[Robert Sansone] is a 17-year-old from Florida and, like most of us, he likes to tinker. He’s apparently got the time for it because he’s completed at least 60 projects ranging from animatronic hands to a high-speed go-kart. However, his interest in electric vehicles coupled with his understanding of the issues around them led him to investigate synchronous reluctance motors — motors that don’t depend on expensive rare earth magnets. His experiments have led to a novel form of motor that has greater torque than existing designs.
Rare earths are powerful but expensive, costing much more than common metals like copper or steel. Traditionally, synchronous reluctance motors use steel rotors and air gaps and exploit the difference in reluctance — a term for magnetic resistance– to generate rotation. [Robert’s] idea was to replace the air gap with a different material to increase the ratio of reluctance between the rotor and the gap. Reconfiguring the motor to a more traditional configuration shows startling results: the new design generated almost 40% more torque and did so more efficiently, as well.
His work has earned him first prize, and $75,000, in this year’s Regeneron International Science and Engineering Fair. It took 15 tries to get the motor to its current state, something made easier with 3D printing. There are plans for a 16th version that [Robert] hopes will perform even better. We can’t wait to see what he’ll do next.
Electric vehicles have made people look into many motor design topologies. The reluctance motor has been around for a long time, but controlling them has become significantly easier. That’s true of many kinds of motors.
No matter the type of vehicle we drive, it has a battery. Those batteries wear out over time. Even high end EV’s have batteries with a finite life. But when your EV uses Lead Acid batteries, that life is measured on a much shorter scale. This is especially true when the EV is driven by a driver that takes up scarcely more space in their EV than a stuffed tiger toy! Thankfully, the little girl in question has a mechanic:
A 3d printed adapter sends go-juice to the DC-DC converter
Facing challenges similar to that of actual road worthy passenger vehicles, [Brian] teamed up with [bitluni] to solve them. The 12 V SLA battery was being replaced with a 20 V Li-Ion pack from a power tool. A 3d printed adapter was enlisted to break out the power pins on the pack. The excessive voltage was handled with a DC-to-DC converter that, after a bit of tweaking, was putting out a solid 12 V.
What we love about the hack is that it’s one anybody can do, and it gives an inkling of what type of engineering goes into even larger projects. And be sure to watch the video to the end for the adorable and giggly results!
It’s a fair bet to say that the future of personal transportation will probably be electric. In support of that, every major car manufacturer either has an electric drivetrain option available now, or they’re working furiously on developing one. And while it’s good that your suburban grocery grabber will someday be powered by the sun, what about the pressing need for EVs that are just plain fun to drive?
To fill the fun gap, at least for now, [James Biggar] built what you can’t buy: an all-electric dune buggy. And lest you think this was a kit build, be assured that the summary video below shows this little sand rail was 100% scratch-built. The chassis is fabricated from bent tubing, and welded up using a clever plywood template to get the angles just right. The buggy has four-wheel independent suspension and a wide, aggressive stance to handle rough terrain. The body panels are sheet aluminum bent on a custom-built brake, which was also used to form the Plexiglas windshield with a little help from a heat gun.
While the bodywork makes the buggy pretty sick looking, the drivetrain is just as impressive. [James] used an ME1616, a liquid-cooled 55-kW beast. A chain drive couples the motor to a differential from a Honda CR-V which has a limited-slip modification installed. The batteries are impressive, too — 32 custom-made lithium-iron-phosphate batteries made from 32650 cells in vacuum-formed ABS plastic shells that nest together compactly. It all adds up to a lot of fun in the dirt; skip to 23:37 in the video to see what this thing can do.
Honestly, the level of craftsmanship here is top-notch, and is all the more impressive in that it’s not fancy — just good, solid methods and lots of hard work. We’d love to have the time and resources to put into something like this — although a drop-in crate motor EV might be a satisfying build too.
Electric vehicles are now commonplace on our roads, and charging infrastructure is being built out across the world to serve them. It’s the electric equivalent of the gas station, and soon enough, they’re going to be everywhere.
However, it raises an interesting problem. Gas pumps simply pour a liquid into a hole, and have been largely standardized for quite some time. That’s not quite the case in the world of EV chargers, so let’s dive in and check out the current state of play.
AC, DC, Fast, or Slow?
Since becoming more mainstream over the past decade or so, EV technology has undergone rapid development. With most EVs still somewhat limited in range, automakers have developed ever-faster charging vehicles over the years to improve practicality. This has come through improvements to batteries, controller hardware, and software. Charging tech has evolved to the point where the latest EVs can now add hundreds of miles of range in under 20 minutes.
However, charging EVs at this pace requires huge amounts of power. Thus, automakers and industry groups have worked to develop new charging standards that can deliver high current to top vehicle batteries off as quickly as possible.
As a guide, a typical home outlet in the US can deliver 1.8 kW of power. It would take an excruciating 48 hours or more to charge a modern EV from a home socket like this.
