Cycle Analyst V3.1 Official User Manual

6.2.1 Metric / Imperial Units

The first item you may want to change in the speedometer setup menu is your preference for metric or imperial units. This is edited by pressing and holding the button, toggling to your preferred units, and holding the button again to save.

Diagram Description: Shows "Spd Units km" with "Hold Right Button to Change Units" and "Spd Units mi" with "Press to Toggle Between km and miles. Hold to Save".

One small detail: if you do change between miles and km in the future, your total odometer distance will not automatically update. If there are 1000 miles present and the units are then switched to km, it will show 1000km rather than 1598km.

6.2.2 Wheel Circumference

Accurate speed readings require an accurate wheel size. The default value of 2075mm corresponds to a diameter of exactly 26.0", but a nominal 26" wheel is rarely going to be exactly 26" diameter. The table below shows the approximate value for a number of common wheel sizes, but for best accuracy you should simply measure your wheel circumference directly with a tape ruler, or compare the CA's trip distance with google maps distance and adjust accordingly:

To edit the circumference, press and hold the right button until you see OK. The digit you are editing will be flashing, and short presses of the left and right buttons will cause the value to increase or decrease.

Diagram Description: Shows "Spd Circumf 2075 mm OK" with "Selected Digit to Edit" and "Spd Circumf 175 mm" with "Tap to Decrease" and "Tap to Increase Hold to Save and Next Digit". Text indicates "Hold Right Button Again to Edit Wheel Circumference".

When the digit is set how you like it, then press and hold the right button to save this and move over to the next digit. If you accidentally saved the wrong number, you can press and hold the left button to go back to the previous digit. Once the last digit is entered, the new value will be saved and you will be back to navigating the speedometer setup menu.

6.3 Setting Up the Battery

The next setup menu item is the battery configuration, which is used by the Cycle Analyst to generate an accurate State-Of-Charge (SOC) indicator. The setting information is summarized in the Battery setup menu.

Diagram Description: The "SETUP BATTERY" screen shows "Nominal Voltage Based on Series Cell Count & Chemistry" and "+370 Lion (A)", indicating "Two Separate Batteries (A&B) Can Be Configured" and "Battery Chemistry (Li-ion Most Common, but 5 Other Types Supported)".

The three most important parameters to enter for an accurate SOC indicator are the cell chemistry, series cell count, and approximate capacity. Additional options let you choose if you want to display average cell voltage rather than pack voltage on the main screen, whether to activate a low voltage rollback feature, and whether to activate two preconfigured batteries (A&B) rather than just one. See the Presets section 6.14 for more information on this.

6.4 Throttle Input Settings

These settings allow you to modify how the throttle input signal coming into the CA3 device is mapped to a throttle output signal going to the motor controller. The default values (pass-thru input of 1.0-4.0V) generally work fine with a broad range of ebike systems using hall effect throttles and there is little need to change them in order to have a working setup. However, advanced users may want to tweak the throttle settings in order to achieve specific behaviors.

The preview screen on the Throttle Input setup menu shows the actual throttle voltage that is measured by the CA device, and as you turn the throttle you should see this number increase from 0.8-0.9V to 4.1-4.2V, and the percent throttle indicator should go from 0% to 99%.

Diagram Description: The "SETUP THROT IN" screen shows "+0.890 00%Thru" with "Live Readout of Input Throttle Voltage. Should Increase with Throttle Twist" and "Input Throttle Mode (Pass-Thru Currently Selected)" and "Throttle % Based on Min/Max Mapping".

6.5 Output Throttle Settings

The throttle output menu contains the configuration details for the signal that the CA3 sends to the motor controller, including the minimum to maximum voltage swing and the maximum rate at which the throttle signal can ramp up or down. Many users with powerful setups will want to take advantage of throttle output ramp limiting to provide smoother acceleration and less kick on throttle engagement. Up Ramp values of 0.3 to 1.0 V/sec will smooth out the start, while higher rates like 6-8 V/sec give immediate responsiveness.

