| Cycle Analyst 3.01 - Settings Summary | |
| CAV3 ONLINE | |
|
|||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
| Tire Size | Circumf (mm) | Tire Size | Circumf (mm) | Tire Size | Circumf (mm) |
|---|---|---|---|---|---|
| 16 x 1.50 | 1185 | 24 x 2.125 | 1965 | 26 x 2.25 | 2115 |
| 16 x 1-3/8 | 1282 | 26 x 1-1/8 | 1970 | 26 x 2.35 | 2131 |
| 20 x 1.75 | 1515 | 26 x 1-3/8 | 2068 | 700c x 23 | 2097 |
| 20 x 1-3/8 | 1615 | 26 x1-1/2 | 2100 | 700c x 28 | 2136 |
| 24 x 1-1/4 | 1905 | 26 x 1.5 | 1995 | 700c x 32 | 2155 |
| 24 x 1.75 | 1890 | 26 x 1.75 | 2035 | 700c x 38 | 2180 |
| 24 x 2.00 | 1925 | 26 x 2.0 | 2075 | 700c x 2.0 | 2273 |
[ Spd->#Poles ]
The number of pulses on the Spd pad that is
considered one full wheel revolution. Direct drive hub motors use a
a CA-DP device, and the pole count is the number of magnet pole pairs in the hub
(usually between 8 to 26). For an external speed sensor used with gear motors or drives
with a freewheel clutch in the drivetrain that use a CA-DPS device,
the pole count is the number of magnets on the wheel (usually 1). Adding extra
wheel magnets gives better low speed control.
The table below gives values for common DD motors. The number of
poles can be determined by positioning the valve stem next to a stay
and rotating the wheel slowly one complete revolution. The pole count is number of times the
arrow next to 'P' on the SETUP SPDOMETER screen flips
DOWN then UP when starting with the arrow UP.
| Motor Family | # Poles |
|---|---|
| Crystalyte 400, Wilderness Energy | 8 |
| Crystalyte 5300, 5400 | 12 |
| TDCM IGH | 16 |
| Crysatlyte NSM, SAW | 20 |
| Crystalyte H series, Crown, Nine Continent, MXUS, and other 205mm DD motors |
23 |
| Magic Pie 3 and other 273mm DD Motors | 26 |
[ Spd->TotDist ]
Lifetime vehicle
odometer.
Battery settings must be correct for the State Of Charge (SOC) icon on the main display screen to accurately reflect the battery charge level. This information is configured in terms of the battery chemistry and number of series cells rather than a nominal voltage. For instance, a 36V lithium battery is 10 series cells of Li-ion chemistry, while a 36V lead acid is 18 series cells of SLA chemistry.
[ Batt->Batteries? ]
Chooser to select one battery (A) or two batteries (A & B)
Batt A only: Only one battery pack setup
Batts A&B: Allows selection of either of two battery packs. Battery statistics are maintained separately for each.
[ Batt->A or B ]
Chooser to select the battery pack presently installed (A or B).
[ Batt->Chemistry ]*
Chooser to select the cell chemistry of the present battery pack:
Li-ion: Lithium Ion, which includes various chemistries such as Li Manganese, Li Cobalt, etc. These are the most common 18650 style cell rechargeable lithium chemistries. They have a somewhat steady drop from 4.2V down to 3.6V, and then a more rapid fall off to 3.0V.
LiPo: Lithium Polymer, a standard ebike grade cell used in many lightweight lower-end lithium ebike battery packs. This has an almost linear voltage drop from 4.2V to 3.0 V / cell.
RCLiP: high 'C' discharge rate Lithium Polymer batteries used in R/C vehicles and similar. These chemistries have less voltage drop during discharge, going flat at about 3.5V rather than the 3.0V of most ebike LiPo.
LiFe: Lithium Iron Phosphate, the heaviest lithium chemistry, full charge is 3.6V / cell, but then sits almost completely flat at 3.3V / cell until the very end of discharge.
SLA: Sealed Lead Acid, the properties are more or less the same for other types of lead acid pack. Full charge at about 2.25V/cell and going totally flat around 1.9V.
NiMH: Nickel Metal Hydride, once a very common rechargeable battery, now largely displaced by lithium. NiCad packs can also use this option as the voltage discharge profiles are nearly identical.
