spiff wrote: ↑Wed Jul 09, 2025 1:23 am I've also spliced the PP and CP to go from the plug directly to the Tesla Charger connections (B5, B11)

Not possible, you cannot splice charge point signals.

Please provide the parameters of your charger settings.
Please provide pictures of your setup.

Write code for it, you can make it as interactive and configurable as you want. Have a look at functions/parameters that do something similar.

"easy example"
Param Output Function: CoolingFan
Param: FanTemp

So many options, for testing don't worry about it. just do it manually.

First try can be just to use the PWM outputs and its parameters to get the 2hz output and then tweak the duty cycle to see if it works.

No need for any code changes to run a fixed PWM duty and frequency, if you do not configure any PWM functions

I did upload it with the Simulate function still active , so may be best to reject it and I'll sync it up once modelfan reports back.


I think you could amend it, you can always get your own Branch to the state you want and do a new request. Then I will close the old one and accept+run checks on ...

If you add it inside charger module, just like Foccci ConfigCan function, I could try it even there is no parameter for it.


Not that simple. Will require quite a bit of testing to get things running just right. Need the right flow of requests and responses.

Also need to ensure it does not ...

Not sure that 2hz (what the pump wants) is achievable with the fixed prescalar, I have not tried it. EDIT:your values appear to be under 16bit so it should work.

using TIM3 and modifying anything there adjust ALL pwm output frequencies. There are only two frequencies possible, one for all PWM ...

I will review the code when I get a chance and approve it.

Mitchy wrote: ↑Tue Jul 08, 2025 12:20 am Ran into some issues when testing, but it does initiate a charge.

So you have it running on an ZombieVerter with other components connected?

Sure a current sensor would that. Usually that is connected to a BMS that then sends that info to the ZombieVerter.

Just reading current is not enough usually.

Also analogue sensors are quite finicky to get the readings correct and repeatable so best to reuse as much OEM hardware en software as ...

zippy500 wrote: ↑Mon Jul 07, 2025 3:40 pm ..so if you are not using a leaf BMS , is the IVT-S is needed ?

To do what. Be specific.

float BattCur = cur / 2;
Param::SetFloat(Param::idc, BattCur);


This is current reported from the BMS, So the code reads as follows

shuntype = 0 ->No shunt used so use the BMS info

Do not look to deep into names of variables and parameters. You are trying to draw conclusions without understand ...

Really?

You watch any of the Damien youtube videos? The Leaf BMS is implemented in the Zombie release 2.20A.

also on the wiki https://openinverter.org/wiki/ZombieVerter_VCU

peakPWR wrote: ↑Mon Jul 07, 2025 8:57 am then Leaf Stack users could who also use BMS and leaf cells can omit the expensive IVT-S shunt completely.

... just like Damien done on his truck with the latest firmware release.

Not possible with the Zombie as it is not coded in.

Do you have specs on what the leaf current sensor is?

If you are talking about CCS I would expect you to have a BMS and the BMS should be measuring the current and reporting it.

From firmware 2.20 you no longer need the IVT-S shunt.


Not correct.


Does the Leaf inverter already measure current internally


It does not measure current, it only measures voltage, you do not need the IVT-s to do precharge. So you can run the leaf stack without an IVT-s but you would not ...

PEDR0 wrote: ↑Sat Jul 05, 2025 7:14 pm I’m in northwest england, The Lake District,

So no changes to any of the chassis and suspension allowed

where are you based?

Key to all of this really is, whre are you based and what are the legal requirements when doing a conversion.

A leaf motor and drivetrain wont fit without subframe modification. So in some countries is not legal.

I would personally recommend the Outlander rear unit, I have been involved with a few ...

https://github.com/jsphuebner/stm32-teslacharger

OTA (over the air upgrade)
The firmware is linked to leave the 4 kb of flash unused. Those 4 kb are reserved for the bootloader that you can find here: https://github.com/jsphuebner/tumanako-inverter-fw-bootloader When flashing your device for the ...

Bigpie wrote: ↑Thu Jul 03, 2025 6:53 pm Think they ended up going out of business.

Yea they did could not get the right customers in the end and then kind of hard to keep going.

Sure that would do it.

Do you have a CAN log of a running Volvo with the same ECM in it?

Get a CAN log of your car now with the ECM in it and the engine not running. Then you can compare.

Answered here viewtopic.php?p=83990#p83990

peakPWR wrote: ↑Wed Jul 02, 2025 12:23 pmBut why?

This is the way its coded, same in OI firmware. Believe its done to allow some back flow of power when the main relay gets dumped under fault conditions.

It is not usual practice in an EV, so can be removed at some point. Needs a bit of rework anyway.

spiff wrote: ↑Wed Jul 02, 2025 2:32 am Anyone know if there is a way to force the charger on just to see if it works?

Works? As in CAN comms with the modules or moving actual power?

jerrykco wrote: ↑Fri Jun 27, 2025 5:22 pm I am restacking them with a sheet of plywood between them.

No. do not do that in a vehicle.