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Cycle Analyst V3.0 Unofficial User Guide

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1. OU u JILLA Black Gnd E O Ae Tx G NTC 6 1ieeu Por o White S 5 O Yellow BEC Green ThO lt CA DPS Wiring to Supply 5v to RC ESC without BEC Note The older V2 DP cable and speedometer pickup are essentially identical to those of the V3 and have the same cable color coding The V2 shunt is a perfectly acceptable external shunt for V3 operation and the four wires of the V2 shunt have the same color coding as the V3 DP cable molded shunt combination This allows reuse of existing V2 wiring if desired The new V3 molded shunt module has a breakout cable to make throttle wiring a bit easier but this can be achieved by other means After this step the CA will have power and shunt connections but the throttle will require additional attention 5 Hook up Throttle Important See Appendix D Tips and Tricks if using a resistive Magura throttle If using an RC ESC the throttle was already connected in the previous section Skip to Step 6 Customize Speedometer Installation Optional Otherwise there are two choices relocate the operator throttle connections to the CA or use the legacy Throttle Override mode with the throttle connected to the controller Legacy mode is an easy first attempt just to get the CA running without wiring changes if you are replacing a V2 with a V3 but it precludes access to new V3 throttle related features 1 EITHER New v3 Operation CA Provides Throttle Preferred T
2. 1 Locate 5K pull up resistor R17 and remove it the SMD PCB pads are identified in the illustration below 2 Add a 470 ohm resistor from the LM35 output lead to Gnd This is best done as close to the LM35 as possible inside the motor is best but at a connector just outside the motor is suitable as a second choice 3 Configure Temp gt Sensor LinearType Temp gt ODeg 0 00 Volts and Temp gt TScale 100 0 Deg V Cycle Analyst 3 Serial Thermi F i Throw Ebr ak T 4 Divid i i La Or his Tor TET re p EBr i F ebikes ca Hotell ohe ler FOCCIe ak SPgue Dare Vie E HE Ta amp G NTC G ex amp Tep S CP 5 Remove 5K Pullup Resistor RiT ig g de O41 PUL jan Seuue bApg is8sig m HIH C7 Operation in Wet or Cold Conditions Grin Tech CA v2 23 User Manual The Cycle Analyst enclosure contains a clear sealed window to protect the circuit board and LCD from water exposure There is no problem using the meter in light rain However in cases of prolonged exposure to wet conditions it is possible for moisture to enter the box though the back cover which is not sealed This can cause the window to fog up in cold conditions and render the display difficult to read Should this occur simply remove the back cover so that the moisture can escape and let the unit dry thoroughly indoors When it is reassembled you may consider using a sealant around the lip and screw holes to render the box fully waterproof Th
3. 3 7 Test Throttle and Limit Settings Your CA is now ready for a test ride where one or more of the limit parameters may affect the throttle output voltage 1 Verify Throttle Adjustments e Verify that at zero throttle there is no pronounced dead zone and no motor creep Otherwise revisit the ThrI gt MinInput and ThrO gt MinOutput adjustments above e Verify that at WOT there is no pronounced dead zone and that the bike delivers maximum power Otherwise revisit the ThrI gt MaxInput and ThrO gt MaxOutput adjustments above 2 Verify Limit Configuration If the throttle is correctly adjusted and the bike still fails to achieve full power then some Limiting Parameter may be unexpectedly coming into play Use the Limit Flag display on the Diagnostic Screen to identify any limits in effect see table below Upper case flag characters indicate which Limiting Parameter is presently moderating throttle output and so may require adjustment Gain Parameters are discussed in the next section In legacy mode limiting is in effect whenever Throttle OUT plus a diode drop is a lower voltage than that of the operator throttle If the bike does not achieve full power the value of ThrO gt MaxOutput may be set too low causing limiting to accidentally be in effect in spite of Limit Flag indications Temporarily adjust ThrO gt MaxOutput 4 99 If this remedies the problem then take throttle voltage measurements to more accurately determine the
4. 3 2 Status Screens There are eleven Status screens which display information grouped by function Some information e g speed Amps is displayed on more than one screen to give the operator a more comprehensive view without changing screens 3 Instantaneous Pedal Assist Summary 1 Main Display 2 Instantaneous Power Summary 5 Trip Pedal Assist Statistics T Trip Voltage Amperage Statistics 8 Trip Time Speed St 10 Battery Statistics 11 Diagnostic Screen Most screens are self explanatory but some deserve a bit of clarification 1 In PAS screens 3 and 5 above HW refers to generated Human Watts measured by the CA 2 Rbatt on the Battery screen 10 above refers to the calculated battery resistance which will normally vary with temperature 2013 03 14 1200 B22 6 39 Unofficial CA V3 User Guide The Diagnostic Screen contains a character string of Limit Flags A Throttle IN capital letter indicates that the limit is asserted and may be moderating power to some degree More than one limit flag may be in play at once When the throttle is configured for one of the closed loop throttle modes the associated limit flag will appear asserted almost continuously even at standstill since in these Limit Flags Vbatt Amps Speed modes the throttle operates by limiting Throttle OUT to some Diagnostic Screen with Current Limit fraction of a particular limit parameter e g MaxCurrent 10
5. CntriMode to use the same limiting Live Vpot Li type to obtain automatic throttle scaling Throttle scaling causes Aux Pot with 3 position Switch the throttle maximum to be limited by the Vpot value instead of and Current Throttle the configured limiting parameter maximum These matching settings are shown above in the Throttle Mode Summary table _ o bole Percentage AUX For example if 100 7 50 PLim gt MaxCurrent 50A ao PLin t hlax Current 50A Aux POT 700 45 Aux gt ScaleLim AmpsLim an Th re gt Cniriklode Cu rent ssl AQ ThrI gt CntriMode Current 70 Avux gt S caleLim CurLim 35 Vpot min max is Ov 5v and F Vpot 1 0v 20 of 5v then 60 30 ya nee 50 o5 E the controller will be limited to pe Aux POT 70 20 20 of 50A or 10A 20 5 30 13 0 The sample plots to the left show 20 i Aux POT 20 10 the controller current limit vs 10 5 0 100 throttle rotation for three 0 0 different Aux POT limit settings 0 10 20 30 40 50 60 70 80 90 100 ene ee Percentage Throttle case WOT is scaled to the existing Aux POT limit and the throttle Throttle Scaling Same Throttle and Aux POT Limit Type effect is linear ZERO to WOT In contrast the plot to the right shows an example where throttle and Aux POT 400 have differing limit parameters 90 7 im gt MaxCurrent 50A Aux POT 100 e g current and power In this case O ng H Thrl gt CntriMode Current there is no th
6. RShunt as determined above 3 Scale up the default values of PLim gt AGain and PLim gt WGain by 10x or set to 999 if the scaled value is 1000 or greater e g for v3B22 revise AGain WGain 999 500 Important The value of Cal gt Range is not preserved when flashing and is instead reset to Lo If you are using the Hi setting and flash always reset Cal gt Range Hi as the first configuration item immediately after flash This will ensure that other preserved calibration values are properly interpreted and that entry fields are correctly displayed 2 Verify Zero Current Calibration With ZERO throttle the CA should show a current reading in the neighborhood of 0 5A due to the controller idle current If you have large readings the shunt voltage offset may need correction Enter Setup and navigate to the Calibration section select Cal gt ZeroAmps and press hold the right button This will re calibrate the present current as 0 0 Amps If you have an external shunt or other custom wiring such that the CA obtains power independently of the controller then zero calibration is best done with the controller main power or ignition wire disconnected This gives a true zero current reading so that the CA will log a small battery drain due to the idle current when the controller is ON but at zero throttle 3 5 Set Up Baseline Configuration Only a few parameters are required for basic operation enter Setup and configure only the
7. Throttle IN are intrinsically non linear and so will compromise the effectiveness z of these throttle modes Better quality hall throttles with a long linear magnet or resistive throttles like a Magura will yield the best Throttle OUT results m ied d 4 Limit Flag Behavior It is normal when using any closed loop Limit Flags Vbatt Amps Speed throttle mode for the corresponding Limit Flag on the Diagnostic Current Throttle A Limit Flag Screen to show almost continuous limiting even at standstill Similarly in the case of Speed Throttle the main screen kph mph units will flash almost continuously This occurs because these modes are implemented using the normal limiting logic except that internally the logic input is assumed to be WOT and the operator throttle instead scales 0 100 of the Limit Parameter As a result the CA is always trying to go WOT but is almost always being restrained by the adjustable throttle limiting This asserts the Limit Flag 5 Spoke Magnets and Speed Throttle Using Speed Throttle at very low speeds can be problematic if using a wheel pickup in the standard configuration With only a single spoke magnet the Cycle Analyst gets a speed update only once per revolution or about once every two meters Off the line or at very low speeds this is inadequate for smooth speed control There are two means to remedy this 1 Set SLim gt StrtSpeed to 5 or 6mph so that the Cycle Analyst will not attemp
8. following items Other necessary settings are addressed below do not enable or configure more advanced features until basic setup is successfully completed The otherwise noted the following values are only illustrative and should be adjusted for your bike numeric entry field menu chooser 1 SETUP SPDOMETER 1 Spd gt Units mi km 2 Spd gt Circumf 2150 mm 3 Spd gt Poles 1 2 SETUP PRESETS 1 Prst gt Preset Cnt 2 Prst gt Batteries Onlyl1 Cleave at one preset for simplicity Batt A Only Cleave at one pack for simplicity 3 SETUP BATTERY 1 Batt gt A A 2 Batt gt Chemistry LiFe SLA NIMH LiMn LiPo 3 Batt gt String 20 cells 4 Batt gt Capacity 20 Ah 5 Batt gt vlt Cutoff 50 0 volts 4 SETUP THROT OUT 1 Thro gt Output Mode Voltage R C Pulse 5 SETUP SPEED LIMS 1 SLim gt Max Speed 99 0 kph 6 SETUP POWER LIMS 1 PLim gt Max Current 2 PLim gt Max Power 7 SETUP PREFERENCES 1 Pref gt Main Disp 99 0 Amps 9900 watts watts Amps 2 Pref gt Vshutdown 10 0 Volts To avoid unwanted interactions with other CA functionality leave all other CA options in the default Disabled state 1 PAS gt PASMode Off 2 Trq gt Sensrtype Disbld 3 Temp gt Sensor Disabled 4 Aux gt AuxFunct Off 3 6 Set Throttle Input Output Voltages The goal of these vol
9. for a preset or 3 position switch is desired Additionally since a PAS sensor can only be limited by reducing normal current power or speed limits Aux gt ScaleLim PAS Level applies only to torque sensors the throttle is necessarily limited to the PAS level This means the throttle cannot be used to apply more power than is otherwise available by PAS Ideally the throttle would work normally and could be scaled by a 3 position switch while the PAS assist level would be unrelated and adjustable by a second dedicated control This would give flexible control and would allow advancing the throttle to sprint faster than PAS assist relocate white wire X from 10v to 5v Cycle T Analyst 3 F Rev 2 l w f ebikes ca Serial thersister Po jentioneter UT eee ht Sensor a a Eb Re Tw GA NTC G SY POTG dy 6 BAS Dir Trq al PAS Sensor D6 with optional 5v feed 5v Wht a Gnd Blk Dir Blu f RPM Yel Trq Grn O Note some PAS sensors use 5 CA PAS TRQ fewer connections Assist Level 5K a w e jH FAS Assist Control without Aux Pot The illustration above shows how this can be accomplished A 5K linear pot is added to any PAS sensor to provide an artificial torque signal yielding the approximate electrical equivalent of a Thun BB The potentiometer output substitutes for the rider torque signal and delivers an adjustable but constant torque voltage The Cycle Analyst is configured for a torque sensor a