[ Batt->String# ]*
The number of cells connected in series to make the battery pack.
For LiMn and LiPo, 36V is 10S, 48V is 13S. For LiFe, 36V is 12S, while
48V can be either 15S or 16S. For SLA, each 12V lead acid brick is made
up of 6 cells, so multiply the number of 12V packs by 6 to get the
total cell count.
[ Batt->Capacity ]*
Capacity of the battery pack in amp-hours. This setting is used to
improve the accuracy of the battery fuel gauge display while drawing
current. For lithium and nickel chemistries, the nominal advertised Ah
is generally correct. With SLA, you should take the Peukert effect into
account, and scale the rated Ah down by 30-35%. For instance, a 12Ah
SLA has a useful capacity closer to 8Ah.
[ Batt->Vlt Cutoff ]*
Low voltage rollback. When the CA detects the battery voltage
falling below VltCutoff,
it will gradually scale back the power draw to prevent the voltage from
dropping lower.
[ Batt->LoVGain ]
The feedback gain setting for the low voltage rollback. A higher
number results in the
power scaling back more abruptly when voltage falls below the
VltCutoff.
[ Batt->A:TotCyc ]
Total lifetime charge
cycles on the (A) battery pack. This is actually the number of Trip
Resets and so assumes that the CA was reset after each full recharge.
[ Batt->A:TotAhrs ]
Total lifetime Amp-hours pulled from the battery pack.
These settings refer to the operator throttle plugged into the black 3-pin connector of the Cycle Analyst. They determine how the throttle input signal is scaled over a min to max voltage range to obtain a 0-100% throttle interpretation over the entire operator throttle rotation. The default values (min 1.0V, max 4.0V) are broadly suitable for hall effect throttles, though you can tweak them to vary the deadbands at either end or to accommodate potentiometer and other throttle types.
[ ThrI->Cntrl Mode ]*
Chooser determining
how the user throttle affects controller operation
Pass-Thru: User throttle is linearly remapped from the input throttle range to the output throttle range, throttle rate limiting is applied if necessary, and resulting voltage is passed on to the output. Essentially, what goes in, goes out.
Current (A): User throttle controls the battery current, from zero up to the value in MaxCurrent. When using this mode, MaxCurrent should typically be set equal to or lower than the controller current limit, otherwise only part of the controller current will be available.
Speed (kph): User throttle directly controls the speed of the bike, from 0 to the value in MaxSpeed. This is not a recommended throttle mode for most scenarios as small twitches in the throttle can result in large pulses of power as the bike attempts to track this.
Power (W): User throttle controls the power to the motor controller, from 0 to the value in MaxPower. When using this mode MaxPower should not be set much higher than the smaller of battery voltage times the controller current limit or battery voltage times the battery continuous discharge rating.
Off (0V): This mode ignores the input throttle and sets the output throttle signal low. The output can then only go high if you have one of the PAS modes enabled and are pedaling. You can achieve the same thing by simply unplugging the operator throttle, but this option can be useful if you want swap between different presets with and without throttle modes.
Off (WOT): This mode
ignores the input throttle and sets the output throttle signal to
MaxThrottle unless one of the limits is
exceeded. This mode is included for legacy support when using a V3 CA
on a controller designed for V2 CA-DP connector. The V2 connectors
differ electrically from the newer V3 CA versions and expect a separate
throttle feeding the controller where the CA is diode connected to only
pull that signal down so the CA can only limit throttle voltage, not
apply it.
IMPORTANT:
Do not select this mode if the CA V3 output is
connected to a CA3 compatible controller
since the CA will immediately apply full throttle on power up causing
the bike to run away.
[ ThrI->Min Input ]
Voltage threshold for
the lower bound of the input throttle (ZERO throttle). The throttle
is considered OFF when the input throttle signal is less than this
setting. The threshold should be set at least 0.2V higher than the
actual input throttle voltage when the throttle is fully closed. If
it is set too close to the actual minimum voltage signal and PAS is
enabled, then electrical noise can cause the CA to briefly assume
that the throttle is slightly open which will disable the PAS output
and result in a momentary drop in power.
To determine this setting, zero the throttle, examine the voltage shown on the 'SETUP THROT IN' screen, and add 0.2V.
