openinverter.org wiki - User contributions [en]

CAD Models

2026-04-12T17:52:41Z

Bigpie: /* Drive Units (motor/gearbox/inverter) */

This section has been added to allow people to post external links to existing CAD models that are freely available and are broken up by subcategory. Many models are already available, however if you can't find an existing model, there is a section at the end labelled '''Requests''' where members can login and simply add a line to this section with a short description of the component they would like.

''Please note: all models should include an external link with an acknowledgement to the host and original creator.''

== Batteries ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|LG Chem
|4p3s Module
|Zero EV
|Chris Hazell
|https://zero-ev.co.uk/cad/
|-
|CALB
|3p4s Module
|Zero EV
|Chris Hazell
|https://zero-ev.co.uk/cad/
|-
|Nissan
|Leaf Gen 1 Cell
|GrabCAD
|Brock Winberg
|[https://grabcad.com/library/nissan-leaf-cell-gen-1-1 https://grabcad.com/]
|-
|Nissan
|Leaf 24 kWh pack
|GrabCAD
|Kevin Kuehn
|[https://grabcad.com/library/2014-nissan-leaf-24kwh-battery-scan-1 https://grabcad.com/]
|-
|Tesla
|Model S/X 5.3kWh Battery Module
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|Model 3 Passenger side inboard battery module
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|Model 3 Passenger side outboard battery module
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|Model 3 Driver side inboard battery module
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|Model 3 Driver side outboard battery module
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|Full Model S Battery Pack
|GrabCAD
|saurabh dhuri
|[https://grabcad.com/library/tesla-model-s-battery-1 https://grabcad.com/]
|-
|Mitsubishi
|Outlander Yuasa 8 cell module
|GrabCAD
|
|[https://grabcad.com/library/mitsubishi-outlander-battery-module-1 https://grabcad.com/]
|-
|VW
|GTE Golf/Pasaat 2x12s module with plate
|GrabCAD
|TomdB
|[https://grabcad.com/library/vw-gte-hybrid-battery-module-1 https://grabcad.com/]
|-
|Stellantis
|Peugeot E-208/Corsa E 50kWh module
|GrabCAD
|Manny
|[https://grabcad.com/library/e208-module-1 https://grabcad.com/]
|-
|Hyundai
|Hyundai Ioniq 5 / Kia EV6 2P6S module
|GrabCAD
|Rick Mellor
|[https://grabcad.com/library/hyundai-ioniq-5-2p6s-battery-scan-1 https://grabcad.com/]
|-
|VAG
|Porsche Taycan / Audi e-Tron GT module
|GrabCAD
|Alex
|[https://grabcad.com/library/battery-module-etron-taycan-1 https://grabcad.com/]
|-
|LG Chem
|Chrysler Pacifica 16s module
|GrabCAD
|DIY ElectricCar
|[https://grabcad.com/library/pacifica-lgchem-16s-battery-module-1 https://grabcad.com/]
|-
|VW
|ID3/4 module
|GrabCAD
|Paul Baque
|[https://grabcad.com/library/vw-id3-and-id4-battery-module-1 https://grabcad.com/]
|}

== Inverters ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Nissan
|Leaf Gen 2 Drive Unit
|GrabCAD
|Paul Baque
|[https://grabcad.com/library/nissan-leaf-drive-unit-3d-scan-1 https://grabcad.com/]
|-
|Nissan
|Leaf Gen 2 (EM57)
|GrabCAD
|James Harris
|[https://grabcad.com/library/nissan-leaf-em57-motor-inverter-pdu-gearbox-1 https://grabcad.com]
|-
|Nissan
|Leaf Gen 1 Inverter
|GrabCAD
|
|coming soon
|-
|Toyota
|Yaris (Gen 3) Inverter
|GrabCAD
|
|coming soon
|-
|Toyota
|Prius (Gen 3) Inverter
|GrabCAD
|
|[https://grabcad.com/library/prius-gen-3-inverter-1 https://grabcad.com/]
|-
|Toyota
|Prius (Gen 3) Inverter
|Openinverter Forum
|Anders
|[https://openinverter.org/forum/viewtopic.php?p=89252#p89252 https://openinverter.org/forum/]
|-
|Toyota
|Prius (Gen 2) Inverter
|GrabCAD
|
|coming soon
|-
|Lexus
|GS-450H Inverter phone scan
|GrabCAD
|
|[https://grabcad.com/library/lexus-gs-450h-inverter-1 https://grabcad.com/]
|-
|Lexus
|GS-450H Inverter scan
|GrabCAD
|TomdB
|[https://grabcad.com/library/gs450h-inverter-1 https://grabcad.com/]
|-
|Lexus
|IS-300H Inverter
|GrabCAD
|TomdB
|[https://grabcad.com/library/lexus-is-300h-inverter-1 https://grabcad.com/l]
|-
|Mitsubishi
|Outlander Rear
|GrabCAD
|TomdB
|[https://grabcad.com/library/mitsubishi-outlander-phev-rear-inverter-1 https://grabcad.com/]
|}

