EV batteries take repeated abuse in the course of a single trip. 500+ amp draws sometimes every 5 minutes in traffic. think everytime your tach on your car jumps up to start from 0 or pass someone. I think it be compared to everytime you start from 0 mph or downshift to accelerate faster. definitely not momentary draws. the high discharges can be 4 to 5 seconds in some cases. especially in city traffic. drive a prius in manhattan and youll be lucky to get 20 miles per gallon yet its rated by the epa for 48 mpg city. Thats a test I have done myself, so I know that from first hand knowledge
In this case we can add a NYC driving test and the range for an EV would drop massively, unless you add capacitors to mitigate the high discharges.
Id have to do some tests to see how much more batteries heat up in an EV. have a temperature monitor on each battery.
the 10 percent range increase wasnt in a plug in prius. a plug in prius has an addon battery pack and a circuit board is made to trick the computer that the state of charge that is broadcasted over the canbus is higher thus making the car run longer in ev mode. 2010 models no longer broadcast the SOC and they have to figure out another way to trick the car into thinking it has more battery and run longer in EV mode.
the increase was in a converted EV. Ill be able to tell you what range increase I get to testing my vehicle out.
I think this boils down to the draws from a battery in an EV and temperature increase do to environment and over discharging cannot be reproduced in formulas on paper. range calculations for an EV are also have too many variables. The nissan leaf has enough battery capacity to take it 100 miles yet there are so many variables to conditions and the way the driver drives that can vary the mileage as low as 60 miles to as high as 130 miles. The volt's range can vary from 25 miles to 50 miles.
as was mentioned, the driving habits of the driver greatly impact what will happen. thats a variable in this equation that cannot be defined. when you drive a prius looking at the mpg number you before a hypermiler and try to get it as high as you can. Ive gotten a prius up to 55 miles per gallon intown.
Thats why I keep arguing for capacitors. In theory they eliminate peukart effect, higher battery temperatures, stresses on the batteries which cause failure, high discharge rates that decrease the amp hour capacity, and can take abuse and kep coming back. at 1 million cycle life, the abuses may bring it down to 500,000 cycles but they just keep ticking.
I mentioned before this discussion always ends up turning into a cost comparison game, an arguement over the real beneifts of capacitors, and the idea that batteries have always operated ok in these situations and always will (logical fallacy).
the ultracapacitor itself has only been around for at best 5 years to the general public. in the last 5 years the price of these capacitors has dramatically dropped due to the demand rising for them. before that at 10 years ago the prices were "if you have to ask you cannot afford it"
Testing will tell. I have the capacitors already, that isnt the problem.
I posted this thread to get the project discussed and how it can be done, not to discuss whether it was a good idea or not. as far as regenerative braking being essential here i AGREE. so lets put in a way to keep these capacitors charged is by a 15000 watt generator. when the generator cannot keep up with the demand the batteries lend a hand. they can recharge the capacitors when needed but can only send 200 amps at best.
second design:
everything is in series. the capacitors are series for 54 capacitors for 145.8 volts. the batteries are behind them at 144 volts all in series. the batteries are 6 volts and there are 25 of them. the generator is behind the batteries, able to produce 200 volts into the batteries and capacitor string. able to surge to 300 volts. the controller is able to see the energy storage amounts and can be programmed to only deliver 144 volts to the motor.