Miles wrote:Hi David,
Looks like the ixi uses components from the C-Drive system....
So, now we have a choice of 60t, 80t and 100t pulleys....
CNCAddict wrote:Miles...I thought I would be the first to use that setup...aargh
Miles wrote:CNCAddict wrote:I thought you were going to make an adapter for the disc brake mount?
CNCAddict wrote:Miles wrote:CNCAddict wrote:I thought you were going to make an adapter for the disc brake mount?
My personal EV won't have any pedals. Just the belt going to the right side...I just want to make the setup pretty standard so I can use any top quality freewheel hub since I expect they won't last long with the huge amount of torque going to it. I've ordered most of the motor parts...and will begin carving up metal next week Still tweaking the stator and magnets....and I'm afraid this thing is gonna have HUGE cogging torque on the order of 1Nm. Prolly gonna make it a lowsy low speed EV motor. Everything I do to decrease cogging also screws up the motor performance. We'll see if that turns into a big problem, but I suspect it will be ok.
CNCAddict wrote:P.S. Castle is still having problems with the SHV250 so now the ETA is a big question mark once again. I'm seriously thinking of starting an open brushless design group to get this going. OSMC has never really warmed up to the brushless idea, and there is a giant hole in the market for a reliable, tweakable controller that is adaptable to a range of voltages and currents. I'm developing some nice motors...but they won't be worth much without getting some serious current and voltage to them
've just found this forum and would like to introduce myself in my first post.
I work for a company in Exeter, UK called Green Energy Technologies Ltd
We are just getting into the electric vehicle market with some brand new technologies. Our first product is a high efficiency Power/Motor Controller that we call Split-Pi. It converts up and down, so you can have 0 to 2 times battery voltage supplied to your motor and it is bidirectional allowing current to flow from battery to motor to accellerate your vehicle or from motor to battery for regenerative braking. It also has a nominal efficiency of 95% and peak efficiency of 99% at full load. The output voltage is PURE DC, not PWM like most other controllers. PWM controllers also loose power in motor heating, but with pure DC, motor heating is dramatically reduced. Quick specs are 0-60V +-25A (1.5kW)
We have found many applications for this particular product, I wanted to know what you all thought of it for electric vehicle applications and stir up some interest. We were currently thinking of small bike scale for this particular product. We have higher power (10kW) products in development for large bike and small car scale EVs and are also planning to produce a complete electric/full-series hybrid drive train solution using some new and novel technologies
The prices you see (Â£695) are for our current model of Split-Pi which is over engineered for a bike controller, we are making a smaller, lighter and cheaper version specifically for the bike market around the Â£250 price. I know this is still much more expensive than controllers currently on the market, but it has several key features that make it better than other things out there:
* Up and Down voltage conversion.
You could have a 36V battery pack and Split-Pi will supply 0 to 60V to the motor.
When it is down converting, Split-Pi will supply 0-36V to the motor and more current for torque
When it is up converting, Split-Pi will supply 36V-60V to the motor for extra speed
The output can be controlled smoothly from 0 - 60V
* Bidirectional for regenerative braking
Split-Pi allows the motor to recharge the batteries when braking
It will continue regenerative braking until the motor comes to a complete stop
* 95-99% Efficiency even under regenerative braking
* Pure DC output (not chopped up PWM with varying time-space ration)
keeps motors cooler and results in higher efficiencies overall
Split-Pi currently works directly with brushed DC motors, an additional commutator is required for Brushless DC multiphase motors.
Split-Pi completely replaces the PWM controllers you use at the moment. It supplies a variable DC output that can be digitally controlled using a 2wire communication protocol or it can be controlled with a variable voltage input, i.e. from a twist grip on a bike handle bar
We envisage this product occupying the high spec end of the bike market where people spend over Â£1000 ($1500) on a bike, the sort of people that like to have the very best in new technology.
recumpence wrote:It is hard to describe and hard to draw to show. Basically, the drive unit will consist of mechanical tubing holding the jackshaft bearings and those tubes will be held together with double clamps that look like front fork tripple clamps. The entire unit will be very adjustable and configurable for various layouts.
I am really excited to post pics of it. I will try as hard as I can to get a prototype machined ASAP.
I want to use this with a Nexus 3-speed rear hub, which has ratios of about 1.33:1, 1:1 and .75:1, so I figure I need another reduction of around 6:1 in order to get the speeds and torque I'm looking to get. What I'm thinking is putting your new widget in "series" with the existing pedal drive, using two oneways/freewheels, with two sprockets, on your output jackshaft, one that drives the rear hub, and a second one that connects to the front chainring. That way I can still use the pedal drive, with the 3-speed hub, just like stock setup.
recumpence wrote:Hey Gary,
Yes, for your application, you will need a chain drive as a belt would not take the torque in that situation. I can set you up with a 6 to 1 .25 pitch chain drive. I would need your motor in hand to do the machining needed to mate it with the mount plate.
Also, what is the output shaft diameter (maybe 6mm)?
Oh, the guys on RC Groups are looking for you. The keep mentioning it "Where is GGoodrum?"
I think myself and Askman are about the only ones who know what is going on.
GGoodrum wrote:Mitch, I will have to think about the whole freewheel/oneway issue. I'm having a hard time picturing what you are describing
1. I get that we need a one-way/freewheel for the one that is driven by the pedal. This would eliminate having to have one in the crankset, like the Cyclone setup uses.
2. I also see that it would need to be locked to the second sproket that drives the rear hub.
3. I think then all we need is one more freewheel/oneway, somewhere in the reduction box that Matt is doing, right? Is that what you meant by the jackshaft input?
4. I guess another way to look at it is that you have a direct sprocket (i.e. -- no freewheel/oneway...) that drives the chain to the rear hub (which has a freewheel already...) and then there are freewheel/oneways for both the motor sprocket and for the pedal sprocket.
5. How this all comes together is what I don't yet understand. I'm not completely up on what is readily available. I know that the rear-type freewheels seem to have big diameters, so some sort of adapter would be needed to make it work for a "jackshaft". but I know that SDP-SI has lots of one-way options that might work just as well. Marrying these up with sprockets is where I get lost.
fechter wrote:You should look for one that has the shaft coming out of the mount side. If you use a belt or chain, there will be a lot of radial load and you don't want the sprocket to be too far away from the bearings.
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