I can hear the screams of "you should have told us" but what I am dealing with is a Fisher 37 which has about a 32,000 lb displacement. That is why I keep looking for any edge to get into the higher power realms. I'd most normally use the motors for around 30 minutes and very occasionally for a couple of hours. For ultimate flexibility I'd use a genset so as to allow for a more extended usage. Looking to the 360ibl and trying to figure how best to enhance it. Perhaps an as yet undeveloped 480ibl or doubling up on the 360ibls. Just speculating away. Which is the fun part.
From: Eric <ewdysar@yahoo.com>
To: electricboats@yahoogroups.com
Sent: Wednesday, September 7, 2011 3:37 PM
Subject: [Electric Boats] Re: belt drives vs directly coupled motor shafts and torque
Hi Michael,
Motenergy specs the ME0913 to 96V, so there shouldn't be a problem with that. Rather than trying to switch between different controllers, it's much simpler and more efficient to run with one controller that can handle your peak demand. You'll need to find an approriate controller, Sevcon offerings jump from a max voltage of 80V nominal in their Gen4 line to their big Gen4 Size 8 controller that is spec'ed from 128V to 400V, nothing from Sevcon in the 96V range for PMAC motors. But there are other controller manufacturers, it's just that Sevcon currently has a very good reputation in the electric boating world, especially with these PMAC motors.
For any high voltage (greater than 48V nominal) installation, you should look at ABYC publication TE-30 - ELECTRIC PROPULSION SYSTEMS, which is an addendum to the regular ABYC E11, AC and DC Electrical Systems on Boats that covers regular boat electrical systems.
The additional requirements for high voltage systems are not excessive, but they do add some complexity and cost to the design and execution of a safe marine DC system that is higher than 50V.
That is one of the reasons that many of the marine drive vendors focus on the 48V market. But personally, I prefer to keep my max amperage below 150 in a boat. So if I installed a drive system configured to exceed about 7.5-8kW, I would probably bite the bullet and move to higher voltage. However, that means that I wouldn't need to do that until my boat exceeded 16,000lbs displacement Building an EV, the current will often exceed 400-500A, my next conversion will probably be built for 1000A peaks, but the intermittant loads in a car are much more intermittant than on a boat.
Fair winds,
Eric
Marina del Rey, CA
--- In electricboats@yahoogroups.com, Michael Mccomb <mccomb.michael@...> wrote:
>
> I've just glanced around a bit and wonder what people would think of upping the voltage in the Motenergy 913 in order to get extra power from it? Obviously one would have to take some extra precautions with that voltage but perhaps with the throwing of a few switches that spliced in a different controller and reconfigured the batteries one could get extra power? I was thinking of temporary reconfiguring but in that event I guess the gearing would be wrong to a fairly great degree. Perhaps a permanent reconfiguring to 96v???Â
>
Motenergy specs the ME0913 to 96V, so there shouldn't be a problem with that. Rather than trying to switch between different controllers, it's much simpler and more efficient to run with one controller that can handle your peak demand. You'll need to find an approriate controller, Sevcon offerings jump from a max voltage of 80V nominal in their Gen4 line to their big Gen4 Size 8 controller that is spec'ed from 128V to 400V, nothing from Sevcon in the 96V range for PMAC motors. But there are other controller manufacturers, it's just that Sevcon currently has a very good reputation in the electric boating world, especially with these PMAC motors.
For any high voltage (greater than 48V nominal) installation, you should look at ABYC publication TE-30 - ELECTRIC PROPULSION SYSTEMS, which is an addendum to the regular ABYC E11, AC and DC Electrical Systems on Boats that covers regular boat electrical systems.
The additional requirements for high voltage systems are not excessive, but they do add some complexity and cost to the design and execution of a safe marine DC system that is higher than 50V.
That is one of the reasons that many of the marine drive vendors focus on the 48V market. But personally, I prefer to keep my max amperage below 150 in a boat. So if I installed a drive system configured to exceed about 7.5-8kW, I would probably bite the bullet and move to higher voltage. However, that means that I wouldn't need to do that until my boat exceeded 16,000lbs displacement Building an EV, the current will often exceed 400-500A, my next conversion will probably be built for 1000A peaks, but the intermittant loads in a car are much more intermittant than on a boat.
Fair winds,
Eric
Marina del Rey, CA
--- In electricboats@yahoogroups.com, Michael Mccomb <mccomb.michael@...> wrote:
>
> I've just glanced around a bit and wonder what people would think of upping the voltage in the Motenergy 913 in order to get extra power from it? Obviously one would have to take some extra precautions with that voltage but perhaps with the throwing of a few switches that spliced in a different controller and reconfigured the batteries one could get extra power? I was thinking of temporary reconfiguring but in that event I guess the gearing would be wrong to a fairly great degree. Perhaps a permanent reconfiguring to 96v???Â
>
__._,_.___
MARKETPLACE
.
__,_._,___
No comments:
Post a Comment