[ ThrI->Max Input ]
Voltage threshold for
the upper bound of the input throttle (FULL throttle). The throttle
is considered at FULL when the input throttle signal is greater than
this setting. The threshold should be set 0.2V lower than the actual
input throttle voltage when the throttle is fully opened.
To determine this setting, open the throttle fully, examine the voltage shown on the 'SETUP THROT IN' screen, and subtract 0.2V.
[ ThrI->Fault Volt ]
Sets the throttle
input voltage fault detection threshold. If the throttle signal
input is higher than FaultThrsh,
the CA will assume there is a
fault and will immediately reduce the output throttle signal to
MinOut. This type of input fault is
typical pf a break or disconnection of the throttle ground wire while
the 5V and Signal are still attached. This setting should be no less
than 0.1V higher than
FullThresh;
a setting midway between 5V and FullThresh
is a workable value. The default is 4.35V.
[ ThrI->Auto Cruis ]*
Chooser to select the
time in seconds the throttle must be held stationary to activate
autocruise. At that point, the throttle slider on the main screen
will begin flashing to signal that the throttle can be released and
the present throttle level will be automatically maintained. Autocruise
mode is released and normal throttle operation restored
when ebrakes or throttle are applied.
Off: Auto Cruise Mode is Disabled
2 Sec: Auto Cruise will latch after 2 seconds
3 Sec: Auto Cruise will latch after 3 seconds
4 Sec: Auto Cruise will latch after 4 seconds
5 Sec: Auto Cruise will latch after 5 seconds
6 Sec: Auto Cruise will latch after 6 seconds
8 Sec: Auto Cruise will latch after 8 seconds
[ ThrI->Cruise Hld ]
Sets the throttle
voltage range for auto cruise to consider the throttle 'stationary'.
Small numbers are more sensitive and can make engaging autocruise
difficult. Excessively large values reduce motion sensitivity can
cause unwanted autocruise engagement.
The Cycle Analyst sends the Throttle OUT signal (ThO) to the motor controller via the CA-DP connector. It can be set up as either a variable voltage signal for ebike controllers or as a digital 1-2mS pulse for RC controllers. The min to max output range should be adjusted to correspond to the throttle input range of the controller to ensure the controller is driven to max at full operator throttle and is completely OFF when the operator throttle is closed. You can also use the extensive ramping options to achieve smooth power engagement and remove the aggressive edge from powerful motor systems.
[ ThrO->Outpt Mode ]
Selects between a
steady analog voltage output on the CA Throttle Output line or a
1-2ms RC servo style pulse output.
[ ThrO->Min Out ]
This is the voltage or
pulse width sent to the controller for ZERO rider throttle. For many
RC speed controllers, this setting is 0.9-1.0 ms.
Set throttle to PassThru mode, this setting to 0V, and ThrO->MaxOut to 4.99V. Examine the OUT field on the Diagnostic screen (one left of the Main Screen) as the rider throttle is increased slowly. This setting should be the voltage at which the motor just begins to move/hum minus 0.2V.
[ ThrO-> Max Out ]
This is the voltage or
pulse width sent to the controller for FULL rider throttle.
Set throttle to PassThru mode, Thro->MinOut to 0V, and this setting to 4.99V. Examine the OUT field on the Diagnostic screen (one left of the Main Screen) as the rider throttle is increased slowly. This setting should be the voltage at which the motor reaches full speed plus 0.2V. For most ebike controllers the throttle that results in full power is somewhere between 3.5 to 3.9V
NOTE: Many controllers have an overvoltage throttle fault similar to ThrI->FaultThrsh. If you exceed this voltage the controller will remove motor power and may need to be power-cycled to restore operation.
[ ThrO->Brake Out ]
The CA Throttle OUT voltage when ebrakes are applied.
This value must be less than
ThrO->MinOut [Default = 0]. Some controllers
recognize values between 0V and ThrO->MinOut
as a command to apply regen braking. For Grin controllers, regen
braking increases from minimum to maximum in the range 0.8V - 0.0V
respectively. Setting BrakeOut
in this range selects the desired regen brake level when ebrakes are
applied. This is the minimum regen level if PropRegen
is enabled.