The separate PAS Ramp Rate allows a slower/smoother power engagement when pedaling, while still having a fast and punchy response to the throttle.

Diagram Description: Shows "Thro Up Rate 6.00 Vlt/sec" and "Thro→ PAS Rate 0.50 Vlt/sec" with arrows, labeled "Example setup with fast throttle response and more gradual power engagement from pedal sensor".

It is also possible to configure the Throttle Output to be a 1-2mS pulse style of signal instead of a varying voltage signal, which provides compatibility with RC speed controllers.

6.6 Setup Speed Limits

The speed limit menu contains settings relating to the Cycle Analyst limiting power based on the vehicle speed. This includes a maximum assist speed, a minimum speed for power to work, and even a maximum speed that only applies when the rider is using the throttle without pedaling.

Diagram Description: Shows "SETUP SPEED LIMS 45 kph" and "Speed Limit Setup Menu" with "Max Speed, Strt Speed, MxNoPd1SPd, Regen Lmts, PSGain, IntSGain, DSGain" and "Speed Limit Options and Parameters, PID Feedback Loop Gain Settings".

These features are most often used to make setups comply with local ebike regulations that stipulate maximum speed for motor assistance, and sometimes a different limit when pedaling versus just using the throttle. A 3 term PID control algorithm is employed in firmware to enable a smooth rollback of motor power as target speed is reached without oscillation. The default feedback settings work well for most ebike systems with common PWM controllers, but they may need to be decreased for powerful ebikes, or increased by a factor of 2 or 3 for ebikes running a torque-based controller like the Phaserunner or Baserunner.

The use of regen speed limiting is a useful feature for those who want a speed governor behavior when riding downhill. It enables the system to automatically enter proportional regen mode when the speed limit is exceeded without needing to activate ebrakes.

6.7 Setup Power Limits

There are many reasons for using a Cycle Analyst to limit the power of an ebike beyond the controller's native limits. This can be done to reduce stress on a battery cells for better cycle life, to extend the range you are able to get on a charge, to prevent inadventent overcurrent tripping of a BMS circuit, to limit the risk of motor overheating, and to reduce mechanical stress to drivetrains on mid-drive systems.

Power can be limited either with a battery current limit in amps, or a power limit in watts. Both have similar effect, though with an amps limit the power will decline as the battery depletes and drops in voltage, while with a watts limit it remains constant. In general, the use of an amps limit is most appropriate when the goal is protection of the battery pack, while a watts limit makes most sense when you are wanting to protect the motor or mechanical drivetrain.

When the CA device is limiting power because one of these limits is active, the diagnostics screen will capitalize the associated a or w limit flag. If the power output becomes jerky and oscillates at this point that it is a sign that the associated feedback gain term needs to be adjusted downwards until the behavior is smooth via the WGain and AGain feedback terms.

If no limiting is desired, then these limits can be left at their default high values (99 Amps and 9990 Watts) where they will not come into play.

6.8 Setting Up PAS or Torque Sensors

The setup of a PAS sensor involves telling the CA3 details of both the type of PAS device that is connected, as well as how to respond to pedal input.

The Setup PAS Device preview screen shows the state of both the digital PAS signals, with an arrow beside the letters 'P' and 'D'. When you rotate the cranks, either one or both of these should toggle up and down. If only the 'P' arrow toggles you have a 1 wire PAS sensor, while if both the 'P' and 'D' alter in succession you have a 2-wire (quadrature) sensor. The number of PAS poles should equal the number of times this signal toggles in one complete crank revolution.

Diagram Description: Shows "P and D Arrows Toggle with Crank Revolution" and "SETUP PAS DEVICE 2.47U 12.20" with "Scaled Torque in Newton-Meters if Torque Sensor Enabled" and "Torque Sensor Signal Voltage".

The preview screen also shows the voltage coming from the torque sensor. On most torque devices this will sit somewhere between 1-2.5V, and then either increase or decrease as you apply force on the pedals. With no torque sensor attached the voltage will rise to nearly 5V.

