mrbill
10 kW
I recently finished a short project to modify a Cyclone/Headline controller to accept a connection to the direct-plug version of the CycleAnalyst (CA-DPS).
The first thing I did was to replace the original shunt resistors with a 1 milliOhm current sense resistor and a 15 milliOhm power resistor connected in series.
http://bit.ly/5myMzI (1 milliOhm current sense resistor)
http://bit.ly/7Fi7Sd (15 milliOhm power resistor)
The 15 milliOhm resistor was heat-sinked against the case in a similar fashion to that of the original shunt resistors. The 1 milliOhm resistor was not heat-sinked.
This combination gives me a maximum current limit of about 50A, which is enough for me. I might have been able to use a 10 milliOhm in place of the 15 milliOhm for about a 70 Amp maximum current limit.
http://bit.ly/5lATuZ (10 milliOhm power resistor)
But, I felt this would have reduced the life of the controller and would have allowed the 10 milliOhm resistor to operate above its maximum power rating under extreme conditions.
When connecting the signals from the 6-pin JST connector from the CA-DPS, I connected V+ and GND to convenient spots on the Headline circuit board. The Shunt+ and Shunt- signals were connected to the current sense (outer) terminals on the 1 milliOhm resistor. The inner terminals are the power connections. The Speed signal is left floating (disconnected) since the CA-DPS gets its speed signal directly from the front wheel. Headline/Cyclone motors are typically used through the gears, so the Hall signals do not give the correct ground speed.
The Throttle Override signal is connected through a diode (cathode toward the CA-DPS) to the anode pad for an omitted D17 on the Headline controller board.
http://bit.ly/5TtBTR
One last thing I added was an XLR charging port--there was just enough room--so that I could monitor charging current with the CA-DPS. To do this I needed to wire the negative terminal of the XLR connector (pin 2) to Shunt+ so that charging current would flow backward to the battery through the controller's shunt.
http://bit.ly/5CJU2w
This controller started as a "36-volt" controller that could run off a supply voltage of 24 to 48 volts nominal. The throttle I'm using is the new Cyclone "multi-voltage" throttle that works correctly between 24 and 48 volts nominal.
I'm using a current limit of 32 Amps to prevent torque overload of the one-way clutch (FC-20) Cyclone uses in the mid-drive kits. In theory I could use a slightly higher current limit, about 38A, but since the CA-DPS allows some overshoot before pulling the throttle back, I allowed for a margin of safety. If in the future I decide to use different hardware that can handle more torque, I only need to reset the limit on the CA-DPS rather than to swap out the controller.
Other limits I've set are a low-voltage maintenance setting of 22 volts and a speed limit of 30 mph (48 km/h). The CA-DPS will throttle back when voltage sags below 22 volts in an attempt to squeeze as much energy out of a battery pack before it shuts off. I haven't yet had the opportunity to test this feature.
The speed limit is more to keep me from expending too much energy fighting wind resistance. Even though I've got a fairing and wraparound sock on this bike, aerodynamic efficiency goes down more quickly as speed exceeds 30 mph.
The following series of photos show the overall installation on the bike:
http://bit.ly/7R5hNk
Thanks to Justin Lemire-Elmore of Renaissance Bicycles for patiently answering my many questions about the CA-DPS.
The first thing I did was to replace the original shunt resistors with a 1 milliOhm current sense resistor and a 15 milliOhm power resistor connected in series.
http://bit.ly/5myMzI (1 milliOhm current sense resistor)
http://bit.ly/7Fi7Sd (15 milliOhm power resistor)
The 15 milliOhm resistor was heat-sinked against the case in a similar fashion to that of the original shunt resistors. The 1 milliOhm resistor was not heat-sinked.
This combination gives me a maximum current limit of about 50A, which is enough for me. I might have been able to use a 10 milliOhm in place of the 15 milliOhm for about a 70 Amp maximum current limit.
http://bit.ly/5lATuZ (10 milliOhm power resistor)
But, I felt this would have reduced the life of the controller and would have allowed the 10 milliOhm resistor to operate above its maximum power rating under extreme conditions.
When connecting the signals from the 6-pin JST connector from the CA-DPS, I connected V+ and GND to convenient spots on the Headline circuit board. The Shunt+ and Shunt- signals were connected to the current sense (outer) terminals on the 1 milliOhm resistor. The inner terminals are the power connections. The Speed signal is left floating (disconnected) since the CA-DPS gets its speed signal directly from the front wheel. Headline/Cyclone motors are typically used through the gears, so the Hall signals do not give the correct ground speed.
The Throttle Override signal is connected through a diode (cathode toward the CA-DPS) to the anode pad for an omitted D17 on the Headline controller board.
http://bit.ly/5TtBTR
One last thing I added was an XLR charging port--there was just enough room--so that I could monitor charging current with the CA-DPS. To do this I needed to wire the negative terminal of the XLR connector (pin 2) to Shunt+ so that charging current would flow backward to the battery through the controller's shunt.
http://bit.ly/5CJU2w
This controller started as a "36-volt" controller that could run off a supply voltage of 24 to 48 volts nominal. The throttle I'm using is the new Cyclone "multi-voltage" throttle that works correctly between 24 and 48 volts nominal.
I'm using a current limit of 32 Amps to prevent torque overload of the one-way clutch (FC-20) Cyclone uses in the mid-drive kits. In theory I could use a slightly higher current limit, about 38A, but since the CA-DPS allows some overshoot before pulling the throttle back, I allowed for a margin of safety. If in the future I decide to use different hardware that can handle more torque, I only need to reset the limit on the CA-DPS rather than to swap out the controller.
Other limits I've set are a low-voltage maintenance setting of 22 volts and a speed limit of 30 mph (48 km/h). The CA-DPS will throttle back when voltage sags below 22 volts in an attempt to squeeze as much energy out of a battery pack before it shuts off. I haven't yet had the opportunity to test this feature.
The speed limit is more to keep me from expending too much energy fighting wind resistance. Even though I've got a fairing and wraparound sock on this bike, aerodynamic efficiency goes down more quickly as speed exceeds 30 mph.
The following series of photos show the overall installation on the bike:
http://bit.ly/7R5hNk
Thanks to Justin Lemire-Elmore of Renaissance Bicycles for patiently answering my many questions about the CA-DPS.