In contrast, modern EV charge ports can carry anywhere from 2 kW up to 350 kW in some cases, and require highly specialized connectors to do so. Various standards have come about over the years as automakers look to pump more electricity into a vehicle at greater speed. Let’s take a look at the most common options out in the wild today. Continue reading “EV Charging Connectors Come In Many Shapes And Sizes”→
Electric vehicles (EVs) are something of a hot topic, and most of the hacks we’ve featured regarding them center on conversions from Internal Combustion to Electric. These are all fine, and we hope to see plenty more of them in the future. There’s another aspect that doesn’t get covered as often: How to charge electric vehicles- especially commercially produced EV’s rather than the DIY kind. This is the kind of project that [fotherby] has taken on: A 7.2 kW EV charger for his Kia.
Faced with spending £900 (about $1100 USD) for a commercial unit installed by a qualified electrician, [fotherby] decided to do some research. The project wasn’t outside his scope, and he gave himself a head start by finding a commercial enclosure and cable that was originally just a showroom unit with no innards.
An Arduino Pro Mini provides the brains for the charger, and the source code and all the needed information to build your own like charger is on GitHub. What’s outstanding about the guide though is the deep dive into how these chargers work, and how straightforward they really are without being simplistic.
Dealing with mains power and the installation of such a serious piece of kit means that there are inherent risks for the DIYer, and [fotherby] addresses these admirably by including a ground fault detection circuit. The result is that if there is a ground fault of any kind, it will shut down the entire circuit at speeds and levels that are below the threshold that can harm humans. [fotherby] backs this up by testing the circuit thoroughly and documenting the results, showing that the charger meets commercial standards. Still, this isn’t a first-time project for the EV enthusiast, so we feel compelled to say “Don’t Try This At Home” even though that’s exactly what’s on display.
In the end, several hundred quid were saved, and the DIY charger does the job just as well as the commercial unit. A great hack indeed! And while these aren’t common, we did cover another Open Source EV charger about a year ago that you might like to check out as well.
Electric vehicles are slowly but surely snatching market share from their combustion-engined forbearers. However, range and charging speed remain major sticking points for customers, and are a prime selling point for any modern EV. Battery technology is front and center when it comes to improving these numbers.
Solid-state batteries could mark a step-change in performance in these areas, and the race to get them to market is starting to heat up. Let’s take a look at the current state of play.
Well, that de-escalated quickly! It was less than a week ago that the city of Shenzhen, China was put on lockdown due to a resurgence of COVID-19 in the world’s electronics manufacturing epicenter. This obviously caused no small amount of alarm up and down the electronics supply chain, promising to once again upset manufacturers seeking everything from PCBs to components to complete electronic assemblies. But just a few days later, the Chinese government announced that the Shenzhen lockdown was over. At least partially, that is — factories and public transportation have been reopened in five of the city’s districts, with iPhone maker Foxconn, one of the bigger players in Shenzhen, given the green light to partially reopen. What does this mean for hobbyists’ ability to get cheap PCBs made quickly? That’s hard to say, at least at this point. Please feel free to share your experiences with any supply chain disruptions in the comments below.
Better news from a million miles away, as NASA announced that the James Webb Space Telescope finished the first part of its complex mirror alignment procedure. The process, which uses the complex actuators built into each of the 18 hexagonal mirror segments, slightly moves each mirror to align them all into one virtual optical surface. The result is not only the stunning “selfie” images we’ve been seeing, but also a beautiful picture of the star Webb has been focusing on as a target. The video below explains the process in some detail, along with sharing that the next step is to move the mirrors in and out, or “piston” them, so that the 18 separate wavefronts all align to send light to the instruments in perfect phase. Talk about precision!
Is a bog-standard Raspberry Pi just not tough enough for your application? Do you need to run DOOM on a platform that can take a few g of vibration and still keep working? Sick of your Pi-based weather station breaking own when it gets a little wet or too hot? Then you’ll want to take a look at the DuraCOR Pi, a ruggedized chassis containing a Pi CM4 that’s built for extreme environments. The machine is in a tiny IP67-rated case and built to MIL-STD specs with regard to vibration, temperature, humidity, and EMI conditions. This doesn’t really seem like something aimed at the hobbyist market — it’s marketed by Curtiss-Wright Defense Solutions, a defense contractor that traces its roots all the way back to a couple of bicycle mechanics from Ohio that learned how to fly. So this Pi is probably more like something you’d spec if you were building a UAV or something like that. Still, it’s cool to know such things are out there.
BrainLubeOnline has a fun collection of X-rays. With the exception of a mouse — the other kind — everything is either electronic or mechanical, which makes for really interesting pictures. Seeing the teeth on a gear or the threads on a screw, and seeing right through the object, shows the mechanical world in a whole new light — literally.
And finally, would you buy a car that prevents you from opening the hood? Most of us probably wouldn’t, but then again, most of us probably wouldn’t buy a Mercedes EQS 580 electric sedan. Sarah from Sarah -n- Tuned on YouTube somehow got a hold of one of these babies, which she aptly describes as a “German spaceship,” and took it for a test drive, including a “full beans” acceleration test. Just after that neck-snapping ride, at about the 7:20 mark in the video below, she asks the car’s built-in assistant to open the hood, a request the car refused by saying, “The hood may only be opened by a specialist workshop.” Sarah managed to get it open anyway, and it’s not a frunk — it’s home to one of the two motors that power the car, along with all kinds of other goodies.