Configuring a basic PAS device involves setting the number of PAS poles and the fwd/rev direction sense. The correct setting for the Direction Polarity varies with installation, depending on whether the sensor is installed on the left or the right crank. If the CA shows a human RPM reading when the cranks are spun backwards and not when spun forwards, then the direction polarity setting needs to be flipped.

Diagram Description: A "Sensor Choice" list includes "Disabled, Basic PAS, Row Bike, Custom TRO, Thun BB, NCTE BB, Sempu BB, CyclStokr" with "Choose for Cadence PAS Sensor (No Torque)" and "Custom Configured Torque Sensor, Preset Torque Sensors".

With a torque sensor, the CA also needs to know the voltage when there is no torque on the pedals, and how this voltage increases with applied pedal torque.

Without that it will not show an accurate measure of the human power input, nor will it be able to scale the rider's pedal effort into a proportional motor power. Fortunately there are a number of preconfigured torque sensor devices in the CA3.1 setup menu which will preload appropriate default values for that sensor type. Most users can simply select their sensor type from the menu without knowing the specific signal details.

6.9 PAS Configuration

The Setup PAS Configuration menu determines how the CA3 responds to the pedal sensor input signals. There are three basic types of PAS control available.

• Basic (Pwr): In this mode, the CA3 attempts to produce a constant power output in watts when pedaling is detected, and this power can be scaled to increase or decrease with pedal RPM as well. This is the most common mode of PAS assistance with basic PAS sensors.Diagram Description: Shows "PAS → Strt Level + 600 W" and "PAS → Scale Fctr + 5.00 W/rpm", labeled "Basic PAS Power Mode with 600 Watts Baseline Assist" and "Above 50rpm Assist Power Increases with Cadence by 5 W/rpm".
• Basic (ThO): This is a somewhat different approach to PAS where the CA3's throttle output voltage is held constant rather than the target power level. With normal PWM motor controllers this mode results in each PAS set point having an approximate wheel speed rather than motor power.Diagram Description: Shows "PAS Strt Level 80 x T" and "PAS → Scale Fotr +0.00 xI/rpm", labeled "Basic PAS Throttle Mode, Set %Throttle Rather Than Power".
• Torque: This mode is only available if a torque sensor is configured in the PAS device setup. When selected, the CA3 attempts to mirror the human power on the pedals with motor power on the wheel, giving proportional torque control. The assist level is set by a multiplier on the human power, and for most riders a max setting of 2X to 4X the human power level is about right. The Start Level parameter in this case sets a minimum human effort requirement before the motor kicks in.Diagram Description: Shows "PAS Strt Level + 80 HWatts" and "PAS → Scale Fotr 4.00 W/HWatt", labeled "80 Watts Human Power Required for Torque Assist" and "Above 80 Watts, Motor Adds 4 Watts for each 1 Watt Human Power".

In all 3 PAS modes you can control the timing when PAS kicks in as you start pedaling, and how long it lingers after you stop pedaling. This is done by editing the PAS Start and Stop Thresholds.

Diagram Description: Shows "PAS → Strt Thrsh 0.40 sec" and "PAS → Stop Thrsh 0.25 sec" with arrows. A timing diagram illustrates PAS Pulses, Strt Thrsh, Stop Thrsh, Motor Power, Start of Pedaling, and Pedaling Stops.

The Cycle Analyst does not sense your actual pedal speed in a continuous manner, rather it sees a signal pulse every time a new PAS magnet passes the sensor. The faster you pedal, shorter the time between these pulses.

When pedaling from a standstill the cranks start off spinning quite slowly and the time between pulses can be pretty long, resulting in a delay before the motor power engages. The longer the PAS Start Threshold time, the more likely that even the first few pulses will start power assist. However, if the value is too long then incidental twitches or bumps on the pedals can cause short bursts of unintended motor power even when the cranks aren't being turned. A Start Threshold value of 0.25-0.4 seconds works well for most setups.

