Bafang m510

[patdam]

Does m510 have cadence sensor or torque sensor?

the 2

 

[WalterP]

the 2

So both? Why does it feel like it's only cadence? I've ridden few m510 bikes and they all feel like giving same assistance no matter how much pedal pressure.

Can this be tweaked in BESST?

 

[Dado]

So both? Why does it feel like it's only cadence? I've ridden few m510 bikes and they all feel like giving same assistance no matter how much pedal pressure.

Can this be tweaked in BESST?

It has both sensors.

It is strange you dont feel the difference in assistance. Is much much better comparing to M500 or M600. Check for the settings of controller if all good.

 

[Dado]

Which app and hardware are you using to connect to the motor here?

I also have an M510 and need to update these settings.

It is Go+ app over some Bafang display with BT. For example DPC245 or DPC080.

Just you still wont set Assistance level % over GO+.

Check K1 Flash, simple and works without passwords. www.k1ebikes.com

 

[Alexniks]

Greetings to all EMTB bikers, I scrolled through the forum and could not find a suitable solution, maybe I missed it. I ask for help and am ready to share my experience.
At the moment I am testing the operation of the m510 and m820 engines on different firmware and on different batteries, and during the testing process a problem arose with non-original batteries on the m510 that do not have can-bus coordination with the controller, roughly speaking, the engine control controller only sees the battery voltage and that's it. During the trip, when the battery charge level reaches 20%, the engine turns off along with the display. According to my thoughts, this is due to the fact that at this battery charge level, the controller sends a request to the battery to reduce the output power, i.e. current, to which the battery does not respond and the shutdown occurs. However, there is a nuance, after some time, about 5 minutes, I turn on the display again and the display screen already shows a charge of 5%. I have a question about how and whether it is possible to change any parameter to reduce the power limit threshold, since this function works and was tested on the m820 engine with the original battery. When driving on the M820 engine, the power limitation was 20% in the 100 watt boost mode. At the moment, the only way to cheat this limitation, in my opinion, is to reflash the M510 engine with a 48-volt battery with a 43-volt firmware, thereby changing the operating range of the engine through voltage: Battery 0-100% - voltage 50 - 36 volts. Or can you tell me what parameters in the program can be changed to get rid of the problem of power reduction when the battery charge reaches 20%.

 

[Dado]

Please do not make up things. There is nothing like "controller sends a request to the battery to reduce output power". Battery can not regulate output power, controller is regulating power to the windings. We have enough of untrue on this world, so please stop this, especially at technical field.

Controller is estimating battery percentage just from battery voltage (when you dont have battery with CAN communication). It is like this with bafangs since beginning.
Yep, shouldnt be swittching off suddenly at 20% - I guess some non quality battery, you get a big voltage drop and then BMS is tripping. Does it happening when you press throttle or you start to push into pedals on PAS 5?
Bafang SOC % estimation method is not much accurate, dont be surprised when percentage is jumping.

With undervoltage, controller should not hard shut down, but should give you undervoltage error message.

43V firmware and 48V battery - you will be sucking battery even lower and should behave same.

 

[Alexniks]

Please do not make up things. There is nothing like "controller sends a request to the battery to reduce output power". Battery can not regulate output power, controller is regulating power to the windings. We have enough of untrue on this world, so please stop this, especially at technical field.

Controller is estimating battery percentage just from battery voltage (when you dont have battery with CAN communication). It is like this with bafangs since beginning.
Yep, shouldnt be swittching off suddenly at 20% - I guess some non quality battery, you get a big voltage drop and then BMS is tripping. Does it happening when you press throttle or you start to push into pedals on PAS 5?
Bafang SOC % estimation method is not much accurate, dont be surprised when percentage is jumping.

With undervoltage, controller should not hard shut down, but should give you undervoltage error message.

43V firmware and 48V battery - you will be sucking battery even lower and should behave same.

