openinverter forum

I know what I'm doing when I've got the baby to sleep

If you just get a micro to send the modules the messages 0x80, 0x81, 0x82, 0x83, 0x84, 0x85

The way as they are in the attached document. Find it weird the PHEV has different canbus message structure then an I3 or I8.

Hi,

If you connect to the main connector on the battery pack you should be able to comunicate by can to the HV realys and the BMS system. ( if you can work out what can messages to use)?

The 740e may be differant but on the 330e they are:-
Connector A332*1B

1 Supply terminal 30 red
2 High voltage interlock loop signal Green
3 Terminal 30C signal red
4 not used
5 not used
6 wake up signal terminal 15 yellow
7 not used
8 not used
9 not used
10 Supply refrigerant shut off valve Blue/ purple
11 activation refrigerant shut off valve Blue/ black
12 ground black
13 PT CAN2 bus Brown
14 PT CAN2 bus Yellow
15 PT CAN2 bus Brown
16 PT CAN2 bus Yellow
17 not used
18 not used
19 not used
20 not used
21 not used
22 not used
23 High voltage inter lock loop Green/red

Regards

Andrew

This will have to be a photo update. Too tired to type

Siemens motor now spinning in the E39 using the Prius Gen 3 MG2 power stage.

So of course I selected 5th gear, pulled on the brakes and wound on the power. MG2 shuts down at 500amps peak. That's around 350amps rms. Even in 5th with a 530d drivetrain, brakes on and the wheels chocked she was creeping forward.

Nice!

How do you end up figuring out the max safe Amps to set for the long term? Watching temperatures? 500 Amps is fun, but only if you can do it more than once.

-Matt

140kw of pure torque... Nice!

I'm almost ready to run my Siemens motor, could you share your parameters when it's convenient for you? I have no experience with tuning induction motors and I'd like to have a baseline

Thanks!
-Isaac

Params attached. Very early stage of tuning.

In other news got the Tesla charger and V5 logic board running today. Seems to be a few bugs in the code still but with an actual charger running in a car will make it easier to hunt down.

Thank you Damien! Much appreciated
-Isaac

Drove 18 miles today mostly around town but some 60mph sections. Absolutely no problems and inverter stone cold after the drive. I have the temp gauge driven by the mg2 temp sensor over can with around 50c as the top of the "red" zone. It gets up there when using very low throttle say pullling out of a junction but as soon as you give it some pedal the temp drops right back. It also drops back very fast on release of throttle. When cruising at 60mph and using around 10kw it stays in the blue. Next up will be a motorway drive.

How is the single string of modules holding up under load and what sort of range are you estimating from the 9Kwh pack?

Nice one Damien! Keep rolling

Battery is having no problems so far. 11mv max difference in the cell voltages after the drive. No idea on range as yet but I've just done a day of errands including hauling 2 huge wheels from the deranged rover to get tyres so I really don't care

Jack Bauer wrote: ↑Tue Jun 30, 2020 7:08 pm Battery is having no problems so far. 11mv max difference in the cell voltages after the drive. No idea on range as yet but I've just done a day of errands including hauling 2 huge wheels from the deranged rover to get tyres so I really don't care

Hah, definitely understand not caring after a day of errands. Looking good though!

I also am interested in what kind of current and range you are getting out of those batteries. May be cheaper for my hybrid project.

Will find out soon enough.

Bit more driving around this morning in the E39. Did a few acceleratoins with measured 70kw on the battery side. No problems. Got one desat event when I tried to be a hero and pull away in 4th. Restarted and drove away in 3rd. Looking very promising so far.

Dumb guy question, what is a desat event? Does the shut down fully protect the hardware?

Sounds like over current and circuit breaker tripping from the high gear load but I really don't know

desat is short for desaturation detection. Basically the inverter detects the onset of an overcurrent event and shuts down before any damage can result. Here is a more thougough explanation :
https://www.analog.com/en/technical-art ... rives.html

Jack Bauer wrote: ↑Thu Jul 02, 2020 2:46 pm desat is short for desaturation detection. Basically the inverter detects the onset of an overcurrent event and shuts down before any damage can result. Here is a more thougough explanation :
https://www.analog.com/en/technical-art ... rives.html

Thanks for that, it was fascinating reading!

Gary

x2, thank you for the link! Gives me a better understanding of what the input parameters are impacting.

Looking good! Any feeling on how the modules are doing temperature wise without the refrigerant?

22c on the modules after the long spin. Ambient about 18c.

Took the E39 out on the motorway today for a little over 10 miles. Cruised at 70-75mph , 4th gear, 4500rpm. 12kw for level road raising to 33kw for a steep hill for little under a minute. while holding speed on the hill the mg2 die temp raised to 45c. Level cruise 30c approx. Peaked at 76kw accelerating out on the slip road. No desat events. I'll shoot some video when I get a chance.

So, its looking increasing like the Gen 3 Prius MG2 power stage is indeed capable of propelling a road vehicle. Once I get the firmware for the V5 tesla charger board working properly I'll pull the tesla charger and set up mg1 and some contactors for battery charging.