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General Discussions / Re: Regen braking on vec200
« Last post by R2pittman on Yesterday at 01:57:56 AM »
One more question, I tried to raise three max current above 60a but three program would not let me.  Voltage is set to 60v.  Not sure what to do?
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Electric Motorcycle Conversion / Re: Special bike (old trial) converted but weak
« Last post by Bikemad on January 30, 2025, 01:00:00 AM »
What should I get to make it able to ride uphill on steep climbs?

With the original 16:42 primary belt reduction and 12:64 secondary chain reduction it should give a combined overall gear reduction ratio of 14:1 (or 15.27:1 with a 11T sprocket).
This is even lower geared than the Electro-Motion trials bike which only has an overall reduction of ~12.9:1 and that bike also uses the same 5kW motor.

Therefore, I still maintain that a 72V battery and BMS that can deliver 110 Amps continuously and 180 Amps peak should be all that you require to be able to ride uphill on steep climbs.

According to my calculations, if your motor is able to draw 110 Amps from the controller using a suitable battery, it should produce ~18Nm of torque @ 3,500rpm.
When this torque is multiplied by your 14:1 gear ratio (12T front sprocket) the resultant 252Nm of wheel torque should theoretically be sufficient to propel your 60kg bike and 80kg rider up a 35° incline (70% gradient) at a maximum speed of ~17.58mph (28.29km/h);)

If the same torque were multiplied by a 15.27:1 gear ratio (11T front sprocket) the resultant 274.86Nm of wheel torque should theoretically be sufficient to propel your 60kg bike and 80kg rider up a 40° incline (84% gradient) at a maximum speed of ~16.1mph (25.91km/h).

Alan
 
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General Discussions / Re: Regen braking on vec200
« Last post by R2pittman on January 30, 2025, 12:08:25 AM »
Great idea, I can handle the relay.  Thank you so much
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General Discussions / Re: Regen braking on vec200
« Last post by Bikemad on January 29, 2025, 11:14:57 PM »
The problem Is that the motor ground is seperate from the brake circuit ground.  We run a 48v setup for the motor and a sperate 12v battery for the lights on the car. 

To wire the Regen do I feed the +12v wire to the vec200 and the negative to the black brake wire?

Hi Ronnie,
Combining the ground connection for both the controller and the 12V system would be the obvious thing to do if you were using the +12V wire to activate the regenerative braking function on the VEC200 controller using the vehicle's 12V brake light feed.

Also I just checked and my vec200 did not have the yellow/white wire for the 12v brake line.  Is it supposed to?

The yellow&white +12V wire is shown as "optional" on the wiring diagram, so it looks like it might only have been fitted if it was requested as an optional extra when purchasing the controller.  :-\

If your controller's wiring does not have the required wire for the +12V regen operation, and you are not able to easily fit one yourself, you could alternatively use a standard 12V relay with the relay coil wires connected in parallel with the car's 12V brake lights, and simply connect the "N/O" and "Common" relay contacts (Typically pins 87 & 30) to the Blue&White +5V Brake wire and Black Ground wire.

This would automatically engage the regenerative braking when the brake lights were activated.

Alan
 
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Electric Motorcycle Conversion / Re: Special bike (old trial) converted but weak
« Last post by Triad on January 29, 2025, 10:22:08 PM »
Well, due to the weight of the bike (I think 60kg or so) and the weight of the rider (approx 80kg) and the specs of the motor (should be 5kw 48v) what should I get to make it able to ride uphill on steep climbs?
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Electric Motorcycle Conversion / Re: Special bike (old trial) converted but weak
« Last post by Bikemad on January 29, 2025, 10:18:06 PM »
Anyway, given the informations, what battery pack should I get to make it work well as it is? If I replace the battery I'll also have to replace the Vector controller?

As I previously said:
To produce the maximum power from your motor/controller setup you would need a battery and BMS that can ideally deliver 110 Amps continuously and 180 Amps peak.
Unfortunately, the limited space on your bike means that you will probably need a custom made battery using high current cells that would fit into the existing battery space.

You should only have to change the controller if you are wanting to supply more than 120 Amps to the motor for longer periods of time. The 48V VEC300 controller is rated for 120 Amps of battery current, which equates to 5,760 Watts of power @ 48V.

Alan

 
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General Discussions / Re: Regen braking on vec200
« Last post by R2pittman on January 28, 2025, 05:39:45 PM »
Also I just checked and my vec200 did not have the yellow/white wire for the 12v brake line.  Is it supposed to?
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General Discussions / Regen braking on vec200
« Last post by R2pittman on January 28, 2025, 04:42:48 AM »
I have a quick question on writing the Regen brake setup on a solar car my students are building.  The problem Is that the motor ground is sperate from the brake circuit ground.  We run a 48v setup for the motor and a sperate 12v battery for the lights on the car. 

To wire the Regen do I feed the +12v wire to the vec200 and the negative to the black brake wire?

Thanks for any help.
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Electric Motorcycle Conversion / Re: Special bike (old trial) converted but weak
« Last post by Triad on January 24, 2025, 03:56:02 PM »
Hello again! I finally had the bike final transmission converted to chain. Unfortunately I couldn't go smaller than 11-12 teeth on the front and bigger than 64t on the rear... but the bike is still pretty weak from a dead stop. Replacing the front pulley on the primary wouldn't be bad at all, but finding the right length belt isn't easy.
Anyway, given the informations, what battery pack should I get to make it work well as it is? If I replace the battery I'll also have to replace the Vector controller?
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Hi Robert andto the forum.

This voltage puts me right between the 48 and 72 v motors. I assume that I am better off going with the 48v model and carefully watching my current draw and temperatures rather than undervolting the 72v motor and needing an even greater transmission ratio.
I also think that the 48V motor would be preferable over the 72V motor, and I would suggest that a 48V controller should be used in preference to a 72V controller.

I assume I will want the "EZkontrol 72 Volt Universal BLDC Motor Controller" since it is set up for liquid cooling. However, is it programmable enough so that I can set the low voltage cutoff to a lower value for my 55.5v pack?
I suspect that the EZ-A48400 (or EZ-A48500) controller might be a more suitable choice than the VEC200 as the 48V EZkontrollers have a maximum voltage rating of 72V, which is well above your 63V maximum battery voltage.
Unfortunately, I have no direct experience with the EZ range of controllers, so I don't know what the stated "Hundreds of programmable control parameters" actually relate to.

Finally, if I want to control the ESC remotely, is it as simple as using a 5v digital to analog converter?
I've never tried using a digital to analog converter to provide a throttle signal feed for a controller so I don't know for sure if it would work correctly, or how the controller might react if the digital to analog converter malfunctioned while the controller was powered up.

Alan
 
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