openinverter forum

rstevens81 wrote: ↑Mon Jan 08, 2024 10:15 pm We are deffo getting a 1+1=5 with the voltages here...
The reason for the boost inverter is basically so the motor doesn't do field weakening, particularly the generator.
Based on the numbers so far you boost to 600v and you still have to field weakening to get it to 14k rpm top speed of the cars.
What I find strange is that if we feeding 1/2 of the voltage e.g. 650v/2=325v then we would expect that maximum rpm to be halved say 7+k rpm.
If it is indeed that the motors need 600v and field weakening then that could work to our advantage ... That would mean that motors are wound for torque and needs lots of voltage to get the revs through field weakening and boost, therefore welding the gears together might actually work.

But it basically going to come down to hard data with a matched inverter and drive unit to see what the feck is going on.

SciroccoEV wrote: ↑Sun Jan 21, 2024 10:53 pm Field weakening is used to REDUCE the back EMF of the motor, reducing it's effectiveness as a generator.

As motor rpm increases, it's output as a generator increases, so you would need to apply ever more voltage to keep it in the constant torque range. You can generate a bit more than battery voltage (with 3rd harmonic, overmodulation, six step etc.), but eventually, you just haven't got enough voltage overhead to 'push' current through the motor.

The uncontrolled regen that used to happen with the FOC system was due to a loss of field weakening at high rpm, so that the motor voltage rose significantly above battery voltage.

Woodfie wrote: ↑Mon Jan 29, 2024 12:13 am Re Jacobmess CVT suggestion. FOR an additional motor input , I.e . 3 motors and 3 inverters, if 3rd motor is electric not an IC input.

The CVT control of Lexus gs300h L210 to mitigate the higher speed of MG1 out of field weakening would seem like a Plan.
Have considered locking the 3.3 reduction on Mg2, with obvious torque reduction, but if MG1 and Power split combined with input shaft rotation, Electric or other, the 2.6 ratio of MG1 complimation and output driveshaft could be programmed for its max torque at low speed, (sprague clutch to stop reverse direction of input or your additional motor on the input, drawing amps to provide no rotation,so not a power draw???)and control the max MG1 speed to a non detrimental figure of maybe 6500rpm or similar.

BTW, now Have the I 3 REX now spinning on a Leaf gen2 inverter, if that would help.
I wonder of that unit would be helpful for your CVT plan.

This has become a L210 topic, so have repeated it here, from MGR topic.

Aragorn wrote: ↑Mon Jan 29, 2024 3:29 pm MG1's job in the CVT is to absorb power, ie act as a generator.

Aragorn wrote: ↑Mon Jan 29, 2024 3:29 pm Theres still a fundamental misunderstanding here with this CVT talk... You cannot have MG1 contributing to traction torque AND be using the CVT at the same time.

MG1's job in the CVT is to absorb power, ie act as a generator.

Woodfie wrote: ↑Mon Jan 29, 2024 8:35 pm Quote

I'd like to keep mg2 at 3.33 as it

Quote

At this plus a diff ratio is around 4.3, I think the speed will be limited to town driving, unless you have 650v for the inverter ..

Jacobsmess wrote: ↑Mon Jan 29, 2024 4:42 pm AND to vary the output shaft speed in relation to the ICE as I understand it, unless that is the Weber video on the Subaru CVT is incorrect. Otherwise the ICE would be on a fixed gear/direct drive and be pretty useless in most applications.

Aragorn wrote: ↑Tue Jan 30, 2024 8:41 am Correct, but it can only do that by running in generator mode, essentially acting as a brake on the planet ring.

andybpowell wrote: ↑Mon Jan 22, 2024 9:25 am L210 Transmission project.

on a positive note I've been getting on with the wiring so may have something to contribute soon if the weather holds

ToxaKartoxa wrote: ↑Fri Feb 16, 2024 7:15 pm Hi all! I bought a Toyota Crown inverter, an L210 gearbox and a Toyota Harrier gear reducer. To begin with, I connected a Toyota Harrier gear reducer to the inverter at home in order to debug the control of the inverter using its native interface. In addition to the parameters and variables specified in the ZombieVerter sources, I found the modes of free run-out of the rotor, short-circuit on the rotor, amperage of motor phases, rotor position, limitation of maximum revolutions. I can’t find any way to set the resolver correction angle. Is it really necessary to adjust the sensor on the engine manually? Who knows whether the resolver angle parameters are hardwired from the factory into the inverter itself, or when the car’s ignition is turned on, the ECU itself sends these parameters to it?
If you incorrectly adjust the resolver angle, then in addition to loss of torque and asymmetrical forward/backward operation of the motor, you can also burn out the inverter.