). The friction brakes start blending in at that point with the brake pedal; but with Hill 1 or Hill 2 and no brake-pedal, you can notice a drop-off in the braking effect around that point. (And you can see it on the generate/accelerate meter.)
The first .25G of deceleration is done through regen whether you take your foot off of the accelerator or step on the brake. Once you exceed that decel rate the friction brakes are engaged. I've seen over 90KW of regen while braking. The seamless blending of regen and friction braking is one of the coolest engineering features of the Karma IMHO.I have the following question - car seems to be able to charge back to batteries up to 15 kW of energy (going downhill), however when charged by cable through charger, it maxes at 3kW. How is it possible to charge battery through regen braking at more than 3 kW? Or does battery only take 3kW and rest dissipates in heat?
The internal power management in the car is designed to carry a huge amount of power (up to 300 KW at full power to the traction motors) and transferring even 150 KW from motors back to the battery during regen braking is nowhere near its maximum capacity. The wiring between the external charger and the on-board charger however is typically limited to 6KW, of which the Karma can only use 3.3KW. This is one reason why it is desirable to be able to use the ICE to charge the battery while driving the car because the generator has a maximum theoretical output of 180KW and would be able to charge the battery much more quickly than the 3.3KW on-board charger from a charging station.Your charging the battery though an on board charger which controls the the charge rate versus the regen function which bypasses the charging function
I should know better then to post a basic answerThe internal power management in the car is designed to carry a huge amount of power (up to 300 KW at full power to the traction motors) and transferring even 150 KW from motors back to the battery during regen braking is nowhere near its maximum capacity. The wiring between the external charger and the on-board charger however is typically limited to 6KW, of which the Karma can only use 3.3KW. This is one reason why it is desirable to be able to use the ICE to charge the battery while driving the car because the generator has a maximum theoretical output of 180KW and would be able to charge the battery much more quickly than the 3.3KW on-board charger from a charging station.
LOL! Sorry for the nerd-out, but disabling the charging was the most unwelcome change from the road show cars to the production cars. I understand that it had positive NVH and emissions impact but charging the batteries on the run would be a very cool feature if it is ever reimplemented.I should know better then to post a basic answer
Oh I agree matter of fact I was talking to Lomax about that the other day . I was wondering if he had any of his old contacts from Fisker that might be able to bring that software back on line .LOL! Sorry for the nerd-out, but disabling the charging was the most unwelcome change from the road show cars to the production cars. I understand that it had positive NVH and emissions impact but charging the batteries on the run would be a very cool feature if it is ever reimplemented.
I don't think anyone wants to regress entirely back to that version. We just want the current software to provide an option for that specific feature. But given all that is going on, it's not really a top-priority item at the moment, at least as far as I am concerned.That software in its previous state is pretty much unobtainium. Even if we managed to get ahold of it, I doubt it would play very nicely with all the current software. 8AVGMPG may correct me if I'm wrong here, but I also believe that software level was prone to coupler breaking, which none of you want, ever.
300kW (150x2 TMs) is the peak output for ~10s and is more like 200kW (100/each) ~ 1 hour continuous for the traction motors. In regen it is much less than that but I don't remember the figure off hand.The internal power management in the car is designed to carry a huge amount of power (up to 300 KW at full power to the traction motors) and transferring even 150 KW from motors back to the battery during regen braking is nowhere near its maximum capacity. The wiring between the external charger and the on-board charger however is typically limited to 6KW, of which the Karma can only use 3.3KW. This is one reason why it is desirable to be able to use the ICE to charge the battery while driving the car because the generator has a maximum theoretical output of 180KW and would be able to charge the battery much more quickly than the 3.3KW on-board charger from a charging station.
The genset recharge was a nice feature but boy would you be pissed when you saw how much fuel it used to recharge that battery. Among other things, The ICE used is just not efficient enough to have that feature and still pass emissions. In fact I'm pretty sure that up until the BL510 release, Fisker was getting fined by CARB for every vehicle it sold because it still didn't meet its emissions requirements.I don't think anyone wants to regress entirely back to that version. We just want the current software to provide an option for that specific feature. But given all that is going on, it's not really a top-priority item at the moment, at least as far as I am concerned.
What's the deal with the coupler? Is that what mates the ICE to the generator? Is this part known to fail after a certain number of hours of use?300kW (150x2 TMs) is the peak output for ~10s and is more like 200kW (100/each) ~ 1 hour continuous for the traction motors. In regen it is much less than that but I don't remember the figure off hand.
The generator has a peak of 175kW/125kW continuous, but only if provided 400v and @ 5000rpm.
Because of the time bomb (coupler) Lormax mentioned the generator is limited to I think 104kW/3300rpm.
The genset recharge was a nice feature but boy would you be pissed when you saw how much fuel it used to recharge that battery. Among other things, The ICE used is just not efficient enough to have that feature and still pass emissions. In fact I'm pretty sure that up until the BL510 release, Fisker was getting fined by CARB for every vehicle it sold because it still didn't meet its emissions requirements.
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What's the deal with the coupler? Is that what mates the ICE to the generator? Is this part known to fail after a certain number of hours of use?