When the system is under power with the rider spinning the cranks, the CA3 needs to know for how long it should continue powering the motor while waiting for the next PAS pulse to occur. This is controlled with the Stop Threshold setting. A short time value will result in a nice immediate cutout in motor power, but too low will cause unintended cutouts when pedaling at low RPMs. Stop Threshold values of 0.15-0.3 seconds work well for most setups.

In all cases, higher pole count PAS sensors have the advantage for allowing the shortest delays in response to pedaling.

6.10 Temperature Sensor

The Cycle Analyst has a 2-pin input intended for motor temperature sensing. Many motors supplied by Grin have a 10K NTC thermistor (Beta constant of 3900) prewired into the stator which can hook up to the CA3 through a 2-wire extension cable. The firmware also supports most linear temperature sensor IC's through a custom offset and scale factor.

Diagram Description: Shows "Extension Cable to Motor", "Temp Sensor Plug (2 pin)", "Live Readout of Sensor Voltage (4.9V if Not Attached)", "SETUP TEMP SENSR +3.470 26.5", and "Corresponding Scaled Temperature Value if Sensor Enabled".

The Cycle Analyst automatically reduces output power of the system when the temperature is higher than the threshold temperature. It does this by scaling the current limit from the maximum set point down to zero amps as the motor temperature increases from the threshold to the maximum temperature.

Diagram Description: Shows "TEMP+ Thrsh Temp 90 °C", "TEMP+ Max Temp 120 °C", and a display reading "35.2 V 96.2 °C F 22.5 A 16.4 m²". Text indicates "Thermal Rollback Active. Thermometer Icon Scales Range from Thresh to Max Temp". Another diagram shows "Diagnostics Screen Shows Temperature Flag Set as well as the Amps Limit Flag. Throttle Output Being Actively Limited".

In general most hub motors can withstand core temperatures of up to 150 °C for short times without suffering insulation damage or demagnetization, but it's advisable both for headroom and motor efficiency to keep motor core temperatures below about 110-120 °C.

6.11 Setup Auxiliary Control Inputs

The auxilliary input on the Cycle Analyst allows for the rider to adjust settings on the fly without going into the Cycle Analyst setup menu. This is popular on bikes that have PAS or Torque sensors on them in order to adjust the assist level while riding.

Diagram Description: Shows "SETUP AUX DIGITL + 03/08 38xAsst+" with "Live Readout of Aux Voltage" and "SETUP AUX ANALOG + 4.250 85xSpd+" with "Digi Aux Set for 8 Levels of PAS Assist. Currently on Level 3 (38% of Max)" and "Analog Potentiometer Set for Adjusting Max Speed Limit".

There are three types Auxilliary input available which plug into the white 3-pin CA3 connector. A digital button arrangement for up-down adjustment, an analog potentiometer for continuously variable setting adjustment, and a 3 position switch for three discrete settings.

Diagram Description: Illustrations show a "DigiAux Up/Down Button Control" with "Up" and "Down" arrows, an "Analog Potentiometer Dial for Continuous Adjust" with "Increase" and "Decrease" labels, and a "Three Position Analog Switch" with "Low = 1.6V, Med = 2.5V, High = 3.3V".

Each of these auxilliary inputs can be configured to adjust the vehicle's speed limit, power limit, amps limit, max throttle output, or pedal assist level. When the Aux input is adjusted while riding, a pop-up window shows the new adjustment value to the rider, before returning to the normal display.

Diagram Description: A "List of Functions" includes "PAS Level, Presets, Amps Lim, Power Lim, Speed Lim, Thro Lim" labeled "Controllable from Aux Inputs". A "Pop-Up Window on Other Displays" shows "AUXD ADJUST 4 PAS Level 500 W". The "Main Screen Temporary Aux Display on Change" shows "Dx = DigiAux, Ax = AnalogAux".