10. general purpose trip computer records and calculates statistics on vehicle performance monitors and displays data from optional input devices and limits the motor controller based on the monitored and calculated data This affords a single integrated solution to display and control vehicle operation with all control passing to the motor controller via a single throttle signal This approach allows any motor controller to be upgraded with advanced features like torque sensing PAS or over temperature power rollback In the role as intermediary between controller and accessory devices the Cycle Analyst also processes the operator throttle and combines it with other inputs to arrive at a single output throttle signal This provides an opportunity to provide options to enhance operator throttle operation These options can materially improve the driving experience by smoothing power application and mitigating uneven and quirky throttle response Pn Themistor f Just ONE signal to Motor Controller 1 2 Features 1 2 1 User Configurable Presets The V3 offers up to three Battery Presets that allow rapid reconfiguration when installing different battery packs Battery statistics are associated with each preset so unique historical information is maintained for each individual pack Up to three additional Mode Presets are provided to allow easy selection of suites of preconfigured parameter settings These may be used to switch betwee
11. minimum voltage necessary to achieve maximum unloaded motor speed at WOT Alternatively reset ThrO gt MaxOutput to the default then iteratively increase the value by 0 1v and test until no further WOT speed improvement occurs m a Limiting Gain nits eaii A Current Amps im MaxCurrent PLim AGain O w Power Watts PLim gt MaxPower_ PLim gt WGain SLim Int 6Gain SLim gt PSGain SLim gt DSGain Parameter affects operation but cannot directly cause Limit Flag display Limit Flags lower case output not limited upper case output limited Note that the speed limit flag is only asserted if you actually exceed the limit There are other aspects of the speed control logic that can lead to limiting or speed oscillations next section but that are difficult to evaluate as causing a problem As a result there can be a speed related issue with no S Limit Flag At this point the throttle and basic limiting adjustments are complete It remains only to adjust throttle ramping and if necessary to adjust gains to minimize power oscillations 4 0 Throttle Ramping Adjustments Throttle ramping is not available in legacy mode Throttle ramping affects Throttle OUT universally and so plays a role in operator throttle closed loop throttle PAS auto cruise etc The ramping logic appears as a clamping mechanism to moderate the rate of throttle change It only participates when the the rate of Throttle OUT change exceeds
12. much PSGain and or not enough DSGain the controller is continually overshooting the setpoint The orange plot shows an overdamped case where PSGain and IntSGain are too low the response converges on the setpoint but only after a long delay with a very slow rise time the controller has too little gain On the other hand the green and blue plots show desirable DD and gear motor responses In both cases there is some initial overshoot followed by settling to the setpoint The curves differ slightly because of the freewheel clutch in the gear motor which gives a more pronounced asymmetrical control effect the Cycle Analyst can speed the vehicle up but it rolls freely and slows down of its own accord The same is true to a lesser extent for the DD case Because of this the speed controller for the gear motor is adjusted to have a more damped response less gain to minimize overshoot This slows the initial rise time and the overall settling time is slightly longer As mentioned in an earlier section ramping logic can have a destabilizing effect on the control logic particularly if it is suddenly engaged and introduces unexpected behavior into the feedback loop Whenever possible it is best to satisfy slower UpRamp requirements with more conservative PSGain adjustments so the controller has a nominal responsiveness in line with overall needs rather than imposing throttle ramping to restrain tuning with unnecessarily rapid response As a bonus tun
13. parameters appropriately for the particular PAS sensor but set PAS gt PASMode to either Trq Throt or Trq amp Throt instead of an RPM option C 5 Key Switch and the Cycle Analyst Molded External Shunt The shunt resistor of the CA molded external shunt is in the negative power path In contrast the heavy red positive leads actually need not carry the primary controller power this is merely a convenient means for the CA to pick up Vbatt for power and monitoring If a key switch is desired then the controller Batt can bypass the shunt module and be wired directly to the battery or breaker A light gauge wire is then run from Batt through the key switch to both the controller ignition wire and either of the the shunt module heavy red Batt or Cnt r leads the other heavy red module lead need not be connected or can be used as a pass through to a DC DC converter etc Kill Switch Key Switch Main lt _ lt a on off T ai Fuse Ignition to Controller to op Breakout Cable C 6 Using LM 35 Temperature Sensors Certain motor vendors utilize LM35 sensors datasheet because the temperature can be displayed in Celsius with a simple DMM The LM35 is typically powered from the hall sensor 5v and Gnd leads and the LM35 output lead is routed out of the motor for monitoring Although this device is incompatible with the Cycle Analyst it can be accommodated with a small PCB modification and external resistor
14. pull the signal down from there which it can do via the diode This method is easiest for sure however it is crucial that you only do it if your controller has a proper over throttle voltage fault Otherwise if you unplug the CA then the controller will take off full tilt as the throttle input is at 5V You want to be sure that the controller treats this situation as a fault and Shuts down PIN 1 Red V PIN 2 Black Gnd PIN 3 Blue Shunt PIN 4 White Shunt PIN 5 Yellow Hall Signal PIN 6 Green Throttle Over Ride PIN 1 5V PIN 2 Gnd PIN 3 Throttle Signal SP N Short Signal to 5V 3 Open up the controller and replace the diode with a 500 1000 ohm resistor Depending on where your controller is from the diode may be a surface mount device on the PCB or a clearly obvious inline diode to the green CA wiring While you could in_ principle completely short out or bypass_ the diode this isn t recommended as then the CA will usually be directly connected to_ the microchip which_ can be an issue if your ground connection_ fails A 500 to 1000 ohm resistor will provide some protection 470 1K ThratteCvende To CA DPS MCL ThrottieQut CA DP6 Throttle gt Throttle V2 V3 Appendix B Tuning Speed Control Gain Parameters The Cycle Analyst speed limiting is implemented as a classic PID proportional integral derivative controller There are three interacting ga
15. support custom user inputs such as a PAS level knob speed knob 3 position switch or preset switch to externally select CA mode presets Ebrake Cutoff Instead of running an ebrake brake signal wire back to the controller it can go to the CA which in turn inhibits the throttle signal RPM Dir Trq The pedal assist connector is laid out primarily with the THUN torque sensing bottom brackets in mind but also supports regular PAS cadence sensors and other torque sensors such as those from FAG from Germany or GreenTrans from Taiwan External VPack This input can be connected to a custom resistive divider to allow monitoring voltages different than the Cycle Analyst supply voltage This gives the option to monitor battery packs up to 500v while the CA itself is powered from a separate low voltage source such as a 12v DC DC converter Bidirectional Auxilliary Pot Communication Input Serer Bus Dedicated lai External Temperature Throttle Input Ebrake a VPack Probe input Cutof Sensing 5 id Ay Ee x ji 2013 03 14 1200 B22 4 39 Unofficial CA V3 User Guide 2 0 Display Screens and Console Operation 2 1 Basic Button Navigation 1 Press right left buttons to navigate Status or Setup Screens 2 Press hold right button to reset trip statistics 3 Press hold left button to enter Setup 2 2 Mode Presets Mode and battery presets are configured in Setup and may be selected in Setup or at any time from
16. the mapping of out of range inputs which can be caused by broken throttle connections Unofficial CA V3 User Guide Breaks in the throttle Sense or 5v connections send the Throttle IN to 0 0v which the CA maps to ThrO gt MinOutput Breaks in the throttle Gnd connection drive Throttle IN to 5v a dangerous failure The CA prevents WOT runaway by mapping voltages of ThrI gt FaultVolt and above to ThrO gt MinOutput The following steps should ensure a near optimal configuration without guesswork there are just a few steps and no foreknowledge of the throttle or controller are required Please postpone alterations to these recommended settings until the entire throttle adjustment procedure is complete and fully operational Note The following adjustments are best undertaken with the bike on a stand so the motor can be run to speed Safely Use care in making these adjustments since it is possible for high motor speeds to be accidentally applied during the adjustment process 1 EITHER New v3 Operation CA Provides Throttle 1 2 Set ThrI gt CntriMode Pass thru Jot down the default settings for ThrO gt UpRamp ThrO gt DownRamp and ThrO gt FastRamp To avoid delayed response during adjustment set these parameters to 0 00 Sec VIt the display may change after data entry to the actual allowable minimum values Tune Thrl gt MinInput and Thri gt MaxInput to match the actual throttle voltage range 1 Use the live Throttl
17. the rear wheel blocked will show a torque voltage while Live RPM Hi Lo turning the crank will show the small P RPM arrow going up down as magnets pass the sensor head Depending on the PAS sensor the small D Dir arrow may or may not change yes for Thun no for PAS wheels Torque Offset The nominal torque sensor offset voltage for zero torque should be set at installation time and may need to be zeroed again from time to time Trq gt TrqOffset operates much as does PAS TRO Sensor Preview Screens Cal gt ZeroAmps Press Hold to store the present torque output voltage as the baseline for zero torque Torque Voltage Torque External Assist Level Control An external Assist Level adjustment knob can be added using the AUX Pot input see 6 3 Auxiliary Pot This is configured differently for PAS and torque sensors 1 PAS cadence sensors provide on off control of a fixed assist level that is determined by the standard current power and speed limit parameters To configure e Set Aux gt Function Limits e Set Aux gt ScaleLim one of PowerLim AmpsLim SpeedLim This will cause the control knob to scale one of PLim gt MaxPower PLim gt MaxCurrent or SLim gt MaxSpeed respectively from 0 100 of the configured value By this means PAS assist will encounter the reduced limit and hold assist to that level e Since the throttle is also affected by these limits it may be best create a dedicated PAS
18. to 5V so it can be used with a simple 10K NTC thermistor between the pad and ground Alternately an actively driven signal from 0 5V such as from an LM35 type IC can be fed to this pad and scaled linearly into a temperature reading 2 Limiting Operation The Cycle Analyst limits PLim gt MaxCurrent linearly 100 0 as the temperature rises in the configured danger Throttle IN range Maximum current begins to be limited 100 at L Temp gt ThrshTemp and is finally reduced to zero 0 at I A os Temp gt MaxTemp The T Limit Flag indicates that temperature limiting is in effect 3 Supported Devices This input can be supplied by either a 10K Limit Flags Vbatt Amps Speed NTC thermistor or a linear temperature sensing IC such as an LMx35 datasheet that operates like a zener diode Note that the LM35 datasheet is not part of this device family and is not formally supported Unfortunately the LM35 may come pre installed in some motors as the only option In such cases CA LM35 electrical incompatibly can be remedied by minor modification of the Cycle Analyst PCB See Appendix D Tips and Tricks Temperature Limit T Flag 4 Thermistor Selection The present firmware has a hard coded calibration for 10K NTC thermistors with a beta constant of 3900 This gives workable accuracy for beta values of 3800 4000 5 Electrical Characteristics The NTC input is pulled up to 5v via a 5K resistor This value provides forwa