[ ThrO->Up Rate ]*
Determines the maximum
rate at which the throttle output can ramp upwards. This can be
used to smooth out harsh kick on powerful systems. A lower value in
V/sec will result in a longer time for the throttle to ramp up and
resulting in a more gentle application of power. Values of 0.5 to 2
V/sec are recommended.
[ ThrO->Down Rate ]
Determines the maximum
rate at which the throttle output can ramp downwards. For safety
reasons you would generally leave this at a high value so that the
system can shut off promptly, but there can be times where a slower
disengagement of motor power is preferred. Values of 4 to 8 V/sec
are recommended. Ebrakes cut power immediately and are unaffected by
this setting.
[ ThrO->Fast Rate ]
Determines the maximum
rate at which the throttle output can ramp upwards from ZERO throttle
when controller current is less than FastThrsh.
When current reaches FastThrsh, the rate
becomes governed by UpRate
or PASRate.
This dual rate approach allows the Throttle output to quickly reach
a level that starts having a measurable effect on the motor before
then dropping to the normal Up or PAS rate limit. This eliminates
time lag for a ramped throttle output to catch up with the bike when
you apply the throttle and are already moving. Values of 4-8 V/sec
are recommended.
[ ThrO->Fast Thrsh ]
Determines the
threshold controller current at which the CA switches from
FastRate to UpRate
or PASRate
when starting from ZERO throttle. This setting should be quite low
for direct drive hub motors, typically 0.5 to 1A. However,
for gear motors or mid-drives, the setting should be a bit higher
than the no-load current required to accelerate the motor from
stopped, typically 2 to 4 Amps. A value of 0V disables
FastRate so only UpRate
or PASRate is applied.
The CA can be configured with a speed limit to cut motor power when the bike exceeds that limit. This speed limit is implemented as a PID controller and so there are three gain terms that may need to be tweaked to achieve the desired responsiveness when the bike hits the limit point. Surging or oscillation at the speed limit setpoint or power cutouts on hard acceleration (powerful bikes) are indications that speed gain adjustments are needed.
[ SLim->Max Speed ]*
Upper speed limit. The
CA rolls back throttle output voltage when speed exceeds this
setting.
[ SLim->Strt Speed ]*
The minimum starting
speed that must be reached before the CA will allow power
application. This is useful for RC drives or systems with sensorless
controllers that do not work well from a dead start. The rider must
pedal the bike up to StrtSpeed before power
is applied.
[ SLim->IntSGain ]
Integral (I) feedback
gain for the speed PID control loop. Lower values give smoother
control and less likelihood of hunting, but can increase the time it
takes for the speed limit to stabilize. This adjusts the correction
for accumulated 'past' speed error.
[ SLim->PSGain ]
Proportional (P)
feedback term for the speed PID control loop and displayed in terms
of Volts / (mph or kph). If set to 0.5V/kph, the throttle output
will immediately drop by 0.5V for each km/hr the bike exceeds the set
speed limit. This adjusts the correction for the 'present' speed
error.
[ SLim->DSGain ]
Differential (D)
feedback term for the speed PID control loop. This is used to dampen
speed oscillations by determining the ability of the CA to scale back
power in anticipation of breaching the speed limit due to
acceleration towards that limit. Values in the 100-300 range seem to
work well, but lower values are often required for vehicles capable
of hard acceleration. This adjusts the correction for 'future'
anticipated speed errors.
These settings configure power and current limits for the ebike. The Cycle Analyst cannot increase the natural limit of the system, so setting the CA current limit to 40A will have no effect if you have a 20A motor controller. However, you could use it to limit current to only 15A to avoid over-taxing a battery with a discharge rate lower than the controller 20A rating. Both the Amp and Watt limits have associated feedback gains that may need to be tweaked for a quick response without oscillation or surging.
[ PLim->Max Current ]*
Sets the CA current
limit in Amps. This value may be further scaled down or limited one
or more of the throttle, the Analog/Digital Aux inputs, temperature
limit or battery voltage cutoff limit. This is typically be set to
no more than the smaller of the controller current limit or the
continuous current rating of the battery. This setting determines
the 100% power setting for Current Throttle or Aux Input current
scaling.
[ PLim->AGain ]
Feedback gain for the
current control loop. This affects Current Throttle and Aux Input
current limiting. If this setting needs adjustment, increase it
until current limiting begins to be rough or oscillating and then
reduce the setting by about 30%.
