Jerry Can electric vehicle – Malaysian man develops prototype portable EV charger, adds 15 km of range
Range anxiety remains a major concern among motorists who are on the verge of adopting fully electric vehicles in their lives, and even for seasoned battery-electric vehicle users, on longer trips out of town in the city. electric vehicles for urban use where recharging facilities are rare take more anticipation.
In some cases, charging points are not available to feature in said plans, and this is where safeguard measures are needed. When a gasoline or diesel-powered vehicle has broken down or is about to run out of fuel without a refueling station nearby, a jerry can is usually the way to go.
Where most people have learned new skills and professions through different stages of our pandemic-driven lockdown, EV enthusiast Datuk Abdul Ghaffar Ramli has devised a form of flat-battery rescue for BEVs – the EV Jerry Can, starting work on this project in June this year, and fully self-funded.
First entering government service in 1979, Ghaffar joined the Tun Ismail Atomic Research Center (PUSPATI) as a research fellow. He was then appointed head of the nuclear technologies program in 1984. Ghaffar held the post of director of the defense science and technology center, then became director general of the Defense Scientific and Technological Research Institute (STRIDE) in 2002 , until his retirement in 2013.
Essentially a “really big power bank” for electric vehicles, the Jerry Can EV prototype was presented virtually to a community of EV enthusiasts during a video call. The unit comes in the form of a briefcase approximately the size of an air transport wheeled bag.
It is housed in a series of 32650 LFP (lithium-iron-phosphate) battery cells and a 500W external charger will recharge the EV jerrycan to full capacity (2.4 kWh) in about four to five hours, Ghaffar said. Connectivity to the electric vehicle is provided by the CEE 16 protocol, which then connects to a portable EVSE and a Type 1 or Type 2 connector, depending on the vehicle’s needs. Ghaffar’s Renault Zoe EV uses a type 2 connector.
Although the battery is rated at 2.4kWh, Ghaffar says he hasn’t been able to get the most out of the battery due to some failed cells. However, the first measurements indicate an AC to DC conversion at 82% efficiency, which should be around 2 kWh. With the Zoe’s energy consumption rate of 140 Wh per km, the 2 kWh provided by the Jerry Can should provide an additional 14 to 15 km of range.
Granted, 14 or 15 km isn’t a lot, and it’s really meant to get you to a bigger supply port. Going forward, Ghaffar is working on its second additional pack which will use 16 prism cell batteries, instead of the 128 cylindrical 32650 battery cells of the current unit, which weighs 35.4 kg.
The second battery pack will not have its own inverter and instead pairs with that of the existing battery pack. Ghaffar decided to cap the capacity of the second battery pack at 2.5kWh in the interest of saving weight at 28kg, instead of an earlier capacity target of 4 or 5kWh which would have weighed 37kg. .
This would theoretically give 4.9 kWh of total battery capacity and essentially double the extra range from 14-15km to around 30km with the second pack. However, this should not be consumed all at once, but sequentially – since the voltages in each pack may be different, the packs should be used one by one for safety reasons, explains Ghaffar.
With the development costs of this battery so far amounting to RM3500, will it eventually be released for sale as an end-user product? “I have no plans to market it, although I have spoken to some companies to see if they are interested,” said Ghaffar, who also plans to rent the packs or offer them to recovery companies. vehicles for emergency roadside recharging of electric vehicles. It would “cost less than towing them,” he said.