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Thread: Kingston University / Ecotricity - TTZero 2012

              
   
   
  1. #21
    Senior Member jonescg's Avatar
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    Looks beautiful man!

  2. #22
    Moderator Nuts & Volts's Avatar
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    Man, Motoczysz better watch his back because, you guys are about to throw down!
    Last edited by Nuts & Volts; 16 May 2012 at 1854.
    Whats under my tank may shock you!!! R6 Build, Blog/, [/URL] OSU Current webpage

  3. #23
    Member castrophony's Avatar
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    Just to add some extra information about the powertrain which was requested recently; the motor for the IH11 is the Yasa 750 model, and for IH12 we're lucky enough to be given a prototype of Yasa's forthcoming 400 motor, which, according to their specs boasts 165kW @ 700V which should put it comfortably ahead of the Mission R in terms of on-paper performace when coupled with our pack and controller setup.
    The Sevcon unit we are using weighs in at around 18kg which is a serious lump but signifanctly better packaged than the item on IH11 which gave that bike it's distinctively fat-bottomed bustle. Rather than being square, the newer unit is roughly proportional to a sheet of A4 paper which you can see from the photos is much easier more convenient to package.

    With regards to chassis choice, there is a real case to be made for using a bespoke chassis. In terms of packaging, using a donor frame from an ICE sportsbike just does not make sense. The majority of such perimeter beam aluminium frames have been designed to package an ICE motor as a stressed member and can actually limit the implementation of some E-bike powertrain options.
    As a general rule, they are widest towards the front to accommodate the widest part of an ICE bike - it's bank of cylinders and the airbox which feeds them, and then tapering towards a relatively narrow swingarm pivot mount. For an e-bike, the contemporary use of the forward area behind the headstock is for a regularly (i.e rectangular) shaped battery pack and then a choice is faced to either modify the frame to accept motor setup or compromise ideal positioning with a motor placed on top of the pivot, thus complication the final drive arrangement. Whichever the chosen method, the compromise for the battery pack involves placing a sqaure peg in a round hole and either a smaller pack to fit the frame or a larger frame to fit the pack than is required. The ultimate solution is that an e-bike chassis must have a different layout to accommodate these requirements and that a transplant into an ICE chassis is only going to involve compromise somewhere.
    It will be interesting to see how chassis design adapts to meet the needs of e-bikes in the future, and how the home engineer and not the big manufacturers will drive this change.
    As Kevin Cameron said:
    The practical men of racing are too busy unloading their beautifully painted trucks to have much time for innovation; the theoreticians remain, as ever, divorced from practicalities, often ignorant of the real problems motorcycles confront

    The opportunity to come up with a bespoke solution for a chassis for an e-bike project is something to be grasped as an opportunity to help the drive toward better packaging solutions. It doesn't have to be a carbon monocoque to be groundbreaking at this stage, just practical enough to offer a better option for electric drivetrains.

    Simon

  4. #24
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    Quote Originally Posted by castrophony View Post
    The opportunity to come up with a bespoke solution for a chassis for an e-bike project is something to be grasped as an opportunity to help the drive toward better packaging solutions. It doesn't have to be a carbon monocoque to be groundbreaking at this stage, just practical enough to offer a better option for electric drivetrains.

    Simon
    I completely agree. One of the reasons (of many) your project is so interesting is the frame.

    I think that the registration issues of a home built frame will keep many people converting bikes for a long time but I imagine we will see the racing grids fill up with bespoke frames shortly.

  5. #25
    Member castrophony's Avatar
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    Sorry for the lack of recent updates, we've been flat out getting the bikes sorted for the Isle of Man, and here we are! Unfortunately yesterdays practice was called off because of the weather but our first outing will be Monday at 5pm.
    Some pictures from the last fortnight:
    The team with the bikes before we packed up and headed to the Isle of Man


    A snap of IH12. We love the paintjob and think it has turned out really well


    A tidy rear end was one goal for us


    Some final preparations:


    Our rider, Paul Owen, tries IH12 out for size


    Have a look at the TTZero teams thread for an update with pics of other bikes attending this year.

    Simon

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  7. #26
    Member castrophony's Avatar
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    The sour grapes update:
    So yesterday's practice was called off, understandably, because rain was closing in on the mountain. The down side of that is that all the teams lose out on a valuable run around the course, compromising the setup of new bikes on race day as a result of less testing. the race officials first of all suggested having two practices on Monday, however this is hardly practical for most if not all teams as the bikes take 5-9 hours to charge (wild guess average). That would mean going out first thing and in the evening, however the Supersport ICE race is at 1045 and is televised so can't be moved.
    This afternoon, a meeting of the teams and race officials discussed options, and the result is that tomorrow's practice will go ahead at 1630 with an option to bring it forward to 1200 to fit in between the Supersport and Superstock at 1400. The twist is that it willl consist of two 45 minute sessions rather than one 30 minute sessions and give the possibility of a bike completing two laps. Obviously, the TT Zero bikes can't do this on one charge (not at race speeds anyway) and the only way to take advantage of this would be to have two bikes and one rider; the only team with this capability is Mugen with their twin Shindens. This means that McGuinness will complete a lap, pit, swap bikes and then head out on a fresh bike, giving Mugen twice the race data which is so valuable.

    The weather is looking good for tomorrow, so we are looking forward to our session; we will also be trying to squeeze in a testing session at a local short track (Jurby) on Tuesday. For us, the benefit will be to slowly build up George's speed on the bike. Since having the motor out and sent back to Yasa for inspection, they have (somehow) unleashed it to deliver 900Nm peak torque and continuous power at 130kW. This new and unknown impact on the battery usage is compounded by the dash readout for battery usage which has not been calibrated to accurately reflect remaining usable power. The only way to calibrate this essential rider aid is to cycle the pack, which is what we missed out on yesterday.

    Here's to sunshine and success!

    Simon

  8. #27
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    Thank you for the updates! You are the only good source for TT Zero news in the world.

  9. #28
    Moderator Nuts & Volts's Avatar
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    900Nm dayum, 130kW double dayum. You trying to do a 150mph lap or something haha. I am sure you're talking about the Yasa 750, but that is awesome news that they are able to push that much power. Is this with the Sevcon size 8 or size 10? Anyways put that power to the ground and I can't wait to see some video and results

    Thanks for the updates!
    Last edited by Nuts & Volts; 03 June 2012 at 1755.
    Whats under my tank may shock you!!! R6 Build, Blog/, [/URL] OSU Current webpage

  10. #29
    Senior Member jonescg's Avatar
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    I am considering moving to the Yasa after reading these posts! Best of luck with it you guys!

    Chris

  11. #30
    Member castrophony's Avatar
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    Blue skies, bikes packed, good breakfast and a brew; today's loking good!

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