[ PLim->Max Power ]*
Sets the CA power
limit in watts. It has very similar effect as a current limit, except
that it depends on both the instantaneous current and battery
voltage. This is typically set to no more than the battery voltage
times the smaller of the controller current limit or the continuous
current rating of the battery. This setting determines the 100%
power setting for Power Throttle or Aux Input power scaling. If
neither of those features are used and MaxCurrent
is set, this setting can be left at the maximum value which will also make
WGain adjustments unnecessary.
[ PLim->WGain ]
Feedback gain for the
power control loop. This affects Power Throttle, Aux Input power or
PAS limiting, and all PAS operation. If this setting needs
adjustment, increase it until power limiting begins to be rough or
oscillating and then reduce the setting by about 30%. If PAS is
used, WGain
may be further reduced to values between 10 to 20 to smooth PAS
getaways and general response.
These settings tell the Cycle Analyst characteristics common to both simple cadence wheels as well as torque sensors. The CA needs to know the number of pulses per crank revolution, the forward/reverse pedal sense, if there is a torque sensor, and how the ebike system responds to pedal action when a PAS device is installed
[ PAS->PAS Poles ]
Number of pulses generated in one full rotation of the pedal sensor.
This is equal to the number of magnets of simple magnetic
cadence wheels and typically varies from 5 to 16. This setting is populated
automatically when a known (torque) sensor type is selected.
[ PAS->Dir Plrty ]
Controls whether 5V on
the Dir pin is considered forward or reverse
pedaling. If the Dir pin
is not connected, then it should be set to 5V = Fwd. Trial and error
tests may be required to find the proper FWD or REV
setting if the device is quadrature encoded. This setting is
populated automatically when a known sensor type is selected.
[ PAS->Sensr Type ]
Both Basic and torque sensors generate a signal as poles pass the
sensor head. The signal may simply indicate rotation which requires only a
single wire, or may also indicate direction of rotation which requires
two wires (quadrature encoding).
This setting determines the number of input wires that carry cadence pulses so the CA can best use the available information. The type can be determined by examining the arrows next to the 'PD' on the SETUP PAS DEVICE preview screen as the crank is slowly turned, The number of wires is the same as the number of arrows that flip UP/DOWN.
1 Wire: Cadence pulses appear on the RPM input with fixed or no direction level signal on DIR input.
2 Wire: Quadrature encoded cadence pulses appear on both RPM and DIR inputs.
[ PAS->Strt Thrsh ]
Sets the threshold RPM
that the cranks must be turning for the CA to detect the rider is
'pedaling' and so activate motor assist in any PAS mode. If set to a
low RPM, assist will begin sooner when starting to pedal from a
standstill, but will also delay assist stopping if pedaling starts
then stops within a single revolution. PAS sensors with more poles
can give good performance with lower Strt Thrsh settings. 10
RPM is a good start point for a 12 pole device (like the TDCM or Grin
magnet ring PAS sensors) while 15 RPM is a better initial value for
an 8 pole sensor like the THUN.
[ PAS->Stop Thrsh ]
Sets the threshold RPM
that the cranks must be turning after one complete revolution for the
CA to determine that pedaling has 'stopped' and so cease motor
assist. If set to a higher RPM, assist will cut off more abruptly as
pedaling slows, while low RPM values can result in a noticeable cut
off delay. Sensible values are usually between 1-2x the Strt
Thrsh RPM.
Routine pedaling at RPMs between StrtThrsh and StopThrsh can cause power dropouts so the value spread should be minimized. Ideally this RPM region is transitioned only when starting and stopping.
[ PAS->PAS Mode ]*
Chooser to select the pedal assist type. Although simple cadence
wheels cannot provide torque mode, torque sensors can be configured
to provide only basic non-torque assist.
PAS Off: No assist is provided
of any kind. However, because a PAS device is installed, the
SLim->MxThrotSpd
setting has effect even in No Assist mode. This can be useful
for simple sensor wheels in locales where regulation imposes pedaling
requirements for power to be applied by throttle. [Default]
Auto PAS: When pedaling is detected with no applied throttle, the motor delivers assist equal to the baseline power configured by AsstStart plus the power based on cadence according to AsstFactor. Assist is discontinued if throttle is applied and resumes if throttle is subsequently zeroed.