19. warrant special mention 1 The SETUP THROT OUT screen 4 above shows the configured min max output voltages followed by a small sloping line The steepness of the slope reflects the relative rate configured for ThrO gt UpRamp 2 The Speedometer and PAS preview screens use animated glyphs to indicate the live hi lo values of digital inputs The screen to the right shows a speedometer with 3 poles Spoke magnets The small arrow adjacent to the tiny raised P points up down according to the hi lo state of the SP input wheel pickup Proper pickup operation can be easily verified by observing the arrow het a Ea z while rotating the wheel The PAS Preview Screen has similar Wheel Foles Units arrows indicating the hi lo states of the RPM and Dir inputs Live SP HilLo Press hold the right button on any preview screen to enter the section and a RA edit individual parameters Each parameter is configured on an individual screen Advance to the desired parameter screen and press hold the right button to edit Note Certain Setup parameters have global significance and are not part of any preset e g tire circumference while others are preset specific e g number of battery cells and may be set differently in each preset To determine if a parameter is global or preset specific see the most recent configuration summary file listed in this post Individual Setup parameters are described in detail on the Grin Tech V3 web page 2
20. 0A Capital Limit Flag i inl Assered Throttle OUT The Main Status screen appears simple but displays the following status information in addition to the numeric values 1 the Battery Gas Gauge indicates battery SOC from Full to Empty 2 the Operator Throttle bar graph shows 0 100 of the configured Throttle IN range far left on 2 line 3 the Human Power bar graph shows measured torque from the torque sensor adjacent to throttle graph 4 an animated ebrake lever glyph replaces the throttle bar graph when ebrakes are applied Maim Status Screen Vanations 5 the leftmost numeric value of the 2 line may be configured to display either Watts or Amps 6 the rightmost numeric value on the 2 line alternates display of distance Amp hours and if the sensor is enabled temperature in degrees C 7 exceeding a limit causes the units to flash V flashes if below LVC kph mph flashes if over the configured speed limit the speed digits flash if the present speed is less than the configured Start Speed and when auto cruise is triggered a second blinking ghost slider appears on the throttle bar graph at the selected cruise throttle position The normal throttle slider is unchanged and moves normally Appearance of the blinking slider gives a visual cue that auto cruise is engaged and it is no longer necessary to hold the operator throttle in place Depending on the installed suite of accessories
21. 22 20 39 6 3 Auxiliary Pot Auxilliary o BV Red Pot 2 Gnd Black 3 Pot White Cycle Analyst 3 Rev Z2 j Throttle Ebrake Terque Sensor Divide ebikes ca i 9 POT G 45 Thi 8 EBK amp 4a G PAS Dir Trg Ues amp E 1 Grin Tech The purpose of this input is to allow on the fly adjustments of one of the CA s limit values i e the current limit speed limit or power limit That can be accomplished either via a potentiometer or for discrete settings with a multi position switch and resistor dividers A 0 5V signal range is allowed and it defaults to 5V if left disconnected Modes The AUX Pot input can operate in either of two modes determined by Aux gt Function e Limits The applied voltage scales a limiting parameter or e Presets The applied voltage selects one of the available mode presets Limits Mode This provides a means to apply an external control voltage max range O 5v to provide a 0 100 scale of the limiting parameter specified by Aux gt ScaleLim i POT input controls ADEE ROR parameter Amps Lim PLim gt Max Current Power Lim PLim gt Max Power Speed Lim SLim gt Max Speed PAS Level Trq gt Asst Level Any device with a voltage output in the range of 0 5v may be used Examples of external controls Potentiometer This is the most basic adjustment technique R1 5K linear taper pot To prevent contaminants from entering the d
22. C models there is also a speedometer pickup cable and spoke magnet The pickup attaches to the fork with two cable ties and must be mounted to pass within 2mm of the magnet for the speed readings to register For systems like scooters or motorcycles that don t have spoked rims a standard magnet can be attached with epoxy to a suitable location on the wheel Multiple spoke magnets may be installed to improve low speed responsiveness when using closed loop speed throttle see 6 1 Closed Loop Throttle Modes They need not be placed exactly evenly Rotate to Adjust Handlebar Clearance Cable Ties _ Spoke Magnet Connect the CA Console to Controller Shunt and Power This step will vary according to the particular model of CA controller and shunt 1 Installation with CA DP S and CA Compatible Controller Grin Tech CA v2 23 User Manual With the Direct Plug models simply plug the 6 pin connector of the CA into the matching 6 pin connector on the motor controller Because there are large voltages present through this connector it is a good idea to protect the pins with dielectric grease particularly if it will be exposed to wet conditions To Cycle Analyst Motor Controller 2 Installation with CA DP S and SA Molded Shunt Module Grin Tech CA V2 23 User Manual With the Stand Alone version wire the molded shunt in between your battery and the motor controller This is most conveniently do
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24. Gain Shunt Current Vbatt PLim gt MaxPower PLim gt WGain Power W PowerLim SLim gt IntSGain SLim gt MaxSpeed SLim gt PSGain Pee Speed Lim SLim gt DSGain Throttle Mode Summary Wheel Pickup or closed 14511 Pulses via DP connector Note that the CA Speed Throttle is completely different than the Infineon controller throttle logic which is often referred to as a speed throttle The CA Speed Throttle is a true closed loop control system that measures the bike speed and corrects for variations In contrast the Infineon throttle uses open loop control to vary phase PWM duty cycle according to the input throttle voltage without regard for directly measured bike or motor speed this results in varying speed with load and terrain Current and Power Throttle modes have a familiar feel and are the easiest to set up and control 2013 03 14 1200 B22 19 39 Unofficial CA V3 User Guide 2 Adjustment If surging or power oscillations are present after selecting a closed loop mode revisit 5 0 Gain Adjustments Minimizing Surging or Speed Oscillations Existing ramping settings are unaffected Note It may be useful to use a new preset when tuning a new closed loop throttle mode so that operation in PassThru mode remains readily available until the new mode operates satisfactorily 3 Hall Throttle Linearity The closed loop control strategy cannot compensate for throttle non linearities Many hall effect throttles
25. ality and will eliminate firmware installation difficulties Note The settings in the Calibration section of Setup can be preserved during re flash by using the NoCal firmware hex file version However flashing erases all non Calibration settings When performing subsequent firmware updates first record all non Calibration settings so that you may restore them when the re flash is complete The configuration summaries located in this post each contain a printable form to assist you 3 4 Calibrate Current and Voltage Measurements Make Device Specific Settings 1 Configure Current Range Voltage Scaling and Shunt Important The V3 can operate in either of two modes to support vehicles drawing a maximum of 99 9 Amps Cal gt Range Lo or 999 Amps Cal gt Range Hi Cal gt Range differs from other Setup parameters and should not to be changed once the unit is configured Altering Cal gt Range can have unforeseen effects on previously configured settings and associated Setup entry screens If configuration entry difficulties arise due to such alterations re flashing may be necessary 1 If Maximum Amps lt 100A 1 Set Cal gt Range Lo W 2 Set Cal gt VScale and Cal gt RShunt as determined above 3 The flashed PLim gt AGain and PLim gt WGain values provide suitable defaults e g for v3B22 AGain WGain 150 050 2 If Maximum Amps gt 100A 1 Set Cal gt Range Hi kW 2 Set Cal gt VScale and Cal gt
26. an upper limit on how high the throttle over ride will drift upwards when none of the limit values are being exceeded Ideally this value is set to the voltage that is considered full throttle by the controller For hall effect throttles full power occurs at about 4V and limiting the ITerm to this value will speed up the response time of the limiting features Allowable values are from 0 to 4 99V ThrO gt MinOutput imposes a lower bound on how low the throttle over ride can drift downwards when one of the limiting values is being exceeded By preventing the over ride signal from going all the way to OV you can decrease the recovery time for the signal to go back upwards Range is from 0 to 4 99V and must be less than ThrO gt MaxOutput These values are ideally the controller throttle input voltages at which the motor just begins to turn actually a bit less and stops turning faster at no load actually just a bit more Unlike non legacy mode there is no way to measure and determine these settings using the CA alone Unless you have specific knowledge of the controller throttle input voltage range leave these settings at the defaults for the first try and adjust for more optimal limiting operation later if necessary 4 Use the Diagnostic Screen to verify that the Throttle OUT voltage is equal to the configured ThrO gt MaxOutput When underway this value will fall towards ThrO gt MinOutput as any limiting parameter comes into play
27. ard the following presents detailed information about select parameters 1 PAS gt Pirty controls Fwd Rev direction determination for both level Dir and quadrature RPM Dir Signal types 2 If there is no quadrature sensor then PAS gt Quadrtr must be disabled If there is a quadrature sensor then PAS gt Quadrtr may be either enabled or disabled If PAS gt Quadfrtr is disabled then only the falling Signal transitions are used to detect pedaling whereas both rising and falling edges are used if it is enabled This improves pedaling detection responsiveness by doubling the number of indications per revolution 3 Details of PAS gt PAS Mode parameter values In all modes if throttle is applied even a small amount while pedaling PAS assist is ignored and the throttle alone determines the output 1 OR Modes PAS and throttle are always enabled and either provide power PAS gt MxThrotSpd has no effect in these modes 1 RPM Throt e Pedaling without throttle causes full throttle to be applied until a limiting parameter comes into play In this mode the standard limit parameters PLim gt MaxCurrent PLim gt MaxPower or Slim gt MaxSpeed serve as adjustments for assist level If throttle is applied it operates normally and disables PAS Since the same limits remain in force WOT gives the same assist as PAS 2 Trq Throt e Pedaling without applied throttle results in proportional PAS assist power according to Tr
28. bike more controllable and can safeguard drivetrain components 3 Perhaps the most valuable throttle feature is the ability to employ one of three additional closed loop feedback modes Current Power or Speed Throttle In these modes the operator throttle is not used for direct control but rather provides a 0 100 target level of the configured current power or speed limit for the Cycle Analyst to achieve The V3 runs the controller independently monitoring speed shunt and or battery voltage and computing the necessary controller throttle voltage to achieve the operator target This fly by wire approach masks quirky controller motor behavior by making difficult controller throttle adjustment the responsibility of the CA not the operator 2013 03 14 1200 B22 3 39 Unofficial CA V3 User Guide 1 3 Input Summary The V3 is housed in the same Large Screen console as the V2 but the offers expanded features with a new circuit board more powerful processor and increased memory The V3 provides these inputs Communication There is an Rx Tx and Gnd for hooking up a TTL gt USB converter This can be used for data logging bootloading new firmware or configuring setup parameters from a computer rather than by pushing buttons through the Setup menu Temperature This input can be either a 10K NTC thermistor or a linear temperature sensing IC like the LMx35 series Aux Pot Input This is a general purpose 0 5V input that can be used to
