www.go ev.com
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Bricklin EV-1 Owner's Manual
Table of ontents
Introduction..............................................................................................................................................................5
How the ricklin Was Chosen............................................................................................................................5
atteries...............................................................................................................................................................5
attery Management System..............................................................................................................................7
Power...................................................................................................................................................................8
Controller Selection..........................................................................................................................................10
Range.................................................................................................................................................................11
Charging System...............................................................................................................................................12
Transmission.....................................................................................................................................................13
Gauges & Instrumentation................................................................................................................................14
Torque – Android App.......................................................................................................................................14
WarP-Drive Interface Module...........................................................................................................................16
Operating Notes and Suggestions..........................................................................................................................17
Gear Selection...................................................................................................................................................17
Driving..............................................................................................................................................................18
Range.................................................................................................................................................................18
Operating the Heater and Defroster..................................................................................................................19
raking..............................................................................................................................................................19
Emergency Disconnect......................................................................................................................................20
Charging ...........................................................................................................................................................21
Charging Costs..................................................................................................................................................24
Fast Charging....................................................................................................................................................24
Cooling System.................................................................................................................................................25
Tire Pressure......................................................................................................................................................26
Maintenance......................................................................................................................................................26
ricklin SV-1 History............................................................................................................................................31
1975 ricklin SV-1 Specifications....................................................................................................................31
ricklin EV-1 History............................................................................................................................................32
1975 ricklin EV-1 Specifications....................................................................................................................32
Performance......................................................................................................................................................33
Original ricklin SV-1 Performance vs EV-1 Performance..............................................................................33
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Bricklin EV-1 Owner's Manual
Illustration Index
Illustration 1: Example of 16, LiFePO4 prismatic cells with MS.........................................................................6
Illustration 2: attery Management System - single cell module............................................................................7
Illustration 3: NetGain Motors, Inc - WarP 11 Motor..............................................................................................9
Illustration 4: Dual WarP 11 Motors coupled to transmission.................................................................................9
Illustration 5: WarP-Drive Industrial - Motor Controller.......................................................................................10
Illustration 6: NetGain Controls, Inc. - PulsaR, Power Distribution Unit (PDU)................................................12
Illustration 7: ricklin EV-1 FMX Transmission..................................................................................................14
Illustration 8: Rechargecar.com - Fuel measuring device......................................................................................14
Illustration 9: Android Torque application showing various gauge types.............................................................15
Illustration 10: O D-II to luetooth Adapter........................................................................................................16
Illustration 11: NetGain Controls, Inc. - WarP-Drive Interface Module...............................................................16
Illustration 12: EV West Accessory Plate & Pump System...................................................................................19
Illustration 13: Emergency Disconnect Switch (the IG red button)....................................................................20
Illustration 14: Typical charging plug used on electric vehicles............................................................................21
Illustration 15: 240 VAC to 120 VAC power cord adapter....................................................................................22
Illustration 16: J1772 Plug and outlet....................................................................................................................22
Illustration 17: NEMA 14-50 240 VAC plug.........................................................................................................23
Illustration 18: Motor Temperature Gauge............................................................................................................25
Illustration 19: ricklin EV-1 High Voltage Power Distribution...........................................................................28
Illustration 20: ricklin EV-1 Wiring Diagram.....................................................................................................29
Illustration 21: ricklin EV-1 12 VDC Power Distribution...................................................................................30
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Bricklin EV-1 Owner's Manual
Introduction
How the Bricklin Was hosen
I have been the owner of a 1975 Bricklin since 1976. When I initially purchased the vehicle it had
approxi ately 5,000 iles on the odo eter. The Bricklin was y daily driver for a couple of years,
and then it began to sit for longer and longer periods of ti e. For any years it resided in y garage
doing nothing ore than taking up uch needed space.
At one point I decided to take the Bricklin to Michigan to have air-doors and a console installed. Upon
returning, it sat in the garage again. When I finally began to drive it, I found that it was not running
very well. I decided to have it brought back to life, in a ore invigorated for . I had the engine
rebuilt, added a 4BBL Holley carburetor, alu inu high-rise anifold, headers, alu inu radiator,
and other iscellaneous ite s (i.e. new brakes, fluids, etc.). I also decided to change the original
color fro “suntan” to another original color, “white”. I prepaid for all the work. After five years the
vehicle was returned by the shop that perfor ed the above entioned work. I learned a valuable
lesson about paying for the work perfor ed in advance of the work actually being perfor ed.
Though I had hoped the perfor ance would be greatly i proved, it turned out the work was very sub-
standard. After >$15,000 the vehicle barely ran without dying, and the paint job was seriously flawed.
I was quite disenchanted, and the vehicle went back to the garage space it had beco e accusto ed
to. After 37 years the 1975 Bricklin still had less than 34,000 original iles.