Throt PAS: Pedaling must be detected for the throttle to have effect at any speed greater than SLim->MxThrotSpd. This mode does not apply pedal assist per se, it merely enables the operator throttle which may be useful to comply with certain pedelec regulatory requirements.
Torq PAS: When pedaling is detected with no applied throttle, the motor delivers power proportional to the human pedal power measured by the sensor and according to the AsstStart and AsstFactor settings. Assist is discontinued if throttle is applied and resumes if throttle is subsequently zeroed.
[ PAS->PAS Watts ]
This setting is applies only to AutoPAS mode and is otherwise hidden. It specifies
the fixed power applied when pedaling is detected. When used in conjunction
with an Aux In control, it sets the 100% power level before limiting is applied.
[ PAS->MxThrotSpd ]*
The maximum speed at
which the throttle will apply power without pedaling in any PAS mode.
This feature may support certain European pedalec legislation which
requires pedaling the bike for motor power, but which provides a
pedaling exemption below a certain speed (e.g. 6kph) in which case
use of a throttle without pedaling is permitted. Applies only if a
PAS device is installed.
If a torque sensor is installed, these settings configure how to scale the torque signal into meaningful units of Newton-meters and how assist should be applied when pedal action is detected.
[ Trq->Sensr Type ]
Chooser to select the
type of installed PAS sensor, either a basic cadence wheel or a
torque sensor.
Disabled: There is no torque device installed.
Thun BB: The sensor is a Thun Bottom Bracket. This known sensor type predefined settings for other elements of this category and hides the submenu items so they cannot be inadvertently altered.
Custom: The sensor is a custom device type requiring proper device-specific settings later in this category.
[ Trq->Trq Scale ]
Sets the scaling factor for converting torque sensor output voltage
to Newton meters.
For devices that sense torque on only one side of the crank, the
value should be doubled to simulate the net left and right pedal
torques. The value can be set either positive or negative and is
populated automatically and hidden when a Thun sensor is selected.
[ Trq->Torq Offst ]
The configured zero-torque offset voltage and the present live torque voltage are
displayed. The right button should be pressed with the pedals
unloaded (zero torque) which configures a new zero-torque voltage
from the present live torque voltage. This voltage is displayed when
the button is released. Note that magnetostrictive torque sensors
(like THUN and FAG) don't return to the same zero point very
well after high torque excursions. This option is present only for
torque sensor types.
[ Trq->Asst Factr ]
Sets the proportional assistance multiplier that is provided based on your
human power pedal input. For instance, a setting of 2.00 W/HW means the
electrical motor watts will be double the applied human watts.
[ Trq->Asst Start ]
>
Sets the threshold human
power before proportional torque assist begins to be applied. For
instance, if set to 100 watts then there will be no assist when
pedaling lightly but proportional assist will begin when rider effort
exceeds 100W. This value can be set negative, which has the effect of
providing motor assist simply by turning the cranks with almost no
effort; additional proportion power increases from this baseline with
additional effort.
[ Trq->Asst Avg ]
Determines the amount of pedal rotation (in terms of the number of
pulses) over which the torque signal is averaged. The pedal torque
pulsates heavily with each turn of the cranks so the signal must be
averaged to prevent corresponding pulses of motor torque. Higher
values yield smoother power assist at the cost of slower response to
changes in pedal effort. This should be a multiple full rotations
(e.g. 8, 16, or 24) for sensors like the THUN which only measure
torque on one side. This can be set in multiples of half pedal
rotations (e.g. 6, 12, 18) for the 12-pole TDCM sensor that senses
both left and right torque.
The CA can optionally monitor a temperature signal via the 2-pin plug and automatically scale back motor power as temperature crosses a threshold and heads towards the max temp setpoint. When temperature limiting is in effect a special icon appears on the main screen that shows the relative temperature in the ThrshTemp to MaxTemp range. Power is limited proportionately 0-100% over this range.
[ Temp->Sensor ]
Chooser to select the
type of installed temperature sensor.
Disabled: Voltage on the NTC pin is ignored. [Default]
10K Thrmstr: The input voltage is scaled into degrees Celsius assuming a 10K NTC thermistor with a beta constant of ~3900.
