Tech > Home Brew
Make a Zero run while charging
BrianTRice@gmail.com:
I should say for anyone reading that this almost assuredly would invalidate warranty repair coverage if the arrangement causes damage. Connecting power supplies in any way requires a professional mindset, research, and safeguards.
This might destroy the connecting lugs, or damage the generator or the controller, if implemented without a real load-sharing plan in mind with maybe an extra controller to manage the generator.
Doctorbass:
I am now considering that idea too as i'm planning a long trip to the north of Quebec where there is lake and forest for multiple hundred miles without any house, grid or any presense. The longest part of my trip is about 400km right to the north and as it is not a paved road, but it is just rough gravel i expect to do about 200km max si i will ned a second powersource than battery.
Connecting a generator is the only way unless i make the TERRY mod with expensive additional battery witch i dont have now.
A 4kw generator and running at a power of 8kW should double my range and do the 400km.
Did anyone succeded to run the SCv2 output without being connected to the brown connector on the Zero?.. Because it is obvious that charging while riding require to not have the Zero to detect the presense of the charger, so it must be connected to the controler and require the scv2 to be trigerred anyway.
Doc
Doug S:
--- Quote from: Doctorbass on January 30, 2018, 01:22:29 AM ---Did anyone succeded to run the SCv2 output without being connected to the brown connector on the Zero?.. Because it is obvious that charging while riding require to not have the Zero to detect the presense of the charger, so it must be connected to the controler and require the scv2 to be trigerred anyway.
--- End quote ---
Hey Doc, I guess I'm not seeing the problem. If the bike is keyed on, the contactor is by definition closed, so you should be able to charge through the Anderson connector, period. I don't think the SCv2 requires any handshaking or anything to fire up, and I can't see why you couldn't just run current into the battery (via the Anderson connector, direct connection to the motor controller, or however) while the bike is running. I don't think the bike has any way to know (or would care) that there's current coming in from off the bike. You would just be reducing the current draw from the battery to move the bike, or (with a more powerful generator/charger or lower consumption) even actually charging while riding.
What the SoC firmware will display under those circumstances is anybody's guess. It doesn't work right under ideal conditions, it certainly isn't going to work under oddball conditions like that.
BrianTRice@gmail.com:
SCv2 can easily be connected to the controller terminals, and it is best to do so, because it will minimize the amount of current flowing through the cables.
The motor, when supplied with power from any other power source, will draw less current from the battery.
SoC calculations would then depend on where current is sensed. If it were just one battery, it'd be defined by that battery's BMS. With a Power Tank, maybe it's less clear, but I would hope the current sensors are relative to the battery and not to the controller or motor.
I think the only problem is to run the generator so that it could operate in a stable way despite a variable load or a shifting load (mostly the load is the motor, until there's regen and then it's the battery, and then it'd have to transition to idle without lurching). Or, basically what I said above.
MrDude_1:
--- Quote from: BrianTRice on February 05, 2018, 10:06:20 AM ---SCv2 can easily be connected to the controller terminals, and it is best to do so, because it will minimize the amount of current flowing through the cables.
The motor, when supplied with power from any other power source, will draw less current from the battery.
SoC calculations would then depend on where current is sensed. If it were just one battery, it'd be defined by that battery's BMS. With a Power Tank, maybe it's less clear, but I would hope the current sensors are relative to the battery and not to the controller or motor.
I think the only problem is to run the generator so that it could operate in a stable way despite a variable load or a shifting load (mostly the load is the motor, until there's regen and then it's the battery, and then it'd have to transition to idle without lurching). Or, basically what I said above.
--- End quote ---
I know I am tardy to this party, but the load on the generator will not shift as much as you think. The generator creates AC, that is rectified down to DC and fed to the DC-DC converter, in this case a supercharger brick.
The supercharger is just trying to maintain the full voltage, or the full current. Its likely the bike is not fully charged, so the full output current is the limiting factor. when you're on the throttle, the voltage may dip, but the power draw from the DC-DC input stays the same. the generator load doesnt change. Its always pulling the same 3.x kw... the load might even go down under throttle, if you really nailed it, because if the battery voltage sags enough with constant DC-DC output current, the power drops. so the load on the generator is lower under load... However the load change on the generator is all voltage dependent. and we know the voltage of the zero doesnt change that much under normal riding conditions.
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