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Old Today, 11:32 AM   #301
Swedbrick
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What about stacking them, given the 2 sided flange, with a few at 13hp each.
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Old Today, 11:42 AM   #302
culberro
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Before jumping into a Curtis controller, I will caution you that they cannot be used with just any e-motor. They've made it so you have to send in your particular EM and have their controller setup to it.
Downside, it's expensive if you are using a motor that has not been used with a Curtis controller.
Upside, it takes about 5min of setup to get a EM moving with their controllers.

You can also buy the controller direct, as well as the Motenergy motors, this will save you ~$500-800 usually.

Some of the legacy AC curtis controllers can run a PMAC or AC motor without sending the EM to the factory, but they're just not as efficient. This is what Thunderstruck does with their 16kW brushless kit, which is still a really good kit to be used as supplied!

If you want something more megasquirt-y, I'd recommend a Vedder or Sevcon as they are fully user configurable with respect to the motor type and physics.
Something like a 250 or 300A controller should be more than adequate for the DIY'er doing a hydrid system: https://trampaboards.com/vesc--c-1434.html
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Old Today, 11:51 AM   #303
culberro
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The GM Sierra e-assist setup looks pretty sweet, and it has a battery pack that's not gigantic.

http://elmoto.net/showthread.php?t=2676

https://www.wheels.ca/news/gmc-intro...-with-eassist/
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Old Today, 12:18 PM   #304
cwdodson88
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Quote:
Originally Posted by culberro View Post
The GM Sierra e-assist setup looks pretty sweet, and it has a battery pack that's not gigantic.

http://elmoto.net/showthread.php?t=2676

https://www.wheels.ca/news/gmc-intro...-with-eassist/
Now I'm curious to see what we are selling the BW hvh146 for. Basic construction of these GM e-assist, and we have firmware for PM/RM series inverters. I already know that they'll run 350v.
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Old Today, 02:38 PM   #305
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Can you tune a hybrid setup if the gas engine uses a traditional cable actuated throttle body? Seems like it would be pretty difficult since the airflow isn't electronically adjustable, and the power contribution from the electric motor will vary greatly.

[In other words, is step 0 of a hybrid conversion to convert the gas engine to DBW throttle, with a fancy DBW-capable aftermarket ECU?]
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Old Today, 02:54 PM   #306
dalek
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I think that would mean electrical motor is the engine's support staff. Ex: you mash the pedal you know where throttle is and that the engine will take some time to get to open wide mode. So you can tell the motor to fill the gaps in the engine's curve and reaction time
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Old Today, 03:00 PM   #307
cwdodson88
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Quote:
Originally Posted by bobxyz View Post
Can you tune a hybrid setup if the gas engine uses a traditional cable actuated throttle body? Seems like it would be pretty difficult since the airflow isn't electronically adjustable, and the power contribution from the electric motor will vary greatly.

[In other words, is step 0 of a hybrid conversion to convert the gas engine to DBW throttle, with a fancy DBW-capable aftermarket ECU?]
I wouldnt even go there if you have stand alone running on the IC. Megasquirt2 and up will broadcast engine state over the CAN bus. So taking an arduino, and feeding in your engines current state from the MS (well, select messages like current VE table location, accel TPSdot or MAPdot active/inactive and %enrich, etc) and having arduino convert that into commands to the inverter. Then you have tabled commands based off the engines whereabouts. So engine speed 3000rpm@220kpa tells controller I need you to give me 300nm of tq. Or tip in override, 300nm+%based off of accel enrich.

Go one step further and have an arduino sending command adjustments based of pack state of charge. Having it make adjustments to regen, and tq values based off the were the pack is. Kinda like youd do with CLT/AIT correction.

The difficult part would be tuning.
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