[EVDL List]

For decades, the "app" was run by the nut behind the wheel
using fuzzy logic, often simply trying which gives the
desired result and repeating that behavior in similar
circumstances...


Cor van de Water
Chief Scientist
Proxim Wireless Corporation http://www.proxim.com
Email: xxx@xxx.xxx Private: http://www.cvandewater.com
Skype: cor_van_de_water XoIP: +31877841130
Tel: +1 408 383 7626 Tel: +91 (040)23117400 x203

-----Original Message-----
From: xxx@xxx.xxx.edu [mailto:xxx@xxx.xxx.edu] On
Behalf Of Martin WINLOW
Sent: Thursday, June 28, 2012 11:59 PM
To: Electric Vehicle Discussion List
Subject: Re: [EVDL] Clutchless on the Interstate


[quote] Lee Hart wrote:

> On 6/28/2012 11:30 AM, xxx@xxx.xxx wrote:
>> I'm trying to understand this. In order to maintain the same speed up

>> a hill, you shift up to reduce RPM and increase current draw? That
>> seems backwards.
>
> It may seem backwards, but it is correct.
>
> Since battery voltage is (roughly) constant, you get maximum
> horsepower at maximum battery current. This occurs at the point where
> the controller is 100% on but not in current limit. It will be at some

> particular motor RPM, which depends on the motor, pack voltage, and
> controller's current limit.
>
> So, to climb a hill at the fastest possible speed, shift to maximize
> battery current. This will be a downshift if motor RPM was too low, or

> an *upshift* if motor speed was too high.
>
> --
> Never doubt that the work of a small group of thoughtful, committed
> citizens can change the world. Indeed, it's the only thing that ever
> has! -- Margaret Mead
> --
> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart at
> earthlink.net
>
>

... which (to me) immediately begs the question 'Is there an app for
that?" or some easy way of modifying ones instrumentation to give the
driver a clue as to what s/he should do to maximise efficiency in such a
scenario - or are there too many variables?

Regards, Martin Winlow
Herts, UK
http://www.evalbum.com/2092
www.winlow.co.uk

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[EVDL List]

The HPEVS AC motors with Curtis AC controllers come with the Curtis
"Spyglass" gauge which reads out things like motor rpm and temperature,
controller temperature, battery voltage... It also has LEDs that light to
indicate Regenerative Braking, and poor, fair, and good motor efficiency
based on motor slip.

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[EVDL List]

[quote]Lee Hart wrote:
>> Since battery voltage is (roughly) constant, you get maximum
>> horsepower at maximum battery current. This occurs at the point
>> where the controller is 100% on but not in current limit. It will
>> be at some particular motor RPM, which depends on the motor, pack
>> voltage, and controller's current limit.
>>
>> So, to climb a hill at the fastest possible speed, shift to
>> maximize battery current. This will be a downshift if motor RPM was
>> too low, or an *upshift* if motor speed was too high.

Martin WINLOW wrote:
> ... which (to me) immediately begs the question 'Is there an app for
> that?" or some easy way of modifying ones instrumentation to give the
> driver a clue as to what s/he should do to maximise efficiency in
> such a scenario - or are there too many variables?

It's not that hard. If you want maximum horsepower, shift to get maximum
battery current.

If you want maximum efficiency, shift to get *minimum* battery current.

--
First they ignore you; then they mock you; then they fight you; then you
win.
-- Mahatma Gandhi
--
Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart at earthlink.net

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[EVDL List]

Made my daily morning drive up a one mile hill to the Hill Top Caf=E9 which=
is =

on top a hill. Long haul truck drivers were talking about how to roller =

coast the hills in what gear ratio and rpm. Again you pick the sweet spot =

of the motor where the maximum torque is at the maximum HP at a certain rpm.

As you going up hill accelerating to the sweet spot in a certain gear, some =

have to hold the accelerator at the same position to maintain the speed, =

while others can back off the accelerator a bit to maintain the same speed =

reducing fuel consumption using the correct overall gear ratios.

Ok, I will try that and see what happens. Knowing that my WarP 11 motor =

develops the maximum torque and HP at 1800 rpm which is about 26 mph. I =

accelerate up to the speed holding the motor at a constant 200 amps and =

battery amps at 75 amps going up hill. When the EV got up to about 25-26 =

mph or 1700-1800 rpm, I let up on the accelerator just a hair and the =

battery ampere drop about 15 amps or about 45 amps at the motor which still =

held the EV at the same speed.

Try the same thing on a level grade with the same results. Starting out in =

a overall gear ratio of 16:1 and as the speed increase to 25 mph at a =

constant 200 motor ampere. The TH-400 transmission varies its gear ratio =

from 16:1 at 1 rpm to 10:1 at 1800 rpm. At 1800 rpm or 25 mph, I could had =

held the accelerator at the same position which would take the motor out of =

the sweet spot display 200 motor amperes, but when I continue to back off t=
o =

get back into the sweet spot, the EV maintain the same speed, the motor =

ampere reduce to about 150 amperes.

Try it, and see if it works for you.

Roland




----- Original Message ----- =

From: "Lee Hart" <xxx@xxx.xxx>
To: "Electric Vehicle Discussion List" <xxx@xxx.xxx.edu>
Sent: Friday, June 29, 2012 11:10 AM
Subject: Re: [EVDL] Clutchless on the Interstate


[quote]> Lee Hart wrote:
> >> Since battery voltage is (roughly) constant, you get maximum
> >> horsepower at maximum battery current. This occurs at the point
> >> where the controller is 100% on but not in current limit. It will
> >> be at some particular motor RPM, which depends on the motor, pack
> >> voltage, and controller's current limit.
> >>
> >> So, to climb a hill at the fastest possible speed, shift to
> >> maximize battery current. This will be a downshift if motor RPM was
> >> too low, or an *upshift* if motor speed was too high.
>
> Martin WINLOW wrote:
> > ... which (to me) immediately begs the question 'Is there an app for
> > that?" or some easy way of modifying ones instrumentation to give the
> > driver a clue as to what s/he should do to maximise efficiency in
> > such a scenario - or are there too many variables?
>
> It's not that hard. If you want maximum horsepower, shift to get maximum
> battery current.
>
> If you want maximum efficiency, shift to get *minimum* battery current.
>
> -- =

> First they ignore you; then they mock you; then they fight you; then you
> win.
> -- Mahatma Gandhi
> --
> Lee A. Hart, 814 8th Ave N, Sartell MN 56377, leeahart at earthlink.net
>
> _______________________________________________
> | Moratorium on drag racing discussion is in effect.
> | Please take those discussions elsewhere. Thanks.
> |
> | REPLYING: address your message to xxx@xxx.xxx.edu only.
> | Multiple-address or CCed messages may be rejected.
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> =


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