29. certain status screens will be of negligible or limited value The Preferences Setup section provides means to hide any of the eleven screens so only information of interest is accessible The CA utilizes two such configurations to differently customize displayable screens when at rest and when underway This allows use of an abbreviated screen set for rapid display navigation while in motion The strings of 1 s and O s are configured to enable disable display of status screens in the order navigated by pressing the right button In the sample screens to the right all screens are visible at rest while all but three are hidden when underway only screens 1 4 and 8 are accessible 2013 03 14 1200 B22 At Rest 12345 67 891011 Moving Visible Screen Configuration 7 39 3 0 Basic Installation 3 1 4 Install Hardware If upgrading from a CA V2 record the value of the shunt on the existing system prior to removing the old CA Familiarize yourself with V3 components by briefly reviewing Appendix C CA V3 Connector and PCB Images Mount the CA Console and Optional Wheel Pickup Grin Tech CA v2 23 User Manual The Cycle Analyst display box comes with a mounting bracket for installation on the handlebar of your bicycle This bracket can rotate in two axis to adjust the display position Use rubber shims as required around the tube if the clamp diameter is too large for your bar In the case of the CA SA CA DPS and CA H
30. configured limits at lower rates it has no effect Although adjusting these settings to achieve desired behavior is a matter of personal preference ramping can have an effect on the stability of controller current and speed limiting logic It is best to configure ramping as close as possible to final desired values before gain adjustments are undertaken This policy allows conservative ramping adjustments to be made later with little likelihood of stability impact Adjust ThrO gt UpRamp ThrO gt DownRamp and ThrO gt FastRamp as appropriate to achieve the desired throttle response All ramp settings are in sec V inverse rate so larger values yield longer ramp times UpRamp is a limit controlling the maximum rate at which power can be applied lower rates are unaffected This slows power application giving smoother getaways without harsh acceleration Gear motors mid drives and powerful DD motors may benefit from higher values to moderate power on dead starts FastRamp is similar to UpRamp and is set to a faster rate The CA uses FastRamp when current is less than 2A to allow the motor to quickly come to speed if the vehicle is already underway The CA switches to UpRamp when current is 2A or greater load is detected to apply slower ramping DownRamnp is a limit controlling the maximum rate at which power can be reduced lower rates are unaffected This generally should be set to the default or faster so closing the throttle has a fairly imm
31. e In voltage display on the bottom of the Setup Throt In screen to determine the voltages at ZERO throttle and WOT 2 Transfer these readings to Thrl gt MinInput and Bebe Gln Pi oa Thrl gt MaxInput Increase decrease the Min Max settings a respectively by 0 05 0 10V over the actual readings to In a iii ensure full throttle range e g if read o min max 1 12 3 93 then set instead to 1 17 3 88 Throttle in Preview Screen Set Thri gt FaultVolt auto shutdown feature for damaged throttle connection Set Thrl gt FaultVolt about half way between 4 99v and the actual measured max Throttle IN e g for the example above 4 99 3 93 2 4 5v Adjust ThrO gt MinOutput and ThrO gt MaxOutput to match the controller min max throttle input voltage range Note The basic setup procedure outlined in this step is applicable to RC ESC installations although the units are in msec instead of volts and the initial min max range may be ESC specific 1 Start by setting min max to 0 00V and 4 99V respectively 2 Use the Diagnostic Screen left button once from Main Display that shows Throttle OUT While increasing the Throttle IN throttle note the OUT voltages at which the wheel begins Te i EIE to turn min and stops turning faster max ere wE an Throttle QUT k 3 Verify the max setting does not cause the controller to vt shutdown from an input voltage fault Slowly ramp the Limit Flags throttle up unt
32. e LCD screen is specified to operate between 100C to 500C At the colder end of the temperature range the response time of the LCD segments is slow and so rapidly changing digits and screen changes will appear as a blur The underlying operation of the internal circuitry is unaffected C 8 Opening the Cycle Analyst Case The Cycle Analyst case is held closed with four screws located in the corners of the rear case half The PCB is Sandwiched between aligned sets of four screw bosses in the front and rear case haves with the extra small gap between the opposing front and rear bosses taken up with four small o rings around the four screws Removing the screws and opening the case halves frees the tiny o rings to escape To open the case without losing the o rings unscrew the four screws until the threads disengage but leave them in place in the rear case half so the screw ends are touching the threaded bosses and continue to engage the o rings Separate the case halves and push the screws home into the rear case while pushing the o rings all the way up the screw threads This will hold both the screws and o rings in place in the rear case half until re assembly which is a matter of closing the case halves together and running down the screws
33. ediate effect Certain types of drive systems may benefit from slower ramp times Ebrake application bypasses DownRamp and always has immediate effect ThrO gt UpRamp is the only preset specific parameter so all other ramping adjustments will be shared across presets 5 0 Gain Adjustments Minimizing Surging or Speed Oscillations Control overshoot and power oscillations may occur whenever the Cycle Analyst provides current power or speed limiting Alternate closed loop throttle modes e g Current Throttle where the throttle sets a limit so limiting is always in effect are just special cases of classic maximum value limiting e g MaxCurrent The Cycle Analyst utilizes PI proportional integral and PID proportional integral derivative controllers for current power and speed limiting respectively The behavior of this controller logic is determined by gain settings that affect the degree of feedback from measurements of battery voltage shunt current and speed These gain settings allow the Cycle Analyst to be tuned for proper operation across a wide range of vehicle powers and weights Although the default gain settings will prove suitable for many low to moderate powered builds some vehicles will require additional adjustment e g those with high power to weight ratios Throttle correction is controlled by the gain setting of whichever Limiting Parameter is in play see table in preceding section For example if PLim gt MaxAmps f
34. eeceieauia E A 21 OCI ae E A E E E P E E E E E E A E A 23 SP AIA Ea E E E E EE E E TO E E EE E ER 24 0O lempara iie SeN Oraa E E O A 27 6 7 High Voltage Vehicle SUPPOMt ccccee cece ee eecee cece eeeee eee eeeeeeeeeeeneeae ee nenneeenennna sansa eeseeeeeseeeesessessenanesees 28 6 6 Cycle Analyst aS a POWEF SOUCO wscs is suicshinewssisaveanhvue erst R case a r r a a A a 29 G9 SehidiID ala IO rera E AEE A EE E 31 Appendix A CA V3 Throttle OUT to Controller COMMECtION ccccceee eee ee teens eeee ene ee ee eeees eens na nee eeeesseeenenanneeeessseuaees 32 Appendix B Tuning Speed Control Gain ParameterS sssssssssssnsnssnnnsrrsnnnrusnnsnenrrnsnsnnsnenrunsnsnnnnsnesnensnrnnrnrnnenenn 33 Appendix C CA V3 Connector and PCB IMageS sssssssssssssnsnssnnnsnenrnnsnenrsnenennsnenrnnenennnnsnennensnenrsnensnurnsnrenennnn 35 AOPEN D MS and WICE aer eE E A A EE A E AAT EEA EA E E EAT AEE 36 This is a best effort work intended as a temporary measure until formal documentation is available Selected text from the Grin Tech site is quoted in line with colored background for reference Please review the authoritative documentation on that site for more contemporary versions Also see the Endless Sphere com thread Cycle Analyst V3 preview and first beta release from which much of this material has been drawn 1 0 Overview 1 1 Concept The Cycle Analyst V3 measures and displays detailed information about the battery acts as a
35. eneoiecansetecusesensees 6 30 Basle TiStaliaul OM ocnseseatausvact eareccearseecainiisces e ts cveeeeaayeesesestepiaea tare ra E 8 Sy LIS CAI RN lle a cary ainaaasaeaneawuanaeata wea O A AE inated ss eeandagsase eae anende eae 8 3 2 Determine and Save Device Specific Settings IMPOrtant 00 cece e cece cece eee eee eeeeeeeeee eee e essen ee saneeeeaeees 12 3 3 Update CA With Most Recent FIPM Wal O ereina Ar r E AAA A E a 12 3 4 Calibrate Current and Voltage Measurements Make Device Specific SettingS s sssrusssrsrrrrsrnrrsrnrnrrern 12 3 3 OCT UP Baseline ConnguraliO esisiini u EE nAra Ea Rar O 13 3 0 Dek Miro le INput OULDUE Volla JES serin AE AE AE 14 6 7 Test LNTO E and LMG oe eeen E S E ENEA 16 40 Inrottie Ramping Adjustments irriorireniniriine rinri AENEA A EAA 17 5 0 Gain Adjustments Minimizing Surging or Speed OSCIIAtIONS cece cece cece cece cece ee eee seen eee eee eee e seen nese een enaaeees 17 5 1 Current and Power Limiting Current and Power Throttle ccccccccesee eee e eens ee eeeeee seen eee eesaeeesaeeesaneeenaees 18 5 2 Speed Limiting Speed TNTOULIC a ccccscecssdastanswdanouteea E eae tanr E E 18 OACI ed Te URS e N E rie ne ebent ar uwuyeasla quai aia nee E ene Pra E E Eee 19 0 1 Closed Loop INrottie MOCSS retni tran per e i ate antineasaee sae scueay numa E EEEE sa eeeansanannaeteceeousn 19 OA AUO Og lou Ce qi ge Ae ne ee ee eae ee 20 625 AUX lary POU catextcecviaheos ag iuarrenessecaie vied tiav
36. entially be used as a low current power source by other PAS sensors too however care must be taken as this supply is not fused or protected and a short to ground will damage the CA Current draw from this line should be limited to 15mA max and only with 48V or lower batteries Pedal Sensor Input RPM This is a digital input for a pedal cadence sensor It has an onboard pull up resistor so it can work with an active hall effect device or a simple magnet and reed switch pickup Pedal Direction Input Dir This is used to distinguish between forwards and reverse pedal rotation for PAS sensors that provide this signal It can support both a pure direction signal e g 5V fwd OV reverse or a quadrature type encoder such as on the THUN sensors Torque Sensor Trq This is a 0 5V input for a torque signal The human pedal torque can be measured either via a torque sensing bottom bracket THUN FAG or via a DIY tension meter on the bike chain itself The torque signal here is multiplied by the calculated pedal RPM signal to derive the human power on the CA and to provide proportional torque assist 2 Sensors The pedal assist connector is primarily designed for the THUN torque sensing bottom bracket but also supports similar units from FAG from Germany and GreenTrans from Taiwan Alternatively it can use a simple PAS cadence sensor providing a 0 5v pulse output The direction input can be a Fwd Rev level or a pulse input providing quadra
37. ents from the AUX Pot Setup preview screen see below Presets Mode This provides on the fly preset selection using external switch control The mode preset is selected by dividing the voltage range between Aux gt MinAuxIn and Aux gt MaxAuxIn into the same number of equally sized voltage bands as there are presets 1 2 or 3 and determining in which band Vpot lies Input voltages below above the configured min max range are considered to fall within the adjacent lower upper voltage band respectively The highest voltage band is preset 1 CA Sy oo CA Sy CA Sy 1 L CA POT oh CA POT 4 CA POT i ormai 2 io foreons reorf on CA Gnd CA Gnd CA Gnd When a new preset is selected a CHNG MODE PRESET screen is briefly displayed The left and middle diagrams above will select from two presets with the middle circuit being perhaps a bit more noise immune The right diagram uses R1 R2 4 7K resistors and will select from three presets These particular sample circuits assume Aux gt MinAuxIn 0 0v and Aux gt MaxAuxIn 4 99v although other circuits might use a different range Live Data Display The AUX Pot Setup preview screen provides a live data display of Vpot which can be used to dial in trimpots or inspect voltages as controlling switches pots are manipulated Throttle Scaling When using both closed loop throttle and Aux POT features it is important to configure Aux gt ScaleLim and ThrI gt