6.12 Setup Ebrakes and Regen.

The 4-pin ebrake plug of the Cycle Analyst supports digital ebrake cutoff sensors. Most sensors are 2-wire normally open switches that close when the brake levers are pressed, though some are powered hall sensor devices and require 5V too. The CA supports both types and also allows for ebrakes with reversed normally closed switch logic, which is often easier to implement with DIY cutoffs.

Diagram Description: Shows "Brake/Ebrake Gnd 5V (optional)", "Brake Active Symbol", "Brake Out Voltage", and "Proportional Regen to 0V with Throttle".

When the brake levers are squeezed, the throttle slider on the main screen will instead show an animated brake lever, and the throttle output voltage to the controller will drop down to the programmed Brake Out voltage, effectively cutting power to the motor.

With Grin and certain third party controllers, the throttle signal range from 0.0V to 0.8V is mapped to do proportional regenerative braking. This mapping allows the CA3 to regulate motor braking behavior on the same throttle output signal. When the propotional regen feature is enabled, the Brake Out voltage sets the baseline braking force when levers are squeezed, and the throttle can further modulate this to maximum braking (equivalent to an output of 0.0V)

Diagram Description: Lists "EBk → Signl Lvl", "EBk → Prop Regen", "EBk → Brake Out", "EBK → Min Time". Text indicates "Most Ebrakes are Active Low, but Active High Supported Too", "When Enabled, Brake Out Voltage Varies with Throttle for Modulating Regen", "Throttle Output Voltage when Ebrakes Active", and "Programmable Minimum Cutout Time for Shift Sensor Cutouts with Mid-Drive Ebikes".

There is also a Min Brake Time parameter which supports using the brake lever as a shift sensor cutout for mid-drive systems. It's possible to hook up a shift sensor product directly to the ebrake plug, or briefly tap the brake lever before shifting. The CA will keep the motor cutout active for the minimum time setting in order for the gear shift to complete before power is reapplied.

6.13 Set Current Sense Shunt Resistance

The Cycle Analyst detects the current and power flowing through your system by looking at the small voltage drop across a shunt resistor. This allows it to work over a very broad range of power levels, from small 200 watt pedalecs to 50kW electric cars. It is essential to set the RShunt value in the CA to match the connected sense resistor for accurate watts, amps, and amp-hour readings.

The shunt resistance is configured in the calibration setup menu and the current value is shown on the preview screen.

Diagram Description: Shows "Low Range for Shunts >0.8 mOhm" and "SETUP CALIBRRTION Lo 4.38 MΩ" with "Must Match Actual Shunt Resistance".

For systems that are directly plugged into the motor controller, the calibrated Rshunt value should be printed on the controller label.

Diagram Description: A "Motor Controller" diagram shows "V+, Gnd, A, B, C" with an "Internal Shunt". A "Shunt Sense on CA-DP Plug (Blue & White Wires)" connects to the controller. A "Calibrated Shunt Value Printed on Label" shows "RShunt = 4.38 mOhm".

Typical imported 6 mosfet controllers have ~3-6mOhm shunts, while larger 12 mosfet controllers are usually 2-3 mOhm. Ezee controllers are about 1.5 mOhm and the Grin Phaserunner / Baserunner are both 1.0 mOhm. If you leave RShunt at the default value of 1.000 mOhm on controllers that have a higher actual resistance, then the amps and watts readings will be way too high.

Diagram Description: Shows a "Stand Alone CA Shunt" with "BATT +", "CA Shunt", "CNTRLR", and "To Controller" connections. Text states "The Stand Alone shunt that we offer for controllers lacking a 6-pin CA plug is exactly 1.000 mOhm, which is conveniently the default value in the CA."

6.14 Using Presets

Mode presets are useful for riders wanting a shortcut to quickly switch between up to three preconfigured groups of power limits, speed limits, and PAS / throttle mode settings. This is commonly used for bike setups with street legal and off-road modes, or to switch between various economy and high power levels.

