http://ebikes.ca/drainbrain.shtmlBy default, this unit is supplied in the High Range mode (resolution of 0.1 A instead of 0.01A, and display readings in kW instead of watts) and the shunt is set to 0.500 mOhm.
But my next questions: Will the polyfuses and long wire runs affect the CA readings at all?
Doc, you are also correct, I was thinking 100 watt-hours but typed ah. At 45mph, I have been expecting right in the the range TD specified, 350-500whpm over non-flat ground, but I am secretly hoping that lighter weight will get me to 250whpm. Other than downhill sections of my test route, the bus at 48v was not able to achieve speeds where drag was a serious factor. I am sure that given enough flat road I could run it through the gears and get to higher speeds, but it isn't very flat around here and too many stoplights will keep that from happening.
Assuming my CA readings are accurate, today I demonstrated that without serious drag, it only takes @100 watt hours to move the bus a mile, or 100whpm. When I add enough cells to achieve higher speeds, we can see how many more watts drag will consume - so if it is 350whpm@45mph, then I postulate that 250 whpm will be what it takes to overcome drag.
Jd, could you test that... "For the science!"
Doc, that is exactly what this build is about - testing it for the science, to see how LiFePO4 weight savings impact a large vehicle conversion (sorta the worst-case scenario vehicle). Sadly, what you see in the video today (speedometer on the left side) is all I can get out of it. Time to place my next order for Cells from Victoria at Headway and see what I can get from it. Trying to make up my mind on whether to go 90v as originally planned, or skip right 120v.
PS - yeah, I realized you can see parts of me in the clock. I strive to not post self-images on the internet, but figured it would be hard enough to see me that this one didn't matter. Besides, I had to get the data out!