38. evice either use a sealed type pot enclose it completely or seal it using a product like Liquid Lectric Tape or Plasti Dip CA Sv CA POT lt I 5 R Throttle A resistive or hall effect throttle may be substituted for the potentiometer For instance a thumb throttle may be located on the left side and be modified so it stays in position when adjusted CA Gnd 3 Position Switch This is the Cycle Analyst version of the conventional controller 3 position switch The example implementations below provide three settings Low Medium and High The LMH version is better suited to rocker switches while the LHM version may be better suited to toggles where the center position is a little fussier to achieve R1 R2 5K 20 turn trimpots R3 7 5K R4 10K CARO CA 5v 3 GA POT la R on aff on CA Gnd CA nd C Depending on the Aux gt ScaleLim setting these sample circuits may be used as 0 100 PAS Assist knob a 0 100 speed limit knob a 3 position current or power limit control etc These examples can be combined For instance the Low trimpot of the 3 position switch might be replaced with a 5K linear pot to add an adjustable low setting or to do double duty as a PAS Assist Level in a different preset These particular sample circuits assume Aux gt MinAuxIn 0 0v and Aux gt MaxAuxIn 4 99v other circuits may have different requirements Devices like a hall throttle are best configured based on measurem
39. future sense The CA cannot actually discern that meaningful limiting is in effect and so the associated S limit flag gives no indication The more complex PID controller employed for speed limiting is of a type that classically presents a greater adjustment challenge If speed related surging or power cutouts occur apply one of these two remedies 1 If Speed Throttle or enforcement of SLim gt MaxSpeed are desired please follow the tuning procedure for the speed controller outlined in Appendix B Tuning Speed Control Gain Parameters 2 If Speed Throttle and maximum speed limit enforcement are not required disable the speed control logic set SLim gt MaxSpeed to the maximum value IntSGain 1 PSGain 0 DSGain Q Unofficial CA V3 User Guide 6 0 Advanced Features The following sections describe features that can be utilized once basic setup is complete 6 1 Closed Loop Throttle Modes 1 Overview If in non legacy mode the CA offers three additional closed loop throttle modes that can give substantially improved throttle control e Current Throttle Power Throttle selecting Current Throttle Mode e Speed Throttle These are fly by wire modes where the operator throttle is not passed through to the controller but rather sets 0 100 of the associated limit parameter as a target for the CA to achieve The CA alone supplies the controller throttle and receives feedback from the shunt or speed sensor to de
40. ge reading matches that of an attached DMM 3 IMPORTANT Non Isolated CA Power Supply The CA V3 design requires that the CA power and monitored voltage share a common ground High voltage vehicles normally isolate the 12v accessory system as a safety precaution Because the V3 voltage sensing circuit shares a common ground with the monitored high voltage motor power it is recommended that a separate small DC DC converter be driven by the high voltage source and used to power the V3 The converter must be capable of supplying 10ma plus power for accessories THUN etc When a DC DC converter is used the converter ground must be common with the CA ground If the converter is isolated the isolation must be defeated by tying the converter negative output to Vbatt 4 IMPORTANT Forcing a Data Save Data is saved to EEPROM when the monitored voltage falls below Pref gt V Shutdown Since the voltage monitor is now divorced from V turning off the vehicle must both remove power from the CA as well as so reduce Vex as to trigger a data save prior to CA shutdown A simple approach is to tie the external divider Monitored Voltage line to the switched high voltage power Supplying the CA DC DC converter Opening the switch will allow R1 to pull down Vex forcing the save monitored voltage eatt gt 7 ex DC DC Jump Middle Top Converter Pads CA V3 Jumper to defeat Input Output Isolation Typical remote sensing configuratio
41. gy as described in 6 8 Cycle Analyst as a Power Source when adding any sensor or accessory to the CA This is particularly important for torque sensors or dual hall effect PAS sensors because of the higher current requirements Sensor Operational Overview PAS cadence sensors are pedaling detectors and provide a means to activate a constant non proportional power assist that is the assist is constant regardless of pedal RPM Torque sensors provide the same signals as PAS sensors but add a torque signal that varies linearly with torque This variable signal can be used to provide proportional assist according to applied rider effort If the Cycle Analyst is configured to ignore the torque signal a torque sensor will operate as a simple PAS sensor The simple on off nature of assist from a PAS sensor warrants no special logic beyond enabling assist only when the optional direction signal indicates Fwd In the case of torque sensors the Cycle Analyst logic requires that the rider actually be pedaling to enable assist Simply standing on the pedals to generate a large torque signal is ineffective Measured rider torque is averaged over each full pedal rotation rather than over a specific time period This eliminates undulation from aliasing of the average rate with pulsating pedal torque PAS Configuration Individual parameters of the Setup PAS and Trq sections are described on the Grin Tech Site Although configuration is generally straightforw
42. ich is the authoritative source for V3 information Please see the site for contemporary versions of this information B 1 Connector Pinout The V3 CA device has a cable bundle bringing out all the signal wires into suitably terminated JST SM plugs The following shows the standard CA V3 wiring harness connector details for all cables coming out of the V3 CA Thermistor BS Gnd Black __ ThO Green 2 NTC Yellow i 5 5p Yellow SV deed CADP Plug 3 St White 1 7 e 2 gt S Blue Throttle Input B Gnd Black gt Gnd Black Thi Green V Red Output Power Jack 7 _ 5V Red Auxiliary Pot 2 Gnd Black Pot White O N veatt Red Gnd Black Gnd Black EBK Blue Ebrake Cutoff Torque PAS B 2 Pad Descriptions 4 4 2 4 Communication Cable __ 10V_ White g 3 Gnd Black aai UG Tip RX Green i Dir Blue sad ng sleeve a ee 5 RPM Yellow Pe ie Trq Green Gnd Black The following shows the solder pad locations on the circuit board for anyone who is doing their own custom wiring harness directly into the Cycle Analyst enclosure Cycle Analyst 3 Rev 2 ebikes ca Serial Thermistor potentiometer Throttle Ebrake Tergue Sensor Divide l l HTE G Tu POT G u JnS5auue4 bapg 1estg de O41 PUL pa Z z 4 78 Appendix D T
43. if you are using controller regen or auto cruise that rely on direct ebrake input then you must run the ebrake connection to the controller instead of the Cycle Analyst 3 Operation The Cycle Analyst EBK input is asserted when low This causes ThO to be driven to 0 0v no other operation reduces ThO lower than ThrO gt MinOutput making it possible for an external circuit to examine the ThO level to discriminate between throttle ZERO and ebrake application Ebrake application also suppresses ThrO gt DownRamp sending ThO to 0 0v immediately 4 When EBK is asserted an animated eBrake graphic replaces the Throttle Gauge on the main display see Main Status screen 5 Electrical Characteristics The EBK pad ties to a microprocessor port through a 1K resistor The pull up current is approximately 150uA with an effective min typical max pull up resistance of 15K 30K 200K The threshold voltages at the EBK pad are approximately 1 5V to activate and 2 1V to release Either a mechanical switch or hall effect device makes a suitable sensor 6 5 Pedal Assist Green Trg Torque APs Yellow RPM 4 Blue Dir 3 Black Gnd _ 1 White 10V Cycle Analyst 3 Rev 2 Serial Trhereistor Potentioneter Thrattle ebikes ca 6 6 6 6 6 6 F NTC 6 sy pote lagu Thie O 1 Grin Tech 10V This is an output pad specifically for supplying power to the THUN torque sensing bottom bracket It can pot
44. il the controller shuts down from throttle overvoltage fault note the OUT voltage when this occurs and in the next steps ensure that ThrO gt MaxOutput is at least 0 25V less than this value Disregard this test if the controller does not shut down it may lack this feature Vbatt Amps Speed Diagnostic Screen 4 Transfer these readings to ThrO gt MinOutput and ThrO gt MaxOutput Decrease increase the Min Max settings respectively by 0 05 0 10V over the actual readings to ensure the controller is shut off at zero throttle and actually reaches WOT e g if read min max 1 4 3 9 then set to 1 35 3 95 instead 2013 03 14 1200 B22 15 39 5 If necessary fine tune the ThrO settings so there is very small dead zone at zero throttle and WOT Verify dead zones by watching Watts on Main Display while moving throttle near at zero and WOT Watts will not change in dead zones 6 Restore ThrO gt UpRamp ThrO gt DownRamp and ThrO gt FastRamp to the default settings recorded earlier 2 OR Legacy Operation CA Limits Operator Throttle 1 Set ThrI gt CntriMode Disabled 2 In legacy mode ThrI gt MinInput and ThrI gt MaxInput have no effect these parameters may be left at the default settings 3 In legacy mode ThrO gt MinOutput and ThrO gt MaxOutput are equivalent to the CA v2 x parameters ITermMin and ITermMax respectively To paraphrase sections 8 11 and 8 12 of the CA v2 23 Manual ThrO gt MaxOutput puts
45. in parameters that can make configuration somewhat challenging The procedure presented below should give a good working configuration without trial and error Bikes with high power to weight ratios may benefit from additional tuning using this configuration as a baseline The table below shows the three gain parameters and the effects of increasing each individually Setpoint refers to desired or limiting speed Initial Rise Parameter Feedback Error Time to Staelin SUI Stability E Overshoot Time Setpoint IntSGain Integral Accumulated Past decreases increases increases degrades PSGain Proportional Present decreases increases small change degrades improves for DSGain Derivative Projected Future small change decreases decreases small values then degrades The plots below illustrate some typical behaviors on getaway with Speed Throttle Some initial overshoot is normal and desirable the idea is to achieve a responsive initial rise time minimum overshoot reasonably rapid settling time and stable non oscillating behavior These are interacting features so achieving balance is the goal ww Properly Tuned OD Behavior Properly Tuned Gear Motor Behavior Unstable Behavior Overdamped Behavior Speed Desired Speed Setpoint Time The red plot shows an unstable underdamped oscillating response that may never converge on the setpoint In this case there is likely either to
46. ing a safety circuit 2 OR Legacy Operation CA Limits Operator Throttle Older v2 x style Operation Connect the throttle to the controller in the older V2 fashion e g plug in the CA DP cable Customize Speedometer Installation Optional The CA V3 comes in two forms CA3 DP using speedometer signals from the controller DD and CA3 DPS with wheel pickup wired into the console DD or gear motors CA A DP Cycle CA DPS Cycle Analyst 3 Analyst 3 Rev 2 Rev 2 ebikes ca e ebikes ca a an Red V tm Red V 3 Black Gnd 2 A Black Gnd 2 Blue S F Blue White s 7 White s l oe 6 i i pri Yellow Sp F Yellow Sp Green ThO lt Green ThO 9 dg O41 PUL If you have a CA DPS or older beta release version and wish to eliminate the wheel pickup for DD installations unsolder the pickup cable from the CA PCB and solder the loose yellow wire from pin 5 of the controller CA DP connector to the Sp pad of the PCB under the square brown polyfuse Be sure to reconfigure the speedometer pole count appropriately in the steps below The optional CA SA external molded plug in shunt comes with a short breakout cable This may be used in custom installations with a wheel pickup yellow black wires or to route a hall signal yellow wire from the controller or controller DP connector 3 2 Determine and Save Device Specific Settings Important 1 Enter Setup a