Linear Type: The input voltage is scaled linearly into a temperature reading based on a custom scale and offset assuming a PTC (positive temperature coefficient) device.
[ Temp->0degC Volts ]
The sensor voltage at zero degrees. Only present if Linear
Type is selected.
[ Temp->T Scale ]
The scaling factor in
units of Deg/V for converting the sensor voltage into degrees. Only
present if Linear Type is selected.
[ Temp->Thrsh Temp ]
The temperature at
which thermal CA current limiting begins to be applied (i.e. 0%
limiting).
[ Temp->Max Temp ]
The temperature at
which the thermal rollback will have brought the CA current
to 0 amps (i.e. 100% limiting). The current limit is scaled linearly
from MaxCurrent to zero amps as the temperature
increases from ThrshTemp to
MaxTemp.
The analog auxiliary input connects via the white 3-pin connector and allows you to use a variable voltage from a potentiometer or a switch/resistor assembly to vary one of the limit settings on the fly while riding.
[ Aux->Function ]
Chooser to select the
controlling affect of the control.
Off: The installed control is deactivated. [Default]
Presets: The control selects the current preset. This mode overrides/deactivates the console button 'hot swap' capability.
Limits: The Aux control applies a 0-100% scaling factor to the Limit configured by ;Scale Lim.
[ Aux->Scale Lim ]*
Chooser to select the setting to be scaled 0-100% by the
Aux Pot input when
Function is set to
'Limits'. Choices correspond to other 'Max' settings.
Amps Lim: The Aux control applies a scaling factor to the configured MaxCurrent. This both limits the maximum current the controller is allowed to apply and scales the rider throttle rotation-to-current effect if configured for 'Current Throttle'.
Speed Lim: The Aux control applies a scaling factor to the configured MaxSpeed. This both limits the maximum speed the controller is allowed to develop and scales the rider throttle rotation-to-speed effect if configured for 'Speed Throttle'.
Power Lim: The Aux control applies a scaling factor to the configured MaxPower. This both limits the maximum power the controller is allowed to apply and scales the rider throttle rotation-to-power effect if configured for 'Power Throttle'.
PAS Limit: The Aux control scales the final applied pedal assist level. For AutoPAS, the scaling affects the final assist power level. For TorqPAS, the scaling factor directly scales the configured Asst Factr which has the effect of scaling the total assist power applied.
[ Aux->Min Aux In ]
Specifies the voltage at which the Aux Pot input is
considered to be at MINIMUM 0% setting.
This setting can be tuned by examining the live input voltage shown
on the preview screen.
[ Aux->Max Aux In ]
Specifies the voltage at which the Aux Pot input is
considered to be at MAXIMUM 100% setting. This setting can be tuned by examining
the live input voltage shown on the preview screen.
These settings allow the CA to accurately measure current and voltage. Some are calibrated at the factory on a per-device basis, but the RShunt setting depends on the particular installation and must be set to exactly match the controller or external shunt being used. This is the only calibration setting that you would normally change; the remaining calibration settings should be left alone and can only be seen if "Preferences/Show Protected Settings" is active.
[ Cal->Range ]
Chooser to select the
shunt and current range. The Low range mode is appropriate for
ebikes while the High range mode is intended for motorcycles and
larger EVs. This affects the allowable shunt range and determines if
power is displayed as W or kW.
Lo (W): This mode is intended for systems with shunt sense resistors that are in the 1-9mOhm range. Current measurement resolution is 0.01A and power is shown in watts.
Hi (kW): The high range mode is intended for high current systems that have shunts which are in the 0.1-0.9 mOhm range. All power units are shown in kW instead of W and the current measurement resolution is 0.1A. In addition, all current and power feedback calculations are also affected by the chosen range mode, so that an AGain setting of 50 in low range mode would be equivalent to 500 in the high range.
[ Cal->RShunt ]
This setting
calibrates CA current measurement. The CA is only as accurate as the
calibration value for the current sense shunt resistor. Most
controllers with direct plug-in CA connectors have resistances in the
1.5-6 mOhm range and the Stand Alone CA shunts are 1.00 mOhm.
Specifications of high current shunts used in larger EV's are not
typically rated by shunt resistance but instead indicate the current
draw that causes a 50mV drop. For example, a 200A 50mV shunt has a
resistance of 50mV/200A = 0.25mOhm.