Unlike the Bricklin, I continued to work, and to build a new co pany renown for powerful electric
otors co only used in converting vehicles fro gasoline burning internal co bustion engines, to
pure electric otor power. Series wound, brushed DC Motors are capable of producing enor ous
a ounts of torque at stall speed. A single WarP 11 otor has a peak stall torque of 1,959 ft-lbs. - if
you could provide it with enough a perage (~3,951 A ps). The a ount of torque developed is
based upon the A perage squared (I²). Si ply put, if you double the a perage you quadruple the
torque – at least until saturation occurs at which ti e the torque increase beco es linear. The
voltage supplied to the otors deter ines the RPMs the otor will spin at. This is a nearly linear
relationship. If you double the otors voltage, you will double the RPMs, and thus the HP (Horse
Power). Actually, it is slightly ore than double since ost losses are fixed. There are li its as to
how uch voltage and a perage these otors can sustain, but they are quite robust.
Using early versions of these powerful electric otors a battery powered dragster was developed that
was capable of 60' ti es under one second (.986). Unfortunately, the lead-acid or PbA batteries of
the late 1990's were not capable of sustaining the power level needed to aintain that rate of
acceleration for ore than a few seconds. Even so, the vehicle was capable of 10 second ¼ iles
nearing 130 MPH.
Batteries
Super-capacitor testing was perfor ed in the dragster in conjunction with NASA Illinois and the NASA
Glenn Research Center. When the super capacitors were connected in parallel to the battery pack,
they beca e slaves of the batteries. This eant that they could not output any power exceeding
what the PbA batteries were capable of. But, the testing of the super capacitors did lead us to
another new battery technology generally referred to as Lithiu che istry based batteries.
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Bricklin EV-1 Owner's Manual
In the late 1990's lithiu batteries developed a rather poor reputation for catching fire in laptop
co puters. But, technology has arched forward, and today's Lithiu -Iron-Phosphate cells, when
used in the proper anner, have shown that they are uch ore robust and safer than the batteries
of a decade before.
The LiFePO4 batteries provide enough power to triple the range of electric vehicles that were
powered by PbA batteries. Additionally, lithiu batteries have an extre ely long life, are not as
affected by hot or cold te peratures as PbA , are lighter than PbA, ore powerful than PbA, display
no e ory effect, and have high discharge and charge rates. The downside of the LiFePO4
batteries is that they cost approxi ately two to three ti es the cost of PbA batteries. Due to their
long life they are actually less expensive then using PbA when a ortized over ti e.
For the Bricklin EV-1, a quantity of 48, 3.65 Volt, LiFePO4 pris atic cells rated at 160 A p hours
each were chosen. The original gas tank was re oved and 18 of the cells were placed in a
replace ent box located in the original gas tank position and arranged in a si ilar anner to those
shown in the Illustration below.
The rest of the cells (30) are arranged under the hood of the vehicle and above the electric otor. All
of the cells were connected in series to provide a fully charged pack voltage of 172.8 Volts (48 * 3.6).
The cells weigh 11.53 pounds (5.23 kg) each and are 6.65” W X 3.35” D X 9.72” H (169 X 85 X 247
).
The cells are rated at 3C which eans they can output 3 ti es their A pere-hours rating, or 480
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Illustration 1: Example of 16, LiFePO4 prismatic cells with BMS
Bricklin EV-1 Owner's Manual
A ps continuously. For short bursts they are capable of 1280 A ps (8C) for 5 seconds, 800 A ps
(5C) for 15 seconds and 800 A ps (5C) for 60 seconds. They have a life cycle of 2,000 at 80%
Depth of Discharge (DOD). Lower DOD will extend the life of these batteries, while 100% DOD will
shorten their life to approxi ately 1,000 cycles.
Battery Management System
To ensure that the expensive battery pack is properly balanced and protected, a Battery Manage ent
Syste or BMS has been installed. It is critical for safety and perfor ance that the cells be well
balanced both on charge and discharge. Every cell in the battery pack ay not need the exact sa e
a ount of energy restored when a battery pack is charged. Si ilarly, when cells are discharged,
so e cells ay be depleted quicker than others.
These conditions ay be due to slight variances in the anufacturing process, or by the
interconnects within the battery pack – such as loose or corroded connections. Even subtle
differences, such as the place ent of the cells can affect the perfor ance of a cell due to
te perature. Batteries surrounded by other cells will heat up quicker and stay war longer, while
cells on the end of the pack will generally cool quicker. Though the differences are relatively s all,
over ti e, they can have a cu ulative effect on the overall condition of the battery pack or individual
cells.
The BMS helps ensure that no cell in the pack is over charged and also that no cell falls below a
predeter ined low Depth Of Discharge (DOD) state, in the case of the Bricklin EV-1 the low cut-off
discharge of each cell should be 2.5 Volts (120 Volts). For additional safety, this has been adjusted
to 2.6 Volts (~125 Volts).
Once a cell reaches 3.5 Volts the BMS shunts any current provided to a cell to other cells, or if all
cells are charged, si ply signals a shut off to the charger.
