openinverter forum

A/C compressor posts moved here: https://openinverter.org/forum/viewtopic.php?t=2581

RetroZero wrote: ↑Fri Apr 24, 2020 12:31 pm By the way, anything Gen 2 and Gen 3 compatible would open up huge potential for kit configurations

Yes, seems. I keep having thoughts of investing in some Prius Gen2 inverter-converter assemblies and a Prius Gen2 CVT to get a better feel for the openinverter board, seems vers3 unless better otherwise. The Prius Gen2 parts inside the inverter-converter assembly seems more modular as well which might be good for some projects or might be not as favorable now seeing the Zombieverter plug and play with the stock parts. I already own a Prius Gen3 CVT and three Prius Gen3 Inverter-converter assemblies, so would rather jump right in using those... though I'm not finding as much for literature that specifically details.

However, appears I can look at the variables and parameters from other inverters and MG's interfaces like the Prius Gen2, and correlate? I'll start reading more into the Prius Gen2 boards and adapter boards since reads like adapter boards will be required and not only say like the openinverter ver2 or vers3 board alone to interface with the inverters.

Also, are custom parts specific to the inverter used required on all the vers boards? Seems this would be handy to have in a a table or list on the Wiki.

It turned out to become a bespoke board: https://openinverter.org/shop/index.php ... duct_id=63

All OI boards run the same software.

I've had a few misadventures lately and haven't quite gotten to the bottom of them.
Now I turn to the oracle for guidance.

A few weeks back, using a 180v pack and without tuning, I had my car rolling (shuddering) back and forward.

This weekend I set about increasing the voltage and tuning the parameters.
I had a minor(?) incident connecting up 300v yesterday that resulted in (or was caused by) a broken kilovac main contactor.
I got a surge of current on the positive line that melted a copper connector, effectively disconnecting the pack. Wasn't great.

Unfortunately I can't be certain whether the kilovac was 100% before, as I didn't test it that day. Now it lets current pass in open and closed.

I've dropped the voltage down to 240v, and now when the system is turned on, contactors open instantly with an over voltage error.
I've double checked the battery voltage, it's steady at 240, and I've increased the UDCMAX to 300v to no effect.

The inverter turns on and functions as expected otherwise, and there is no visible damage to any part of it.
Is it possible that the initial incident caused the death of another Prius inverter?

Any leads for further investigation appreciated.

EDIT: I get both an over voltage and UDCSW Error concurently.

What does "udc" read?
What's the value of udclim?

Thanks for the reponse Johu!

UDC is reading as 108.71 volts, pack voltage on multimeter is 244 volts, UDCMIN is 0, UDCMAX is 300.
I dropped the UDCSW to 100v to get rid of the Precharge error in the screenshot below.

My current line of inquiry is that the main contactor was already faulty but that this wasn't exposed when I was testing up to now with lower voltage (had some previous issues with it opening and closing, investigated further but didn't get to the bottom of it). At higher voltage it broke down and allowed current to bypass the precharge circuit in the HVJB, possibly frying the inverter capacitor bank. I was surprised that it caused a surge big enough to melt an, albeit improvised, connector though.

again, udclim? Set it to 500 or so

The voltage reading is now off but was correct before?

johu wrote: ↑Mon Jul 31, 2023 7:23 am again, udclim? Set it to 500 or so

The voltage reading is now off but was correct before?

Thanks for the response Johu.
I just got the chance to test again today.

I updated the UDCLIM to 500v, and had the car shuddering back and forward as I tried some different combinations of boost and fweak.
More work to do on that. So far I'm getting DESAT errors when I set boost higher than ~8500, not found a pathway to reducing the vibration just yet.

After about 20 minutes I started getting a precharge error when turning the inverter back on.
Is it unwise to set the UDCSW to zero to avoid this? (If I have to ask, I suppose I already know the answer )

Was setting chargecur to 0 via CAN ever implemented or how does the BMS/stm32-car terminate the charging?

johu wrote: ↑Fri Jun 19, 2020 4:28 pm When AC is unplugged the inverter will power down and all contactors open. Same when BMS commands end of charge - which can also happen by setting chargecur to 0 via CAN

turnip73 wrote: ↑Sun May 26, 2024 3:05 pm Was setting chargecur to 0 via CAN ever implemented or how does the BMS/stm32-car terminate the charging?

Using https://github.com/hakanrolsson/stm32-c ... prius-gen2 (this code get the charge current from the Toyota Prius BMS CAN messages)
configure to send to stm32-foc:
can tx chgcurlim 4 0 16 10 (you have to Initiate the parameter before you can configure a can tx... I spoofed the BMS CAN message)
receive on stm32-foc:
can rx chargecur 4 0 16 10 (Is this correct? how can I test this e.g plot the value or similar?)

Question on OVERCURRENT and CURRENTLIMIT errors:

Here's what's happening:
- Precharge - no error
- Run mode - no error
- Select forward/reverse - immediately triggers OVERCURRENT or CURRENT LIMIT

HV battery is 240v.

When HV is disconnected and above steps are followed, there is no error.

From searching old posts, I'm going to try tying the MFIV pin to 12v.

Any other obvious lines of inquiry?

Thanks in advance.

With firmware 5.35.R you can also set ocurlim = -1 on Prius hardware and thereby disable the detection of the MFIV signal.

johu wrote: ↑Tue Sep 03, 2024 10:02 am With firmware 5.35.R you can also set ocurlim = -1 on Prius hardware and thereby disable the detection of the MFIV signal.

Thanks a mill for this Johu. Tested again today and had no issues. Got a great kick out of it driving around the farm. Seem to have found a good tune too!

Great