Paul, It seems you have difficulty grasping some concepts presented here, you would do well by studying them further before commenting. Maybe you just read too casually or fast that you missed what was being explained to you.
You have the right to not believe what anyone says. Wise people listen to wise advise is all I want to offer. Cor. -----Original Message----- From: EV [mailto:ev-boun...@lists.evdl.org] On Behalf Of paul dove via EV Sent: Thursday, September 14, 2017 11:10 AM To: Roger Stockton; Electric Vehicle Discussion List Cc: paul dove Subject: Re: [EVDL] Slow due to 96V pack? There is no voltage adjustment on input voltage in any motor controller I ever used. The PWM only controls the output voltage by switching it on and off. The duty cycle then sets the average voltage the motor sees. It may have a low voltage cutoff circuit but that just shuts down the output in the event the battery falls below 72volts.... thus the controller would not be working if the voltage was 96-72 = 24volts. And yes hooking batteries straight up you would have no control over the current but I still don't believe lead acid would put out 1200 amps. From: Roger Stockton <rstock...@delta-q.com> To: Electric Vehicle Discussion List <email@example.com> Cc: paul dove <dov...@bellsouth.net> Sent: Thursday, September 14, 2017 12:19 PM Subject: RE: [EVDL] Slow due to 96V pack? paul dove wrote: > That made no sense to me but a DC motor controller takes the input > voltage to power mosfets or igbts which switch the power on and off > with a pwm signal to get the desired output to drive a motor. It has > no knowledge of the battery impedance. The controller does not have, or need, knowledge the battery impedance; this is simply Ohms Law at work. The controller PWMs the power from the battery, and the duty cycle of the PWM can be varied to limit whatever parameter the controller logic cares about at any given time: input voltage, input current, output voltage, or output current. Since the battery has a finite, non-zero internal impedance, its terminal voltage will sag as current is drawn from it. If the motor controller enforces a minimum input (battery) voltage (as does the controller in question), then its logic will vary/limit the PWM duty cycle to prevent the voltage at the input of the controller from falling below the target level. Since the controller logic will limit/vary the input current to prevent the input voltage from falling below the threshold, then the maximum voltage difference across the battery internal resistance is the open circuit battery voltage minus the minimum input voltage limit of the controller: 96V - 72V = 24V, in this example. The controller does not know what the internal impedance of the battery is, but Ohms Law still applies to limit the maximum current from the battery to *whatever* value results in 24V drop across the internal resistance: 24V / 0.08 ohms = 300A in this example. *IF* the sophisticated controller were replaced with a simple contactor controller, then if the contactor controller allowed the entire 96V battery to be connected directly to a stalled motor (~0 ohms), the voltage drop across the battery internal resistance would ~approach~ 96V - 0V = 96V, and the peak current into the motor would approach 96V / 0.08 ohms = 1200A. Hope this helps, Roger. -------------- next part -------------- An HTML attachment was scrubbed... URL: <http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20170914/9002cb7f/attachment.html> _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA) _______________________________________________ UNSUBSCRIBE: http://www.evdl.org/help/index.html#usub http://lists.evdl.org/listinfo.cgi/ev-evdl.org Read EVAngel's EV News at http://evdl.org/evln/ Please discuss EV drag racing at NEDRA (http://groups.yahoo.com/group/NEDRA)