When the vehicle is being driven and a cell (or pack) drops below a predeter ined ini u a
audible buzzer will sound to notify the driver of the low cell or pack condition. Running cells, or the
pack, below the established ini u s can seriously da age the battery pack, individual cells, and
possibly other electronic controls, and even the otor. Care ust be exercised to ensure the battery
pack is aintained in proper working order.
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Illustration 2: Battery Management System single
cell module
Bricklin EV-1 Owner's Manual
Power
The progress in power electronics and electric otor controls has advanced by leaps and bounds
over the past decade. Pulse Width Modulated (PWM) high power DC otor controllers that are
capable of >3,500 A ps at >400 Volts (~1,400 kW) are readily available. And, unlike the controllers
of the 1980's and 1990's, the new generation of high power otor controllers are safe and s ooth in
operation.
What does this 1,400 kW really equate to? Well, the for ulas work like this:
Watts = (Volts * Amps)
HPe1 = (Watts / 746)
The result would be:
Watts = (400 * 3500)
HPe = (1,400,000 / 746) or 1,877 HPe
But, realistically, you need to account for the losses (efficiency) of the electrical syste . It would be
easier, and closer to reality to say:
HPe = (1,400,000 / 1000) or 1,400 HPe (after losses)
Unlike Internal Co bustion Engine (ICE) vehicles that produce torque and HP that is usually nearly
equivalent to one another (~1 HP to ~1 ft lb), it should be noted that the type of electric otor being
used in the Bricklin EV-1 produces al ost 2 ft. lbs of torque per HP produced.
As a side note, echanical horsepower is calculated as:
HPm2 = ( ( Ft. Lbs * RPM ) / 5252 )
Motor Selection
Even though the NetGain Motors, Inc. WarP Motors are recognized as the ost robust production
otors for EV applications, a single otor cannot handle the potential a ount of input power fro
these extraordinarily powerful otor controllers for ore than a few illiseconds (not to ention the
i pact on the rest of the drive-line).
To avoid destroying the otors (and the drive-line), it is quite co on to utilize:
•lower power settings on the otor controller,
•lower power otor controllers,
•larger and ore powerful otors,
•ultiple otors to share the power,
•so e co bination of the above options.
1 HPe = Horsepower electrical
2 HP = Horsepower echanical
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Bricklin EV-1 Owner's Manual
In the case of the Bricklin EV-1 we choose to use a lower power otor controller as well as a larger
single otor. The co bination used in the Bricklin EV-1 will be a standard WarP 11 Motor powered
by a single 1,400 A p NetGain Controls, Inc. WarP-Drive Industrial Controller.
A single otor is ore than adequate for the Bricklin when coupled to the original Bricklin FMX
trans ission. Multiple otors were considered and offer so e advantages. Besides “sharing” the
workload and providing a “backup” in case of a single otor failure, dual otors [when powered by a
single controller] ay be wired together either in series or on parallel.
In series ode both otors will see full a perage, but only ½ the voltage. This ode provides
axi u torque. When wired in parallel, both otors see ½ the a perage and full voltage. This
ode produces axi u horsepower. It is possible to control the switch between series and parallel
with the flip of a switch.
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Illustration 3: NetGain Motors, Inc WarP 11 Motor
Illustration 4: Dual WarP 11 Motors coupled to
transmission
Bricklin EV-1 Owner's Manual
It would be a possible to add a second otor and controller and double the power potential, but this
vehicle is being built as a daily-driver, so so e restraint ust co e into play. Additionally, the
weakest link ust always be considered, and dual controllers ight require a stronger battery pack
then the one being used, and it is unlikely the rear differential could withstand 830+ ft. lbs of torque.
ontroller Selection
The selection of the high power otor controller was ade based upon a nu ber of design criteria.
Since the controller is being used in an auto otive environ ent it ust be of auto otive quality and
support CANbus as well as OBD-II. OBD-II was not required in vehicles until 1996 and since the
1975 Bricklin did not require OBD-II, this is a significant upgrade to the vehicle. This auto otive
quality require ent significantly narrowed the search for viable controllers.
As the controller will be placed under the hood of the vehicle it ust be able to withstand a potentially
harsh environ ent - it ust also be as watertight as possible.
All high power connections ust be protected fro the environ ent, as well fro anyone who
decides to poke around under the hood. The WarP-Drive Industrial otor controller is the only
controller on the arket that provides these features. Additionally, the gland nuts used to pass all
cables into the inside of the controller provide stress relief, as well as being watertight.
An additional feature required is the ability to “idle” the electric otor when the vehicle is in a “run
state”. This is necessary to power auto atic trans issions, as well as running so e “appliances”
such as a power steering pu p, air conditioning or even an alternator to keep the 12-Volt battery
syste charged.
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Illustration 5: WarP Drive Industrial Motor Controller
Indice
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