Dado, thanks for the answer, I did not want to spread my incorrect conclusions about the issue of communication between the controller and the BMS. Having examined a non-original battery, I found that it has a BMS and I understand that this BMS already has a program for its operation, i.e. the range of voltages and currents for cutting off the overload of high and low voltage. Do I understand correctly that if you use a modifier or firmware editor to find and change the parameters responsible for disconnecting the engine at low and high voltage, you can change the operating range of the engine. i.e. if you flash the controller with firmware for 43V, install a battery for 48V, find these parameters in the firmware and change the operating range of 52V (100%) - 39V (0%), then I will be able to use the battery as efficiently as possible. And let's say if we want to control the battery cells separately (independently), you can install a Bluetooth-controlled BMS on the battery or, at least, one controlled by Bluetooth

 

[xtraman122]

Dado, thanks for the answer, I did not want to spread my incorrect conclusions about the issue of communication between the controller and the BMS. Having examined a non-original battery, I found that it has a BMS and I understand that this BMS already has a program for its operation, i.e. the range of voltages and currents for cutting off the overload of high and low voltage. Do I understand correctly that if you use a modifier or firmware editor to find and change the parameters responsible for disconnecting the engine at low and high voltage, you can change the operating range of the engine. i.e. if you flash the controller with firmware for 43V, install a battery for 48V, find these parameters in the firmware and change the operating range of 52V (100%) - 39V (0%), then I will be able to use the battery as efficiently as possible. And let's say if we want to control the battery cells separately (independently), you can install a Bluetooth-controlled BMS on the battery or, at least, one controlled by Bluetooth

All e-bike batteries will have a BMS, that’s what handles the charging process, balances the cells, limits the current output, among other things. CAN allows for the bike to communicate with the BMS to learn things like cell health, charge status, cycle count etc. It’s a communication path for the BMS to share what it knows with the bike.

Yes, generally speaking, if you flashed a motor with 43v firmware and ran it on a 48v battery you could run to a lower voltage than when it had 48v firmware, but there would be other implications as well I’m sure, including possibly having it hit high voltage warnings when fully charged.

 

[Dado]

Dado, thanks for the answer, I did not want to spread my incorrect conclusions about the issue of communication between the controller and the BMS. Having examined a non-original battery, I found that it has a BMS and I understand that this BMS already has a program for its operation, i.e. the range of voltages and currents for cutting off the overload of high and low voltage. Do I understand correctly that if you use a modifier or firmware editor to find and change the parameters responsible for disconnecting the engine at low and high voltage, you can change the operating range of the engine. i.e. if you flash the controller with firmware for 43V, install a battery for 48V, find these parameters in the firmware and change the operating range of 52V (100%) - 39V (0%), then I will be able to use the battery as efficiently as possible. And let's say if we want to control the battery cells separately (independently), you can install a Bluetooth-controlled BMS on the battery or, at least, one controlled by Bluetooth

No worries, I am just sensitive to technical nonsenses.

You right with the BMS functionalities. Basically it monitor cell voltage and currents and shutting off output when out of range. Usually BMSes are set to 2.6 to 2.8V per cell as undervoltage. (Dengfu battery is tripping at cca 2.8V per cell).

With the controllers you are right. General controllers you can set min and max voltage operation, max DC current, phase currents and many more params. Out of this voltage range, controller just goes into error. But this is not the case of Bafang controllers - here bafang is defining these values. And since we dont have source code of firmware you can not change it (maybe some magician can reverse bin file to assembler - but very timeconsuming ).

Usually Bafang controllers are taking one series cell up - so if you have 48V firmware, overvoltage is set to cca 59V, which means it will take also fully charged 52V battery. SOC battery % will be off though - as firmware still thinks you have 48V battery.
With this trick 43V firmware and 48V battery, you will get little more power. As lower voltage firmwares have defined more max current. M510 example: 48V firmware has defined max current 14A. 43V firmware has defined 16A. 36V firmware has 19A.

You can do what you want with smart BT BMS and set tresholds and everything (and there is like 30 parameters to set) , important is how is controller set and how deep allows you to discharge.

Check BBR - this device is simulating BMS CAN communication, correcting wrong SOC and also you can set how deep you want to discharge. I do not recommend go below 2.8V per cell - here battery is suffering and you are lowering charging cycles.
If I remember right, Tesla is discharging down to 3.0V per cell (when it shows SOC 0%) and then with "extra buffer" down to 2.9V per cell (talking about NMC batteries in Tesla).

 

[Freda]

and bafang thinks we should stop riding at 3.6V per cell..

 

[Dado]

Yes, it is strange, why they set it so high with non CAN battery. It is limiting power esince 3.6V and ends at cca 3.3V, but hard to get to 0%

With CAN battery it is little different, motor is taking into account only SOC % reported by battery, so depends how is BMS programmed, when is reporting 0%. Also saw firmwares when controller was switching when CAN battery was connected - power limitation from 10%, but with DYI battery limitation from 25%.

 

[aegidius]

Has anyone actually seen the SDK for display-to-Go communication that Bafang talk about in their C244/245 manuals?