Interesting. 665 Nm at 6000 RPM would be 417 kW (if I did the math right), so I assume that 6000 RPM is the maximum speed (likely with a couple hundred Nm of torque at that speed), and 665 Nm is the maximum torque (which it can probably maintain to a couple thousand RPM). Not very fast for a modern motor.Seen a few on eBay for sale. Name plate says 6000RPM 150kW 665Nm
I think the conclusion is "definitely not". It's not even an induction motor like a Tesla Model S or X motor.Is it the same or similar to the Tesla?
When I first read this I wondered if that meant two motors, or one as generator and one as motor (since this vehicle is a plug-in series hybrid); however...They used two and their system implements an on board generator.
They used two, one for each rear wheel; usually they are mounted in line across the rear of the car, but the Karma has an oddball arrangement with the motors longitudinal (in line down the centreline of the car), one ahead of the axle and one behind it. Given the maximum motor speed, each motor probably drives the axle through a single bevel (or hypoid) pinion and ring gear set. The Wikipedia article says the Karma isIf I had to guess I think it’s 20” dia and 9” wide.
anddriven by a pair of 120 kW (161 hp) electric motors
(These values don't match, so you can follow the source links and decide what to believe; the second set match the placard)The Karma's two 201 brake horsepower (204 PS) motors produce 1,300 newton metres (960 lbf⋅ft) of torque, giving the Karma a quoted horsepower of 403 HP.
It appears that Fisker got the powertrain from Quantum Fuel Systems Technologies, under the brand name "Q-Drive". The Quantum hardware apparently earned a poor reputation for quality. Quantum went bankrupt in 2016, was purchased and now operates as Quantum Fuel Systems, and the EV portion is called Quantum Zero Emissions; they don't offer aftermarket products, but feature a Karma on their website so perhaps they can provide some information.Which controller / inverters to use?
You could go for Paul Holmes inverter or try to get your hands on an Ampera/Volt/i3 inverter and put my control board in there.Which controller / inverters to use?
I have contacted Paul. Waiting on reply. I'll look into your 2nd suggestion as well.You could go for Paul Holmes inverter or try to get your hands on an Ampera/Volt/i3 inverter and put my control board in there.Which controller / inverters to use?
If you want to use an automotive engine and one of these motor to build a generator set you don't need the car's transmission. It can run up to at least 6,000 rpm and can handle all of a small engine's torque, so I don't see any reason to put anything but a suitable shaft coupling between the engine and the motor/generator.What would be involved in turning this motor into a generator instead? I may have to go that route to use it. Maybe get a cheap 4-cylinder car, remove the tire and disc rotor and slap this thing on the CV shaft to build a generator?
I'm just trying to get some use out of it since using for propulsion is not cost effective at this point.
Will try to look into this. Maybe it's of some use after all.Can you determine what is housed inside the little box on the back? Does it have an encoder, or resolver, or hall sensors that may be used for commutation?
Any 3-phase brushless DC PM motor controller could be used to drive that motor using the commutation sensor. It could also be driven using a sensorless closed loop controller such as found in many AC inverters for driving variable speed motors.
If you want to use it as a generator, you will need a 3-phase rectifier bridge (6 big diodes).
Can you hook up some sort of small motor or even a power drill to slowly turn the Fisker motor shaft, then put a voltmeter or scope across 2 of the motor leads and measure the back emf waveform or voltage. This will give you some info on sizing your generator, or for use as a motor with sensorless CLC.