Diagram Description: Shows "SETUP PRESETS #1/3 Economy" and "CHNG MODE PRESET #2 OffRoad" with "3 Presets Active. Currently in Preset #1 called 'Economy'" and "Hold Left While Tapping Right Button to Change Preset".

Settings which can be uniquely customized for each preset are identified by the four dashes under the navigation arrows in the setup menu. Settings without these dashes are global and apply to all presets. An optional name from a selection list can be given to each preset to for ease of identifying them.

Diagram Description: Shows "Preset Names Chosen from List OffRoad" and "Prst #2 Name OffRoad". It also shows "Each Preset Can Have Unique Start Speed" and "Voltage is Global". A list of "SLim Strt Speed 6 kph", "Thro→ Max Out 3.80 V", "Max Throttle Out Unlmted" is shown.

Once enabled, the rapid switching between presets can be achieved in two ways:

1. Hold the left button down on the CA3 and then tap the right button. Each tap of the right button will cycle through to the next preset. Release the buttons when you are at the desired preset.
2. Configure either a 3-position switch or the digi aux input for preset control. This will allow you to change presets from the handlebars.

You can similarly activate two battery presets (A&B) from the Battery setup menu. To swap batteries, simply hold the right button while tapping the left.

It is important to remember that when editing certain settings in the setup menu, you are only editing the value on the currently selected preset. To edit the values in the other presets, you need to switch to the desired preset first.

6.15 Display Customization

The CA3.1 provides many options for customizing the screens to display only information that is pertinent to a given setup and user. Any of the 12 display screens can be hidden from view while in motion or while stopped. Many fields on the main screen can be user set, and it's possible to enable an automatic return to the main display after a short time without needing to navigate home.

Diagram Description: Shows "Can Show Amps or Watts Here" next to a display reading "37.9 V L22.4A 85 R 22.6 m²". A "Select Items for Custom View Field on Main Display" list includes Distance, Amp-Hours, Watt-Hours, Avg Wh/km, Instant Wh/km, Temperature, Pedal RPM, Human Power, Throttle Out, Analog Aux, Digital Aux, Gear Inches, RBatt.

Diagram Description: Shows "Disp Mung Scrns 000000000000" with "Only the 1st, 4th, 6th, and 12th Display Screens Visible while Moving". Shows "Disp Auto Main Enabled" with "Return to Main Display Automatically After 12 Seconds of No Button Presses". Shows "Disp Cust Views Wh,km,km" with "Custom View Will Cycle Through Watt-Hours, Distance, and Wh/km".

11.1.1 Cables and Connectors

Diagram Description: A diagram shows various connectors and their pin assignments: Thermistor (Gnd, NTC), Throttle Input (5V, Gnd, Thi), Auxiliary In (5V, Gnd, Aux In), Ebrak Cutoff (5V*, Gnd, EBK), Torque/PAS (10V, Gnd, Dir, RPM, Trq). It also shows the CA-DP Plug (Length = 150cm) with pins for V+, Gnd, S-, S+, Sp, Tho. The Output Power Jack is shown with Vbatt, Gnd. The Communication Cable is shown with Tip-RX, Ring-TX, Sleeve, Gnd. Text notes "*5V Pin on Ebrake plug new since Dec 2016. Earlier units just had EBK and Gnd". JST-SM connector series for signal lines. DC Power is 5.5x2.1mm.

11.1.2 Electrical

• Voltage Range: 10-150V, but derated by accessory current draw. With common torque sensors on PAS plug, 60V max.
• Voltage Resolution: 0.1V
• Device Current: 10mA
• Current Sense Range: ±240 mV/Rshunt. For instance, with a 2mΩ sense resistor, the maximum current is 120 amps. With a 0.5mΩ resistor, up to 480 amps, and so forth.
• Current Resolution: 0.01A in low range mode, 0.1A in high range mode.

11.1.3 Mechanical

• Dimensions: 129 x 57 x 25 mm
• Weight: 270 g

11.1.4 Certifications

• CE: This device is CE compliant for use with 60V or lower ebike systems.