• Status: Draft — schematic design in progress
• Hall-sensored three-phase BLDC/PMSM controller for a 2,000 W e-bike hub or mid-drive motor.
• Nominal battery: 48 V lithium-ion; design maximum input: 54.6 V.

• Prototype controller for an e-bike motor with three phase leads and 5-wire Hall feedback.
• The mechanical enclosure, heatsink, cable glands, connector families, and board envelope remain open.

• Start reliably from zero speed using Hall sensors.
• Accept a standard analog e-bike throttle.
• Drive the motor with current-limited three-phase PWM.
• Disable torque on brake input or detected fault.
• Monitor battery voltage, battery/phase current, MOSFET temperature, and motor temperature input.
• Support regenerative braking in hardware, but keep it firmware-disabled until the future battery and BMS are confirmed to accept charge current.

• 54.6 V maximum operating input; protection and semiconductors selected with margin for switching transients.
• Target battery current: 45 A continuous, 70 A peak for short acceleration intervals.
• Hall-sensored field-oriented control capable architecture with six independent PWM gate signals.
• Three-phase current measurement for control and protection.
• Throttle, brake cutoff, Hall inputs, motor temperature, programming/debug, and serial/CAN expansion interfaces.
• Hardware overcurrent shutdown independent of normal firmware control.

Diagram

• Battery input and protection: external high-current fuse, anti-spark/precharge interface, reverse-polarity protection strategy, TVS/transient suppression, DC-link bulk and ceramic capacitors.
• Inverter: six 100 V-class N-channel MOSFET positions; parallel devices may be required after thermal/layout analysis.
• Gate drive: 100 V-capable three-phase driver with bootstrap supplies, adjustable gate drive, dead-time support, and hardware fault output.
• Control: motor-control MCU with complementary PWM timers, fast ADCs, comparators, Hall timer inputs, SWD programming, and UART/CAN expansion.
• Sensing: three low-side or inline phase-current channels, divided battery-voltage sensing, NTC inputs, protected throttle/Hall/brake inputs.
• Auxiliary power: efficient HV buck to gate-drive rail, then 5 V and 3.3 V rails.

• Battery: BAT+ and BAT− high-current terminals; expected external fuse and contact/precharge arrangement.
• Motor: PHASE_U, PHASE_V, PHASE_W high-current terminals.
• Hall connector: +5V_HALL, GND, HALL_U, HALL_V, HALL_W; optional MOTOR_TEMP.
• Controls: +5V throttle supply, analog throttle input, GND, brake cutoff input.
• Debug: SWDIO, SWCLK, NRST, 3.3 V, GND.
• Expansion: UART and CAN transceiver/header if practical.

• Propulsion power comes directly from the future battery pack; runtime depends on pack energy and riding load.
• A 48 V 30 Ah pack stores approximately 1.44 kWh nominal. At a continuous 2 kW electrical load, idealized runtime is about 43 minutes; real riding runtime depends strongly on duty cycle, efficiency, terrain, and battery limits.

• Estimated auxiliary input power at peak: about 12 V x 0.5 A + 5 V x 0.25 A + 3.3 V x 0.30 A = 8.24 W before conversion losses.
• The HV auxiliary supply should be rated for at least 10 W continuous with input transient margin.
• High-current connector, fuse, busbar/copper, shunt, MOSFET, and capacitor ratings require final thermal and PCB-layout calculations; 70 A cannot be treated as an ordinary thin PCB trace.

• Production-intent SMD power board; not breadboardable.
• Likely 4-layer or heavier-copper PCB, with external busbars or reinforced copper for the 45–70 A path.
• Power MOSFET thermal coupling to an aluminum heatsink/enclosure is expected.
• First revision is a controlled bench prototype and must be powered from a current-limited supply before connection to a traction battery.

• Complementary PWM with programmable dead time and immediate break/fault input.
• Synchronized ADC sampling for phase currents and bus voltage.
• Hall-edge capture inputs.
• Watchdog, brownout handling, throttle plausibility checks, and safe default outputs.
• SWD programming and serial diagnostics.

• Board outline, mounting points, enclosure, heatsink, airflow/weather sealing, cable direction, and connector placement are open.
• PCB layout must wait for an approved mechanical/cooling concept.

• Use a sensored FOC-capable architecture rather than sensorless-only six-step control.
• Design around 100 V-rated gate-drive and switching components due to a 54.6 V full battery plus switching overshoot.
• Set nominal limits to 45 A continuous and 70 A peak battery current.
• Provide regeneration-capable hardware but disable regeneration until battery/BMS charging limits are known.
• Treat the high-current fuse and main disconnect/precharge as system-level off-board safety parts.

• Motor phase current may exceed battery current; exact phase-current limit will be set after motor winding and thermal data are available.
• The future battery is a 13-series lithium-ion pack with a BMS rated for at least the programmed continuous/peak discharge currents.
• Throttle is a conventional ratiometric Hall throttle, approximately 1–4 V output from a 5 V supply.
• Brake input is a dry-contact or open-collector e-bike cutoff; interface will be protected and configurable.

• Initial specification created from the agreed 48 V, 2 kW, Hall-sensored e-bike controller target.