47. ing for a more damped response is somewhat easier Slower response can be achieved in the following tuning procedure in step 4 by further reducing PSGain beyond the recommended factor 2 or 4 depending on the driveline type Note Please be certain to have proper ramping values in place before proceeding This is of particular importance for gear motors mid drives and powerful DD motors since full throttle may be applied off the line resulting in driveline stress and potentially dangerous riding situations Tuning Procedure Under Test Planned Release in B23 Version of UUG Here are some common symptoms and likely causes if wing it adjustments are made instead of the procedures outlined above 1 If there are decaying oscillations centered about the setpoint IntSGain is probably okay but either PSGain is too high or DSGain is too low Try increasing DSGain If this leads to jittery power or does not reduce the oscillations then restore DSGain and instead reduce PSGain 2 If the rise time is slow and the output is on the average below the setpoint until it has settled then IntSGain is too low 3 If the initial rise time is too slow or there is negligible overshoot and oscillation PSGain and IntSGain are too low 4 If there are cutouts when accelerating DSGain is too high Repeat the adjustment of step 6 above Appendix C CA V3 Connector and PCB Images This material was excerpted on 2012 12 31 from the Grin Tech Site wh
48. ips and Tricks C 1 Using Resistive Magura Throttles The Cycle Analyst fault voltage safety feature uses Setup parameter ThrI gt FaultVolt which has an allowable range of 0 00 4 99v This parameter is intended to be set between 5v and the maximum input voltage as determined by ThrI gt MaxInput However for resistive throttles such as the Magura Throttle IN max is already at or very near 4 99v making a higher setting for ThrI gt FaultVolt problematic Also since ThrI gt FaultVolt cannot be set higher than 4 99v it is not possible to deactivate the auto shutdown feature the throttle always appears to be in fault mode A simple workaround is to introduce a small resistor as shown to slightly R1 reduce the actual max throttle voltage Loss of the Gnd connection will still GA OV ON O u raise the CA Thi input to approximately 5v Figuring a small safety margin of 10 5 above and below ThI gt FaultVolt and a nominal Magura i E in Magura resistance of 5K a 470 ohm resistor is suitable This value is arbitrary use CA Gnd O any resistor 4700hm 3 3K to keep Throttle IN max gt 3 volts Since the i Blk throttle range of motion delivers the full but slightly reduced ee a a ThrI gt MinInput to ThrI gt MaxInput range normal throttle operation is Magura Throttie Mod ror Thl FaultVolt unaffected The resistor can be soldered directly to the 5v pad adjacent to the Thi pad of the CA PCB in line with the 5v lead of the thro
49. mware updates See the Grin Tech site for USB gt TTL converter cable ordering and device driver download information 4 External Memory Access Using the bootloader all of the V3 EEPROM may be accessed externally via the serial interface This supports loading new firmware as well as external inspection and configuration of Setup parameters See these posts 1 2 for bootloader protocol and EEPROM parameter layout For operation of the updater application see Update CA with Most Recent Firmware Appendix A CA V3 Throttle OUT to Controller Connection Justin on Endless Sphere com With the V3 CA devices the functionality of the CA now includes not just throttle limiting but actually driving the controller s throttle signal directly and this is NOT possible if there is a diode inline with the throttle signal So if you have a CA DP compatible controller and want to use the CA V3 device as your new throttle you will need to do a bit of modification Here are 3 approaches 1 Swap pins around so that the green wire from the CA DP goes into the controller s regular throttle input You can either do this at the CA DP plug end as shown or you could do it on the controller end CA DP Connector Green Wire Moved from CA DP Plug to Throttle Plug to Avoid Diode Throttle Connector 2 Insert a short between 5V and your throttle signal This way the throttle signal is being pulled high by the short circuit and so the CA only needs to
50. n different power limitations e g legal off road to enable disable assist modes or to customize throttle behavior for different riding situations 1 2 2 Pedal Assist The Cycle Analyst supports both PAS cadence sensors and torque sensing devices such as the Thun bottom bracket These can be operated in a variety of modes that include simple PAS only combined throttle PAS and special no throttle without pedaling modes to comply with various pedalec legal requirements Unofficial CA V3 User Guide 1 2 3 Auto Cruise Control The Cycle Analyst can be configured to provide a firmware only auto cruise control capability that holds the present throttle setting if the throttle remains unchanged for a period of time The delay to trigger the cruise control as well as the amount of throttle motion that will be ignored by the trigger logic are both configurable Auto cruise releases on ebrake input or throttle application 1 2 4 Temperature Sensing The Cycle Analyst provides a temperature sensor input that supports either NTC Negative Temperature Coefficient thermistors or linear devices like the LM335 In addition to displaying the temperature the V3 moderates heat generation by throttling back the controller as temperature rises through a configurable limit range 1 2 5 Diagnostic Displays Throttle IN Throttle QUT The Cycle Analyst has several displays designed to simplify setup and problem resolution The status screen to the righ
51. n with alternate Cycle Analyst power 6 8 Cycle Analyst as a Power Source The CA can provide power to other devices by three means Power Cycle i Analyst 3 1 The 5v bus available on PCB pads is unfused and can Plug Rev supply power to the throttle custom Aux POT switches ai lie ou Serial Thermistor etc i n j 2 The 10v bus available on the PCB is unfused and iO aea aene primarily intended for use with PAS and torque sensors Tes 3 The external DC Power Plug is attached to VF and E supplies V via a 1A auto resetting polyfuse Vbatt E ii T Red LED The CA V3 uses stacked 10v and 5v regulators so the current i 5 limit is calculated by summing current for all 5v and 10v aa ee accessories together instead of addressing two separate limits 3 Pz Accessories are any devices drawing power from the PCB Gnd ma E excluding the external DC Power Plug Black P The CA V3 can supply current to accessory devices as shown in the table below according to a Max 1500mw Vbatt 10v 10ma The current limit decreases with increasing battery voltage 20 140 0 97 34 1 17 8 84 10 3 2 838 46 317 66 16 8 8 9 7 106 i 2 9 Table of Maximum Total Accessory Current for CA Supply Voltage Applied to Pad V ov or 10v Accessory ma Typical accessory current requirements are shown in the table to the left hall throttle Wiacura Throttle 5 For insta
52. nce an installation with a hall throttle Thun BB preset switch and two Thin BB hall ebrakes requires mee a 5ma 20ma 0 5ma 2 x 5ma 35 5 ma typical CA S pos sw The preceding V vs Imax table shows this configuration can be supported by the twoical Sk aux pot 5 Cycle Analyst for V voltages up to 42v typical CA preset sw Either of two strategies may be applied for battery packs above this maximum voltage power one or more accessories from an alternate source or power the CA from a lower voltage source to raise the available current it can supply In the first case additional 5v power can drawn from the controller throttle connector to power hall sensors etc If there is a Thun BB or similar 10v sensor and a large current shortfall then an external DC DC converter can be used to power the device s In these cases the accessory power connection is redirected to the alternate source but the ground and device output signal lines run to the CA connectors normally In the second case Vbatt is stepped down via a DC DC converter and used to reduce the CA power supply to the extent that the V3 can supply the needed accessory current requirements itself Since the CA is no longer powered by Vbatt it is configured as if in a high voltage environment driving Vex from Vbatt via an external resistor divider For details see 6 7 High Voltage Vehicle Support Whenever a DC DC converter is used the converter ground mus
53. nd record the value of Cal gt VScale which calibrates voltage measurements This is specific to your CA and is set by Grin Tech during production 2 Determine and save the value to used for Cal gt RShunt which calibrates current measurements This is one of e 1 mOhm if using a new V2 or V3 external plug in style shunt e the shunt value of your specific controller e the specific shunt value of your old V2 wired in external shunt value was saved above e the value of some other custom or high power external shunt 3 3 Update CA with Most Recent Firmware 1 Download the most recent firmware from the Grin Tech Site if the CA splash screen does not show the most recent version 2 Flash the new firmware as described on the Grin Tech Site At this early stage of product maturity it s best to order a programming cable CA3 USB with your CA See 6 9 Serial Data Port for details There are two ways to enter the CA bootloader mode when using the uploader application e If Update Firmware is pressed with the CA powered down the uploader will display a message Please power cycle the device If Update Firmware is pressed with the CA running Bootloader Senal Gonnection Screen normally the CA will detect the uploader display the screen to the right and enter bootloader mode without the need for a manual power cycle As a matter of policy using the most recently available uploader will ensure full feature function
54. nd so converts the artificial torque voltage into a proportional assist level The normal CA torque sensor logic will not apply this assist until pedaling is detected AUX Pot is not required and may be used for another purpose Throttle operation is unaffected since none of the current power or speed limits need be reduced to limit the PAS assist In the illustration above the white 10v lead is re purposed to carry 5v by relocating it to the AUX Pot 5v PCB pad This voltage is required for the potentiometer and may also be used to power hall sensors in the PAS unit if necessary This configuration gives a 0 5v range for the Trq input 1 Turn the Assist Level pot to minimum and use Trq gt TrqOffset to set the voltage baseline for zero torque 2 Set Trq gt SensrType Custom Set Trq gt TrqScale 20 Nm V This yields MaxAssistTorque 5V x 20 Nm V 100Nm Trq gt TrqScale is an arbitrary value for the virtual torque sensor and is used only to obtain a maximum virtual torque value that is required to compute Trq gt AsstLevel 100Nm is an easy to use divisor 4 Choose a maximum assist power in Watts then set Trq gt AsstLevel MaxAssistPower MaxAssistTorque For instance for MaxAssistPower 500W set Trq gt AsstLevel 500W 100Nm 5W Nm 5 Set Trq gt AsstOffst 0 to disable the feature since any offset setting gt 0 will only serve to produce a dead zone at the bottom of the Assist Level control 6 Configure all PAS
55. ne by attaching connectors on the shunt leads which match your battery connectors If you have a switch in the system it is best to wire the shunt after the switch so that the Cycle Analyst powers down Fuse To Motor fe ede a On Off Controller nnn amp maA Switch Connectors Cree s Analyst Breakout Cable Connect the shunt and console CA DP connectors as done with the controller connector in Step 1 above The optional Cycle Analyst external plug in shunt comes with a short cable that breaks out the throttle speedometer and ground connections from the DP connector These breakout connections are addressed in following steps 1 1 R Vbatt 2 BK Gnd 3 BI Shunt SA Shunt 6 4 W Shunt Breakout 5 6 Y Speed Cable CA DP Connector Pinout G Thout Installation with CA DP S and High Current External Shunt Grin Tech CA V2 23 User Manual The High Current model attaches to a 3rd party shunt resistor and the positive battery lead The shunt must be connected to the ground side of the battery connection of the shunt to V can damage the circuitry Fuse ri Wire a male JST 6 connector as shown above The CA Gnd CA DP 2 may be attached to either Shunt or Shunt but the rule is to connect it such that CA Gnd is identical to controller Gnd to improve the quality of ground relative signals throttle For external shunts this means CA Gnd
