Sorry for the lack of updates life has been a little busy.
However that said the Engineer comes over tomorrow to see if he can sign off on all my work. Once done the bike is then registrable.
Ok so I finally got my ass into gear and got to the Dyno. I did the runs with a several different settings and over 10 full runs on the dyno.
Green run is my battery pack 100% motor current and 50% battery current, so basically my standard setup – 11.3kw
Blue is another small A123 pack in parallel with my pack (to stop voltage sage) 100% motor current and 70% battery current - 12.2 kw and cuts out with “internal error”
Red is with both packs 100% motor current and 50% battery current – 13.99 kw (18.7 hp)
Ok a lot of things have been going on, however I am very close to getting the engineer over for the final time.
Things I have completed in the last three weeks.
- Box with all high voltage contactors and relays filled and mounted
- gauge cluster fully working with state of charge, speedo and ammeter
- Volt meter mounted and working
- Polycarbonate sheets over the outer edge of the battery pack
- Kill switch wired into the main contactor
I only have a few things to complete
- mounting plate for BMS, high volt fuses and DC/DC convter
- charge wires mounted
- radiators mounted
- motor number engraved into motor
The bike will then be ready for the engineer.
I have also weighed the bike and it is 71kg front wheel and 60kg rear. Note this is without the tank shell and stuff above. The original bike was 71kg front and 59kg rear DRY. That is with no fuel and oil. Total weight of the fuel alone is close to 8kg. So I should be almost the same weight as the original bike with all fluids.
As you could see in the last post the bike is basically complete, functionally and cosmetically. However the performance was not what I really wanted or expected.
Well I have been working with Kelly Controllers and my friend Mark and we think we have cracked it. Kelly supplied us with a test KHB Controller with new firmware for low inductance and high pole count motors. The controller has a peak motor amps of 700 compared to 500 for the previous and with the new design the continuous is 350 compared to 250. This is theoretically 24Nm of extra torque continuous and 48Nm extra peak that is a LOT.
After spending a lot of time over the week changing settings confirm we had it all right, rigging up some new meters we took it for a few very short test rides.
This bike now HAULS A**.
All the work completed this week to get the bike ready for the Canberra International EV Festival.
I have about two weeks to get the bike ready for the Canberra EV festival on the 1st December.
Man do I have a lot of work to do.
I have also setup the mounting for the controller. This will go under the tank along with the BMS, DC/DC converter and low amp high voltage fuses.
Here is a shot of the controller in the mounting bracket.