RHF55 compressor map

WB projects said:
Don't want to create drama but you "poo poo" my charging set up with the BMS and I did it anyway and it work fine.
Sometime I don't like the way other solve their shaft to impeller problem in the perspective of a machiniste, but at the end, you make your set up and if it work, it work!
He's trying to give you infos and datas, he's not saying that is a super bad idea
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People can do what they want.. in this topic you can run oil or no oil...

I can't remember the bms discussion ..
But i think from memory you were charging through the BMS but not discharging through the BMS.. which means you have no protection for under voltage.

People can run with a BMS or not .. People can run with or without a active balancer..

All will "Work"... The only discussion is how reliable will it all be in the long run and if that even matters.
 
Personally i feel it's healthy to have for and against discussion on these things.
It's good to inform people on the pros and cons of various things.
Then the individual can make an informed decision.

For my self while i know the best option is to run a full BMS for my LTO's.. If i run an active balancer and dont over charger them and dont over discharge them i should be fine.. That is probable if i under charge then and dont over fatten them.

However without a BMS monitoring each cell there is no way to actually be sure of this..
For LTO's life is is simpler than Lipo' lifepo4's because it doesn't seem to really matter if you do over charge or over fatten them.
 
When i burnt my vesc earlier i did not have my bms connected, it was a stupid idea because my bms is reprogrammable and i can set the max current what i want, soo just to test i could have set a 30A max then the bms just cut the power. There was a max in the vesc set as well but it went somehow into selfdestructive mode and did not care about the max :)
 
When I go into something like the long oil-less diatribe, it's not to put anyone down; it's more to explain my thought process, usually before I do things. I'm not always right and am eager to hear any opposing viewpoints - since you don't really learn anything from people agreeing with you. That's also why I'm so interested in other's people's progress and problems - both to try to help and to learn from their experiences. The problem with the internet, particularly in forums, is that tone doesn't come across, and people can sometimes mis-read things. I think that's understandable, but we're all here for a common cause, and I try to bear that in mind myself.
 
AlexLTDLX said:
When I go into something like the long oil-less diatribe, it's not to put anyone down; it's more to explain my thought process, usually before I do things. I'm not always right and am eager to hear any opposing viewpoints - since you don't really learn anything from people agreeing with you. That's also why I'm so interested in other's people's progress and problems - both to try to help and to learn from their experiences. The problem with the internet, particularly in forums, is that tone doesn't come across, and people can sometimes mis-read things. I think that's understandable, but we're all here for a common cause, and I try to bear that in mind myself.
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No worries, at least from my side ... internet hardened here 😝😝😝

I actually never feel offended or similar ... I know that we all come from different experiences and perceptions ... different histories.

I have learnt a LOT here ... and at the same time sometimes my gutt feeling was telling me "careful, needs second thaught.

I terms of efficiency of course the "shortest path" for converting power from electrical to mechnical IS the right way. But I just trying to circumvent some pitfalls because I don't see the single shaft solution in MY reach. And certainly the coupling problem taking HIGH rpms and slight misalignment into consideration is far from solved "for ME again".

Therefor the mounting plate, belt pulley(s), tensioner to standard Supercharger still seems to circumvent a few obstacles (yes, leaving some efficiency on the table BUT allowing for some experiementing with different Motors/KVs).

The oil bath ... a) because it seems that even the cool fuel cell chargers (one shaft!) seem to use it (in addition to liquidcooling!). and b) it would come for free and allows longer worryfree dutycycles. (would be a pity having solved everything including one shaft direct drive and then suffering from failing bearings in the real life usage)

Just trying to find a way around the wall we seem to hit ... a step back might be helpful.
 
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I think my next steps outside of the sledgehammer development will be to see how the VESC plays with the castle motor/belt driven P2 setup, an then try to go with a multi-motor geared setup.
 
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