56. o take advantage of the new throttle features the throttle must be controlled by the CA 1 Connect the throttle to the CA using the provided connector 59W Red 2 Gnd Black Thi Green Throttle Cycle Analyst 3 Rev Z l Serial Thereister Potentione ter ebikes ca NTC G POT 6 2 Hook the CA Throttle OUT connection to the controller using one of the following techniques 1 Use one of the approaches described in Appendix A 2 As of Dec 2012 the optional CA SA external plug in shunt comes with a short cable that breaks out the throttle speedometer and ground connections from the DP connector Attach the green throttle wire to a mating connector matching your controller throttle in connector Note If the controller does not respond even though the V3 presents a proper throttle control voltage as measured at the controller throttle input pin then the controller may employ a missing throttle safety circuit Certain controllers e g Yiyun YK43 block operation if the throttle is unplugged as determined by the absence of current in the throttle connector leads If this symptom presents simulate the presence of a throttle by adding a 1K resistor across the controller throttle leads To preserve the disconnect safety feature this is best done across pins of the mating throttle connector carrying the green CA ThO wire This resistor is harmless although unnecessary for controllers lack
57. orces limiting then PLim gt AGain will control throttle correction If power oscillation is present inspect the Limit Flag display on the Diagnostic Screen while surging is underway The Limit Flag s changing state in synchronization with the surging will indicate the gain settings of interest All gain settings are global parameters and so will be shared across presets In legacy mode slow limiting correction can also occur if ThrO gt MinOutput or ThrO gt MaxOutput are set far from the desired values described earlier i e default settings may work but suboptimally This can cause correction delays as the CA limiting voltage takes time to change across the dead zone between the actual and optimal settings This problem mode can be identified by examining the Throttle OUT voltage on the Diagnostic Screen and watching if there is excessive change with no apparent effect on bike power followed by the desired correction If necessary adjust the ThrO parameters as described above 5 1 Current and Power Limiting Current and Power Throttle For these modes reducing the related gain setting minimizes overshoot and dampens oscillation while excessive reduction leads to sluggish response Adjustment is straightforward Here are specific recommendations for each gain setting Grin Tech V3 web page AGain Feedback gain for the current control loop Generally it should be increased until you start to feel the current limit being rough or
58. oscillating and then scaled back about 30 WGain Same story as A Gain above only now applied to the power limiting feedback loop It may also be worth a small gain adjustment if the bike appears to ride smoothly but the Amp Watt displays fluctuate widely around the limit setting over under fluctuations should be modest and easily tracked by eye 5 2 Speed Limiting Speed Throttle Here is a summary of the three speed related gain adjustments Grin Tech V3 web page IntSGain Integral feedback gain for 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 PSGain Proportional feedback term for speed control loop Displayed in terms of Volts mph or kph So if it is set to 0 5V kph then for each km hr you go above the speed limit the throttle output will immediately drop by 0 5V DSGain Differential feedback term for speed control loop This is used to dampen oscillations from speed limiting Because the speed PID controller tries to anticipate limiting situations before they occur the some vehicles may experience cutouts during hard acceleration The problem arises as the vehicle rapidly accelerates toward the speed limit and the Cycle Analyst preemptively reduces the throttle to avoid overshoot even though the limit has not yet been reached This cutout symptom is an indication that the DSGain setting is too high too much
59. preset with a reduced limit so that less restricted throttle output is readily available in other presets 2 Torque sensors provide proportional assist and are specially supported by AUX Pot To configure e Set Aux gt Function Limits e Set Aux gt ScaleLim Pas Level This will cause the control knob to scale Trq gt AsstLevel 0 100 of the configured value of Watts per Newton meter reducing the number of assist Watts provided for each Nm of torque Please see Appendix D Tips and Tricks for an alternate means to install an Assist Level control for PAS cadence sensors Thun Specifics Grin Tech provides a compatible Thun X Cell RT digital bottom bracket with the proper connector to mate with the CA TRQ PAS JST 5 The connector wiring is as follows A PAS CA PAS Pin CA Desc Power 7 16 Thun Gable to GA TRO PAS Wining The Thun X CELL RT digital generates 8 pulses per rotation and has a power requirement of 7 16v at 20ma The nominal zero Nm offset is 2 5v and the max torque is 200Nm at 4 5v The RPM and Dir signals are quadrature encoded as cosine and sine waveforms respectively 6 6 Temperature Sensor Thermistor 1 aa NTC Yellow Cycle Analyst 3 Rev 2 h ebikes ca Serial Thej sigtor Potentiometer Throttle Torque Sensor D o 000 000 96006 3 Bu POT o su Thi dv G PAS Dir Tro H e G 1 Grin Tech This is the input for a temperature signal The pad has a precision pull up resistor
60. q gt AsstLevel times the detected torque e If throttle is applied it operates normally and disables PAS 2 AND modes The throttle is enabled without pedaling at speeds up to PAS gt MxThrotSpd At higher speeds pedaling is required to enable the throttle These modes in conjunction with PAS gt MxThrotSpd can provide compliance with a variety of pedalec legal requirements 1 RPM amp Thot in this mode there is no PAS power assist e Below PAS gt MxThrotSpd the throttle is enabled and operates normally e Above PAS gt MxThrotSpd if pedaling is detected the throttle is enabled 2 Trq amp Throt e Pedaling without applied throttle results in proportional PAS assist power according to Trq gt AsstLevel times the detected torque e Below PAS gt MxThrotSpd the throttle is enabled and if applied operates normally and disables PAS e Above PAS gt MxThrotSpd if pedaling is detected the throttle is enabled and if applied operates normally and disables PAS Live Data There are two Setup preview screens for PAS support the PAS Sensor screen for the RPM and Dir inputs and a second screen for Trq the proportional voltage torque input Both show live data as in the illustrations to the right The small up down arrows on the PAS screen show the hi low state of the RPM and Dir inputs The torque input voltage and equivalent converted L P torque value are shown on the Torque Sensor screen Pressing a Live Dir Hi Lo pedal with
61. rawing power from the CA High Voltage Monitored Voltage Monitoring 500v Max Cycle Analyst 3 Rew 7 Serial 16 i CYT er Throttle ebiked ca 66 F P J 9 su POT o lisy Thi E Pal gt Oo CE ove solder bridge from o middie Bbottom pads to middie fop pads to enable Vex input T dg O41 PUL am3euue bapg 138s1g V powers CA and accessories not monitored HIH 2 High Voltage Operation Voltages up to 500vdc may be monitored by redirecting the CA voltage measuring functionality from the power supply V PCB pad to the Vex pad The V pad continues to supply CA power Locate the three adjacent solder pads shown above and relocate the solder bridge from the middle bottom pads to the middle top pads With this modification the V pad only supplies power while the voltage sense input is taken from Vex and external divider instead of V and on board divider Note Rev 2 boards may have an SMD capacitor hand soldered from C11 to the middle bottom bridge pads Remove this capacitor An external resistor divider must be provided as shown to scale the monitored voltage to 0 5v with R1 limited to no more than 10K Set Cal gt VScale to the voltage scaling ratio R1 R2 R1 For instance if R1 R2 4 7K 220K then Cal gt VScale 224 7 4 7 47 81v v for a maximum monitored voltage of 5v x 47 81v v 239 05v Fine tune Cal gt VScale as needed so the V3 volta
62. rd current for devices like the LM335 to give reliable linear response while giving good sensitivity for 10K thermistors in the 80 100 degC temperature range 6 Ground Reference It is recommended that the thermistor ground be tied to the provided CA PCB Gnd pad and not be shared with other devices This policy minimizes unwanted voltage offsets between the CA and thermistor grounds which will affect the measured sensor voltage For example temperature errors can occur where a motor temp sensor shares a Gnd lead with hall sensors controller Gnd and a high current headlight is run from the CA external power jack causing the CA ground reference to rise slightly above that of the controller 7 Jitter Some display jitter is not unexpected but does not adversely affect measurement accuracy or limiting functions The jitter is due in part to the absence of display averaging in firmware through B22 Excessive jitter may be reduced by soldering a monolithic 0 47uf capacitor across the thermistor NTC and Gnd pads However firmware alterations planned for B23 should eliminate visible jitter and make the capacitor fix unnecessary 6 7 High Voltage Vehicle Support 1 Grin Tech Battery Power V This is the V supply of the battery pack used both to power the CA and also to sense the battery voltage The maximum supply voltage with no accessories is 150V but this must be derated if there are other devices Torque Sensor Input Throttle etc also d
63. rottle scaling instead the a Aux gt ScaleLim CurLim oe Aux POT 70 separate Aux POT limit imposes a ceiling dead zone above which further throttle rotation has aq 50 no effect This causes an operator throttle u 0 go on dead zone identical to that produced by 5 40 the simple limiting of legacy mode V2 E 30 ae F operation TEET Aux POT 20 ae dead zone 5 Electrical Characteristics To avoid a 10 affecting external resistor dividers the 0 7 Aux POT input is the only input that does 0 40 20 30 40 50 60 70 80 90 100 not have a pull up or pull down resistor Percentage Throttle on the PCB The applied impedance o o should be no more than 10K for the A D Dead Zones Different Throttle and Aux POT Limit Types converter to achieve full 10bit accuracy 6 4 eBrake eBrake 1 Gnd Black 3 4 EBK Blue Cycle Analyst 3 Rev Z2 P ebikes ca Serial Thersister Potentiometer Throttle _Terque Sensor Tti TG 8 0 18 60 Q E H G SY POT G BY Thi Eiki r ieg Hep 1 Grin Tech This input has an onboard pull up to 5V to be used with an ebrake cutoff switch When the signal is shorted to ground the CA thinks that your brake levers are depressed and forces the CA s throttle output to OV 2 Device Connection If you have simple throttle cutout on ebrake then you may connect your ebrake to the Cycle Analyst using the connector illustrated above This will work in either new or legacy modes However
64. should be tied to Shunt The optional CA SA external molded shunt follows this same policy Controllers with an internal shunt normally tie controller Gnd to Shunt and so likewise tie CA Gnd of the controller CA DP connector to Shunt Connect the shunt and console CA DP connectors as done with the controller connector in Step 1 above 4 Installation with CA DP S and RC ESC Electronic Speed Controller Wire the ESC using the preceding technique for an external high current shunt If the current is 50A or less the CA SA molded shunt module may be used instead in which case wire the ESC as in the preceding CA SA section In either case also wire CA DP 6 ThrO to the ESC Servo Pulse Input This connection is available on the CA SA molded shunt breakout cable as the green wire If the ESC has no on board BEC Battery Eliminator Circuit then the yellow CA DP 5 connection for SP input can be re purposed to utilize the CA 5v supply as the BEC e On the controller end tie CA DP 5 to the ESC BEC input This connection is available on the CA SA molded shunt breakout cable as the yellow wire e On the CA end tie the yellow CA DP wire to either the Throttle or AUX Pot 5v PCB pads If working with a CA DP instead of CA DPS it will be necessary to first unsolder the yellow wire from the CA PCB SP pad under the brown square polyfuse CA DPS RG Cycle Analyst 3 Rew 2 ebikes ca jerial Thermistor Potentiometer Red v
