The motor of the series 1 vehicles was a permanent-excited direct current motor with high efficiency, but for European conditions too little performance. With this motor the range with the 90Ah battery was 70km far. Unfortunately the performance of 1kW was not sufficient. The engines had temperature monitoring, unfortunately came up I in Stuttgart few the mountains at the piece. Despite temperature monitoring my engine gave up after 10000 km with coil shorting. Another problem was the relatively short brush life.
A re-equipment of an old vehicle with the new motor is possible, along with the new motor control.
Despite the difficulties it would be nice if today's City- el had a motor with this good efficiency.
The motor is a so-called Compound motor, a mixture between series and shunt-wound electric motor.
The topic performance in the e-mobile seems to be still something gray area, since almost still nobody looks through. In the vehicle label plate el 2.5 KW is the nominal power output of the engine. According to vehicle identification plate 2,5kW in the operating mode S2 60Minuten long. The engine needs a cooling phase after 60 minutes with full performance - theoretically. In practice, the batteries cannot supply this much current for so long, so that the engine cannot overheat.
On the vehicle identification plate of the motor it says 90A and 36Volt, this multiplied give 3,24kW, this is the nominal consumption performance. The current limiting board allows 130A x 36V=4,68kW. The open circuit battery power limitation is 200A x 36V=7,2kW. Thus available performance has little to do with the vehicle identification plate data.
Differently than with the verb racer vehicle with el max. motor performance is required not with the maximum speed, but only when starting and mountain driving. The Compound motor el draws the highest current at start up and reduces then at rising number of revolutions, by rising armature voltage its capacity. The maximum starting torque of the engine is 70Nm (!)
The engine connections are defined at the engine.
|A1||Start of anchor link coil|
|A2||End to anchor link coil|
|D1/E1||Start of series + Compound winding|
|D2||End to series circuit coil|
|E2||End to Compound winding|
With the 50km/h version into the compound winding port E2 a " speed resistance " (2“hm/50W) is switched.
For the technicians: A magnetic field is produced by lining up and shunt winding, which affects the anchor. To the armature voltage Ua=I applies * to n *. I.e. the armature voltage is dependent on the current by the anchor flows, the engine speed and the field that the anchor affects. Now by power-off of the Compoundwicklung off if the field performance is reduced, then also the voltage and thus the resistance of the engine induced in the anchor are reduced. The engine pulls more current and increases its number of revolutions. In addition, the lower the field performance, the more highly will the number of revolutions, the lower becomes the starting torque! In extreme cases the anchor goes into the saturation, i.e. it cannot transfer the increased current flow any longer and warms up only. The compound winding ensures also for the fact that the engine in the no-load operation (belt break) does not go through.
An official re-equipment of a 40 km/h vehicle to 50 km/h is possible.
This modification is caused by that into series to switch a high load resistance with 22 and 50 Watts into the compound winding. The resistance must be installed on a heat sink. In practice it is installed on or in the aluminum engine mount. There is already drillings for attachment available.
When wants to keep full starting torque, you can switch out the resistance. A fine alignment of the speed can be made at the speed potentiometer of the current limiting circuit board.
They will notice that the resistance costs only a few Mark during the 50km/h version with new purchase equivalent some 100 DM more expensive is. That comes along that so a modification is eintragungspflichtig and is removed from the TUEV. It depends now on how much the people have experience with the TUEV. The vehicle must be probably demonstrated. If the modification with the resistance is well-known, it does not go off without test run, otherwise. It still vehicles continues to give to be exchanged with those the fork of the front wheel suspension must, if on the heading no 50 there is hit. They can check that in that you for the cathedral of the front wheel suspension the rubber cap to decrease, there must the " 50 " be visible ".
|Battery voltage||Compoundanschluss E2|
|[ V ]||Disconnected||Speed resistance in line||Directly Wired|
|36||40 km/h||50 km/h *||63 km/h|
|42||45 km/h||56 km/h||68 km/h|
|48||50 km/h||60 km/h||70 km/h|
* 50km/h version must be resistered
All speeds over 50km/h are not any longer permitted (this is peculiar to the German Department of Motor Vehicles - RRY)
Manipulations may lead to the loss of operating permit and a ticket.
Motor Data sheet (162kB)