My problem solved. Reason was prosaic - lack of 12v supply on pin 9 of ICE0A. I hadn't got motor relay box and OEM wiring, when connecting stuff didn't realize that this pin should be supplied. Now energiemeter lives when driven directly by ULN2803.

Thank you. I'll try this solution soon. Now my way to know battery level is connection phone to serial interface - not very practical...

Dash is mounted, speedometer works well. Econometer was not tested yet, energiemeter is my priority now.

Saxo/106/Partner/Berlingo Electric OEM energiemeter and econometer need more complicated signal, as @manny described in first post on this site. Before I read this, I tried other ways, this described by you too, but it didn't work.

It's great that you shared info about energiemeter and econometer, I couldn't find anything about control signal of them. I tried send test signal to energiemeter via pin 14 of round connector ICE0A, but without success. Maybe I made something wrong in electrical circuit (GND--ULN2803--output to ...

Base is Peugeot Partner Electric, from the year 2005. Someone could tell - "So what, it's just electric car". Yeah, but it was bought for equivalent of 400 euro totally without drive unit (motor, reduction box, motor driver, battery) with mileage 23.000 km. It made no sense to look for originally ...

Maybe it so look likes, but upper part of radiator is the highest point. I suppose that plug of radiator when unscrew to intermediate position could release air by thin rubber hose to upper inlet of tank. After modify tank joint I try release air thoroughly.

Some elements are seen here.
https://flic.kr/p/2rqCxDW
Fluid isn't warm, CAN reports that only this one place in inverter getting hot. I think @Arber is right, there is problem of air in system. Pump doesn't work smooth, can hear irregular noise. I use radiator of Civic VI, and there is plug, which ...

My Part-Lander get hiccups due to cooling problem. Inverter temp1 exceeds 85 deg. and inverter shut off. Maybe my pomp is to weak - it's Bosch PAD. What type of pomp do you use with Outlander stuff? I know, that I made fault, because there is no narrowing between coolant circulation and expansion ...

Gentlemen, I joined today to your's club. I had first ride my Part-lander - Peugeot Partner Electric from 2005 year, which was "reelectric" using Outlander parts. Thanks to all, who help me sharing code or expiriences, especially @aot93, @arber333, @tom91, @mane2. Sounds like a Oscar speech, but I'm ...

Thanks for the tip. With the help of AI, I managed to introduce filtering in BMSModuleManager.cpp, and now only real CMUs are visible.

I modified the simpBMS code for Teensy 4.0 (Triple Can), and when connected to the Outlander battery, I'm getting strange module count readings. Is the problem with the BMU, or are the parameters in the code set incorrectly? I don't see something like the "number of modules" parameter, so I assume ...

I've just bought Skpang triple can board, so I'll prepare only protection board. My design are rather primitiv and I prefere THT technology, but I don't mind sharing it when it will be done of course.

Well, it looks like very good hardware solution, need just make PCB for input and output protection.

Ok, I'll check pins more carefully. Could you @royhen99 tell something more about your design?

Thank you. It will save a lot of my time and makes easier PCB projecting, as I was not sure about pin assignment.

It would be great. It has to work with Outlander battery and charger. I want copy @AOT93 solution described in this topic: https://openinverter.org/forum/viewtopic.php?t=2167 . Here is customized SimpBMS code: https://github.com/aot93/OutlanderPHEVBMS-master-update---Charger/tree/master ...

Hello. Did someone rewrite SimpBMS code for teensy 4.0 successfully and will share it? The hardware issues are less problematic then code for me.

Could you tell about useable capacity when low limit is 3,2V per cell? In a fact I can test it by my charger, but when discharging relatively low current it won't be reliable. I think of buying battery for another project, but by budget about 1000 euros Outlander battery 12kWh seems to be better ...

Do you know if 24,7Ah is total or netto capacity of this cells?

I suppose that 1 and 4 should be connected to TEMP and TEMP- (but what polarity?). One of 2 and 3 should be powered by 12v and other connected to IN_MPROT. There is still issue what type of temp sensor should be chosen in inverter settings.
In a fact I have got bigger trouble now, because I ...

Do someone know what kind of temp sensor is used in this motor? There are 4 pin, in original wiring pins 1 and 4 are twisted pair (10k between them), pins 2 and 3 are shorted.

@nathaniel
I have a few questions, because I configuring the same setup - MB V3 and front inverter, but with another motor (SMG 180/120). Do you need still to cheat about a battery configuration (I will use 96s too)? How did you set a dead time value?

I was trying to calibrate the current sensor with sinus load 9A (50Hz) and got such plot. Is it correct? I think that level of jitter (first there was no load) is too high, isn't it?

Good news, so I can go further. It's my working pinout for resolver slot of Peugeot motor.



1 – Motor ground,
2 – EXC- → e.g. JP7 pin 16
3 – SIN- → JP2 pin 2
4 – SIN+ → JP2 pin 1
5 – COS- → JP2 pin 2
6 – COS+ → JP2 pin 3
7 – EXC → JP2 pin 4