[ Cal->Zero-Amps ]
This setting
calibrates the CA zero current measurement. The live voltages for
the Lo and Hi shunt current amplifiers are displayed. Pressing the
right button sets the 'Zero Amps' offset from the present live
amperage measurement. After releasing the button the new Lo and Hi
voltage offsets are displayed. They should both be around 2.5V.
[ Cal->VScale ]
This setting
calibrates CA voltage measurement. The factory calibration is about
31V/V using the CA internal voltage divider. If an external divider
is employed, then VScale
must be adjusted to match the voltage scaling ratio.
[ Cal->Defaults ]
Chooser to save or
restore all settings from a protected non-editable region of memory.
Cancel: Skip operation. [Default]
Save: All EEPROM settings are copied to the protected region. Existing saved 'default' settings are overwritten.
Restore: All settings from the protected region are copied to EEPROM as the present editable CA settings. All existing settings EXCEPT lifetime statistics are overwritten.
Presets allow you to have two or three different collections of Cycle Analyst limit settings and change between them either with a double console button press or with an Aux Input device. Many settings are global and always in play and so are not controlled by presets.
[ PrSt->Crnt Prset ]
Selects which of the possible presets is currently active. This screen
is displayed only if either two or three mode presets are enabled.
[ PrSt->Preset Cnt ]
Chooser to select the
number of available presets.
Only 1: Only a single preset is available. The console preset 'Hot Swap' cannot change presets. [Default]
1&2 En: Allows selection of one of two distinct sets of CA limit, PAS, and throttle settings.
1,2&3: Allows selection of one of three distinct CA limit, PAS, and throttle settings.
[ PrSt->Preset Name ]*
Chooser to select one of several fixed names for each preset.
[ PrSt->Power On ]
Chooser to select the active preset when the CA is powered up.
Last Preset: The CA will boot up with the same preset that was active when it was powered down.
Preset #1: The CA will boot up with preset #1.
These settings provide customization of miscellaneous aspects of CA operation and display, from the averaging time for refreshing digits to hiding entire display screens.
[ Pref->Main Disp ]
Chooser to select
'Amps' or 'Watts' for display on the lower left of the Main Status
screen.
[ Pref->Averaging ]
Chooser to select the
time period for averaging consecutive measurements for smoother
display (e.g. voltage, power). Low values result in near
instantaneous screen readings but they may fluctuate too fast to be
clearly viewed. High values result in a very steady display that
slightly lags actual measurement changes. This setting only affects
data display; internal computations always use immediate
measurements.
[ Pref->Data Rate ]
Chooser to select
either 1Hz or 5Hz data output rate for data logging. The 5Hz rate
shows more interesting vehicle dynamics at the cost of large data
files.
[ Pref->Vshutdown ]
The threshold voltage
at which the display shuts down and the CA powers off to save data.
This setting should not be set lower than 10V or else data may not
save correctly. If it is set to a higher value, then the message
'Low V' will appear on the screen whenever voltages are
low. Do not confuse this 'data save' voltage with
VltCutoff for low voltage pack protection.
[ Pref->Stop Scrns ]
Chooser to select which of the 12 status display screens are accessible when the
vehicle is stopped. Each screen is listed in sequence with a brief
description and checkbox.
[ Pref->Movn Scrns ]
Chooser to select
which of the 12 status display screens are accessible when the
vehicle is moving. Each screen is listed in sequence with a brief
description and checkbox.
These are special settings that cannot be edited via CA Console Setup. You can set hard speed, current, and power limits which clamp the maximum values that a user can input with via the CA Console. You can also mask any setup menu items so that they do not display in Console Setup and cannot be altered using the CA itself.
[ OEM->Abs Max Amps ]
Max configurable speed limit. This setting determines the highest current
(Amps) value that can be configured. A user cannot use Console Setup to
raise any current setting above this value.
[ OEM->Abs Max Power ]
Max configurable speed limit. This setting determines the highest power
(Watts) value that can be configured. A user cannot use Console Setup to
raise any power setting above this value.
[ OEM->Abs Max Speed ]
Max configurable speed limit. This setting determines the highest speed
(mph/kph) value that can be configured. A user cannot use Console Setup to
raise any speed setting above this value.