65. t Speed Throttle control until the Sp pulses are arriving with adequate frequency 2 Add more spoke magnets These need not be placed exactly evenly Each magnet generates a speed update reducing the ground speed necessary to achieve adequate pulse frequency As few as three or four magnets will give good results Additional magnets may be ordered from Grin Tech 6 2 Auto Cruise Control The cruise control feature is firmware only The option is enabled by setting ThrI gt AutoCruis from Off to one of several preset hold times This is a preset specific parameter that determines the period of time that the operator throttle must be held stationary to engage auto cruise The ThrI gt CruiseHld parameter determines the allowable voltage variation for the operator throttle in order for it be considered held stationary for the AutoCruis period When auto cruise engages a second blinking ghost indicator appears on the throttle bar graph at the set cruise level The normal solid slider continues to move with the throttle The appearance of the blinking slider gives a visual indication that cruise is engaged and the throttle can be released AutoCruise Throttle Indicator Auto cruise disengages when ebakes are applied or when the operator throttle is moved in the direction of WOT regardless of its present position Auto cruise can be used with any throttle mode PassThru Current Power or Speed 2013 03 14 1200 B
66. t be common with the CA ground If the converter is isolated then the negative converter output connection must be tied to Vbatt to defeat the isolation See Appendix D Tips and Tricks for additional DC DC converter information 6 9 Serial Data Port Serial CEON Tip RX Green Ring E 2 Data Sleeve _ TA Red Gnd Black Cycle Analyst 3 Rey 2 ebikes ca Thereister Potentiometer Throtte E TG u POT 6 5U Thi G E NTE 6G SY PO 5U Thi Tep 1 Encoding Signal Levels The Tx Rx serial ports operate at 9600 baud with 8 bits 1 Stop bit and no parity at Ov 5v TTL levels 2 Live Data Stream In normal operating mode a serial data stream is transmitted from the serial port This stream may be captured by a Cycle Analogger or similar device there is no handshake and contains TAB separated data as described in the following table The data rows are sent periodically at the rate configured by Pref gt RS232 Col Headin Description g 1 Ah Amp hour 2 V Voltage 3 A Amperes 4 S Speed 5 D Distance 6 Deg Temperature degC 7 RPM PAS RPM 8 HW Human Watts 9 Nm Thun Newton meters 10 ThI Throttle In Voltage 11 ThO Throttle Out Voltage 12 ACC Acceleration 13 Lim Limit Flag Characters 3 Interface Cable The standard Grin Tech CA V3 programming cable pn CA3 USB is an FTDI TTL 232R 5V AJ and is best ordered with the CA V3 to facilitate fir
67. t shows throttle input and output voltages as well as an array of flags that indicate which of the limiting parameters are presently in play and restricting controller power E r Limit Flags Vbatt Amps Speed Other Setup screens display real time data values of related input CASG SOSEN parameters This allows the signals from throttle 3 position switch PAS and temperature devices to be inspected without external test equipment The display to the right shows the voltage from a custom external PAS assist level adjustment knob Live Vpot Limit Mode Aux Pot with PAS Limit Knob 1 2 6 Throttle Enhancements The V3 provides three means to enhance throttle operation e throttle controller voltage matching e throttle ramping and e alternative feedback based throttle modes 1 Throttle dead zones and motor creep occur when the throttle output voltage range is not identical to the throttle input range of the motor controller The Cycle Analyst provides configuration options to match the requirements of these two devices without additional test equipment 2 Configurable throttle ramping provides a means to ease the application and removal of controller power This is of particular value to vehicles with powerful motors or with motors drivetrains containing gears clutches chains etc Ramping is universally applied to the generated Throttle Out signal and so affects all operation not just the operator throttle This feature can make the
68. tage level adjustments is to match the output of the operator throttle with the controller throttle input as illustrated below This minimizes throttle dead zones ensures that WOT achieves maximum controller output and ensures that the controller is completely shut down at zero throttle These are one time adjustments and once made should never require alteration Throttle voltage adjustments are not designed to adjust controller power although misadjustment can reduce power ov ov Theri gt Fault Volt WOT Thrl gt MaxInput ThrO gt MaxOutput Max Operator Controller Throtie Throttle Out In Min Thri gt Mininput ThrO gt MinOutput ZERO Ov Ov Normal Throttle Translation ws Thrl gt FaultVolt WOT L Thri gt Maxinput ThrO gt MaxOutput Max Operator Controller Throttle Throttle Out in Min Thri gt MinInput ThrO gt MinOutput ZERO T Ow Ov Out of Range Input Translation Voltage Range Mapping Operator Throttle Output ThrI to Controller Input ThrO The left figure above illustrates how the CA parameters are set near but not exactly equal to the related throttle controller values to ensure effectiveness in case of small mechanical and electrical variations with time and temperature For instance ThrI gt MaxInput and ThrO gt MaxOutput are adjusted so the CA detects max operator throttle slightly before true WOT and accordingly delivers a bit more than the maximum controller input The right figure above illustrates
69. termine how well it has done in achieving that target It then adjusts the controller throttle in a closed loop to cause the output to track the desired rider throttle input Because the load is reflected through the motor back to the shunt the CA will maintain the target current regardless of changes in terrain In this mode any unpleasant non linearities in the controller motor curves are of little consequence as adjustments to achieve the desired output are exclusively the responsibility of the CA not the Throttle Out 1 hrottle In Throttle In gt Motor Controller rider Voltage provides For example in the case target setting for Bed Ey of Current Throttle if CA to achieve aidai a PLim gt MaxCurrent is set to 50A as 0 100 of then WOT is 50A Assuming the limit parameter Closed Loop Current Throttle rider throttle is more or less linear adjusting the throttle to 10 rotation yields a predictable controller output of 10 of 50A or 5A The table below shows the available throttle modes all but Pass thru are closed loop The columns show the feedback source and the relevant parameters for each mode of operation To get the smoothest and most consistent operation it may be best to set the other limits as loosely as possible i e set as true max safety limits so only the single throttle limiting parameter is generally in play Pass opm me na na Past na Shunt Current PLim gt MaxCurrent _PLim gt A
70. the main status screens using both buttons in hot swap mode 1 Select Mode Presets by holding the left button then tapping the right to sequence though presets 2 Select Battery Presets by holding the right button then tapping the left to sequence though presets Mode presets may also be selected by means of a custom external preset switch see 6 3 Auxiliary Pot The CA can be configured to power up with the either a fixed default or the mode preset in effect when last powered down Historical battery statistics see Status Screens below are accumulated independently for each battery preset By assigning a separate battery preset to each battery pack unique historical data will be available for individual packs 2 3 Screen Summary Although the images in this section were accurate at the time of publishing they may become dated because of firmware updates and are presented only to illustrate general content style and techniques 2 3 1 Setup Screens The setup screens are divided into sections each prefaced with a section preview screen The preview screens typically show an abbreviated summary of important parameters within the section Live data appears in red 1 2013 03 14 1200 B22 5 39 Unofficial CA V3 User Guide Some preview screens display live data which can be identified by rapid blinking or flickering of the displayed value These screens are generally self explanatory but certain display features
71. tional switching supplies such as the Mean Well APV 12 15 15v 0 8A are available off the shelf from suppliers like Mouser for about the same price When using these isolated AC supplies it is necessary to jumper the output negative connection to Vbatt to defeat the isolation and provide the common ground required by the Cycle Analyst C 3 DIY PAS Sensor Adding Direction Output to a PAS Wheel An effective PAS cadence sensor can be fabricated by affixing magnets to the front sprocket and placing two speedometer wheel pickups next to one Nn LI another Wire the pickups to the Cycle Analyst RPM and Dir inputs RPM Similarly adding a second reed switch or hall pickup to a simple PAS wheel will provide direction information m TT ro r ir To determine pedaling direction the two pickups must provide a quadrature signal similar to that of the Thun BB Arrange the pickups so that the RPM and Dir signals have the relationship shown to the right when the crank is turned in the forward direction Quadrature RPM Dir encoding for Fwd The hi lo signal states can be determined by using the PAS Preview screen and examining the small arrows as the crank is rotated see Setup Screens Configure PAS gt Quadrtr Enabled C 4 PAS Assist Control without AUX Pot DIY Virtual Torque Sensor For ease of use an AUX Pot limiting knob is almost a requirement when installing a PAS cadence sensor This is problematic for builds where use of AUX Pot
72. ttle cable and then entirely sleeved with heat shrink C 2 DC DC Converters Builds involving the Cycle Analyst may require a DC DC converter to either power accessories or the CA itself An ordinary AC switching power supply can be viewed as a DC DC converter with an EMI filter and full wave bridge on the front end These will run nicely on DC AC supplies are typically rated 90 240vac but the voltage specification reflects standard mains international voltages not the actual limits at which the supply will operate reliable operation at 50vdc and lower is not uncommon Because of production volume these supplies provide an economical source of quality wide range DC DC converters Automotive motorcycle 12v accessories actually expect 13 8v and will operate without difficulty 10v 16v This makes 15v power supplies an ideal choice although 12v models are acceptable at the lower end Choosing a supply to power the Cycle Analyst or Thun that is also compatible with automotive components allows secondary use for LED lighting GPS and phones This strategy of sharing the automotive accessory power with the Cycle Analyst is not recommended for truly high voltage vehicles see High Voltage Vehicle Support Common netbook and laptop supplies have waterproof packaging and cost about 10 For example the Toshiba ADP 60RH laptop supply provides 15v at 4A Netbook supplies are smaller and are a good choice where only an ampere or so is required Conven
73. ture encoding in concert with the RPM signal PAS rings are available with varying numbers of poles typically less than 12 The more magnets or pulses per wheel rotation the faster the CA can detect and react to start of pedaling Note The PAS sensor must have a pulse output Sensors providing a throttle compatible analog voltage output cannot be used PAS wheels typically do not have a direction output to detect pedaling backwards although some may instead only send pulses pedaling forward See Appendix D Tips and Tricks for a means to add a second pickup to simple PAS wheels to discriminate direction 3 Sensor Power Certain PAS cadence sensors utilize hall sensors instead of reed switches These sensors require a 5v supply which may be obtained by various means e A 5v tap may be added to either mating JST connector for CA throttle or Aux POT e The white 10v power lead of the CA TRQ PAS connector may be re purposed by relocating the connection to either of the Throttle or POT 5v pads of the CA PCB e A 5v tap may be added to the mating JST connector for the controller throttle IMPORTANT THUN Power Requirements Please pay particular attention to the current limit of the CA 10v supply when powering a Thun or similar sensor Higher battery voltages require the use of an external DC DC converter to power either the THUN or the Cycle Analyst Please inventory the total CA current requirements and choose an appropriate power strate

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