[Powered By DC]

Originally Posted by Coulomb

However, the continuous motor current at 76 A seems to be a typo. It's the same as the continuous current for the 40 kW motor, so perhaps someone along the chain did a copy and paste and forgot to update that number. The peak current for the 40 kW motor (also the same as the 80 kW motor) is possibly also a typo.

Can you clarify please, Dave?

Yeah, it was a typo. The continuous motor current is 105 A

I have corrected it now thanks for pointing that out

Dave Kois
Current EV Tech, LLC
http://www.currentevtech.com
253-988-5020
Skype dkoisii

[Bowser330]

Originally Posted by Coulomb

I believe it develops around 80 kW with 288 VDC input and 250 A RMS per phase to the motor.

With 288 VDC input, let's say we lose 12 V of that at the output (losing some 6V per IGBT including cable losses etc). I'm also assuming that these motors run (at least approximately) sine waves, so the 288 - 12 V peak is reduced by a factor of 1.414 with neutral wobble when translated to RMS AC, so that's (288 -12) /1.414 = 195 VRMS from the controller.

The motor current limit is 250 A, but there are three phases, and as with any three phase system, you split either the voltage (wye) or current (delta) by the square root of three; either way you end up with power equals line voltage times line current times the square root of 3 electrical power into the motor:

195 * 250 * 1.732 = 84.4 kW electrical.

The motor claims a handy efficiency of 95%, so that's 84.4 * 0.95 = 80.2 kW mechanical.

If as Dave says there is a current limit of 330 A for a second or two, that would translate to 330/250 * 80 = 106 kW briefly. Nice!

With higher input voltage, say 350 VDC to stay under the 400 VDC maximum and using a lithium pack (so peak to nominal is 3.6:3.2 instead of lead's 15:12) that very brief peak would presumably go to over 120 kW.

Also, power dissipated in the motor is perhaps a third of a similar power brushed DC system (assuming a brushed DC efficiency of 85%). And of course regen, contactorless electrical reversing, and so on.

Exactly what I wanted to know and hear, thank you kindly.

[Jan]

Originally Posted by Powered By DC

Yeah, it was a typo. The continuous motor current is 105 A

I have corrected it now thanks for pointing that out

Dave Kois
Current EV Tech, LLC
http://www.currentevtech.com
253-988-5020
Skype dkoisii

Dave, do you have more info of the inverter?

[CroDriver]

Has anyone tried to contact Remy? Do they sell smaller quantities? (say 10 motors)

Price?

[JRP3]

I don't know but I bet they would. They are willing to deal with a small volume bike build:
http://www.evworld.com/news.cfm?newsid=23863
and small volume conversions:
http://www.evworld.com/news.cfm?newsid=23809

[umurali2000]

Very useful discussion.... thanks for the comments

[efan]

did you guys see this thread
http://www.diyelectriccar.com/forums...ad.php?t=50583
one lucky member picked up what seems to be a remy motor

[Automcdonough]

Yeah, it's looking more and more like this is the motor I found. It ain't exactly plug-n-play though.

Originally Posted by Powered By DC

DP and RMS have been working with Remy and are developing a motor and controller solution that should be available late this year.

Here is are a couple pics of the motor ( you can also see the controller in the first pic. It is the same RMS controller I am currently offering just tuned for the Remy motor)


Attachment 7736

Attachment 7737
...

I could problably really use that CASE.
Well if you are familiar with that other thread then you know I will be modifying a powerglide to deal with this motor. Well that is the current plan.. It should be here by friday.. I'll be sure to update you guys on if anything happens to fit together or not.

[Mesuge]

This GM-Daimler-BMW hybrid is basically a rehash of Toyota's HSD drivetrain to avoid licensing fees as much as possible, also aiming for their specific "heavier" fleets etc. As mentioned before, both emotors have different windings, each emotor is being controlled from a separate inverter, there are esentially two units inside one box (hybrid powercontrol box), again similar to Toyota's approach. In terms of theoretically reusing this package for EV conversion, this is a nightmare in manhours for a single individual speaking about achieving the full potential (~160kW), years.. I'd guess that AMP placed large order so the necessary engineering for reusing some of these OEM parts for BEV application could happen, most likely in different package in terms of housing, differential and (twin-)inverter box. It's probably better to go (wait) with "matched package" from Remy, Tritium, Dave, .. , Curtis or similar P&S on the lower power end (mosfet based)..

Speaking about inverters only, Etischer's clever approach separately boosting up IGBT power of small-affordable industrial vfd looked promising and seems to work fine, but if I'm not mistaken he abandoned the innitial plan to commercialize it, and it has not been fully diy documented for others either, if you brake down the cost/+diy-time, it's not that much cheaper than (soon) available solutions. The problem is that because of the ~same powermodules there is prolly no significant price difference between say ~65-150kW inverters, they end up around $6k at the minimum anyway. The only answer apart from few opensource projects underway (expensive hw still) is massproduction in at least 100k unit series and that's still years away for the diy segment, catch 22, but slowly getting there..

If budget is the primary boundary (and still HV AC maniacal), you ought to downsize in power and donor size/weight, upto say 45kW (peak) industrial VFD conversion (unmodded) is inexpensive, but you will likely sacrifice even not so desirable econobox donor into 2seater, therefore producing not that much appealing citycar conversion in the end - in comparison to low voltage DC based projects, usually ready for highway trip segments.

[OSU_EcoCAR]

I think I can shed a significant amount of light on the GM Tahoe electric motor and inverter. I have worked for GM as well as used this in a development vehicle. So here is the explanation...

Yes the Remy HVH250 is rated for 60 kW continuous (at 320V DC into the inverter) and yes the Remy HVH250 is rated for 150 kW roughly (at 650V DC into the inverter). So GM's inverter is not a significant bottleneck (it might be a small amount), but rather the battery voltage of the system. Using the HVH250 on a 650V battery would get much higher continuous output from the system, but then the inverter would require components and space in a much larger package to use high voltage capacitors, IGBTs, and more room between the busbars to prevent arcing.

Good Luck with any attempts to use this motor. It is an excellent motor, but tricky to cool and lubricate. Hope this allows some wisdom into the conversation rather than picking on an OEM that actually released a product of considerable complexity and very good results.