== Motors ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Lexus
|GS-450H
|GrabCAD
|
|coming soon
|-
|Nissan
|Leaf Gen 1 (EM61) with gearbox
|GrabCAD
|
|coming soon
|-
|Nissan
|Leaf Gen 2 (EM57)
|GrabCAD
|Julius Wächter
|[https://grabcad.com/library/nissan-leaf-motor-scan-1 https://grabcad.com]
|-
|Nissan
|Leaf Gen 2 (EM57)
|GrabCAD
|James Harris
|[https://grabcad.com/library/nissan-leaf-em57-motor-inverter-pdu-gearbox-1 https://grabcad.com]
|-
|Toyota
|Prius Gen 3 Transaxle
|GrabCAD
|
|coming soon
|-
|Toyota
|Prius Gen 2 Transaxle
|GrabCAD
|
|coming soon
|-
|Toyota
|MGR
|GrabCAD
|TomdB
|[https://grabcad.com/library/lexus-rx400h-mgr-rear-electric-motor-1 https://grabcad.com/]
|-
|Mitsubishi
|Outlander Rear
|GrabCAD
|TomdB
|[https://grabcad.com/library/outlander-phev-rear-motor-1 https://grabcad.com/]
|-
|Lexus
|GS450h Gearbox
|GrabCAD
|TomdB
|[https://grabcad.com/library/gs450h-gearbox-1 https://grabcad.com/]
|}

== Drive Units (motor/gearbox/inverter) ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Nissan
|Leaf Gen 2 (EM57)
|GrabCAD
|James Harris
|https://grabcad.com/library/nissan-leaf-em57-motor-inverter-pdu-gearbox-1
|-
|Tesla
|Model S/X SFDU
|GrabCAD
|Brock Winberg
|https://grabcad.com/library/tesla-front-small-drive-unit-3d-scan-1
|-
|Tesla
|Model S/X SRDU
|GrabCAD
GrabCAD
|James Warner
Jamie Jones
|https://grabcad.com/library/tesla-rear-small-drive-unit-3d-scan-1
https://grabcad.com/library/tesla-front-sdu-plates-1
|-
|Tesla
|Model S/X LDU
|GrabCAD
|Winston Jennings
|https://grabcad.com/library/tesla-rear-drive-unit-1
|-
|Tesla
|Model S/X LDU with subframe
|GrabCAD
|joe k
|https://grabcad.com/library/tesla-model-s-large-drive-unit-1
|-
|Tesla
|Model 3/Y RDU
|GrabCAD
|Zero EV
|https://zero-ev.co.uk/cad/
|-
|Tesla
|Model 3/Y RDU with subrframe
|GrabCAD
|Matt Brown
|https://grabcad.com/library/tesla-model-3-rear-subframe-and-motor-1
|-
| Misubushi
| PHEV Rear Drive Unit
| GrabCAD
| Volt Influx
| https://grabcad.com/library/outlander-phev-rear-motor-1 and https://grabcad.com/library/outlander-phev-rear-gearbox-1
|-
|MG
|ZS 2017-2020 Front unit
|GrabCAD
|LRBen
|https://grabcad.com/library/2017-2020-mg-zs-front-drive-unit-1
|-
|Jaguar
|iPace Front Motor
|GrabCAD
|Jamie Jones
|https://grabcad.com/library/jaguar-ipace-front-motor-1
|}

== Chargers ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Mitsubishi
|Outlander
|GrabCAD
|TomdB
|[https://grabcad.com/library/outlander-phev-charger-and-dcdc-1 https://grabcad.com/]
|-
|Nissan
|Leaf Gen 1
|GrabCAD
|
|coming soon
|-
|Tesla
|Model S Gen 2
|Openinverter Forum
|
|[https://openinverter.org/forum/viewtopic.php?f=10&t=123 https://openinverter.org/forum/]
|-
|Tesla
|PCS
|GrabCAD
|Wim Boone
|[https://grabcad.com/library/tesla-pcs-with-connectors-1 https://grabcad.com/]
|}

== Gearboxes ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Mitsubishi
|Outlander Rear
|GrabCAD
|TomdB
|[https://grabcad.com/library/outlander-phev-rear-gearbox-1 https://grabcad.com]
|-
|Nissan
|Leaf
|GrabCAD
|James Harris
|[https://grabcad.com/library/nissan-leaf-em57-motor-inverter-pdu-gearbox-1 https://grabcad.com]
|-
|
|
|
|
|
|}

== HV Components ==
{| class="wikitable"
|+
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|AC Compressor
|Nissan
|GrabCAD
|James Harris
|[https://grabcad.com/library/nissan-leaf-em57-motor-inverter-pdu-gearbox-1 https://grabcad.com]
|-
|Mitsubishi
|Outlander Water Heater
|GrabCAD
|TomdB
|[https://grabcad.com/library/mitsubishi-outlander-phev-heater-1 https://grabcad.com/]
|-
|Mitsubishi
|Outlander AC Compressor
|GrabCAD
|TomdB
|[https://grabcad.com/library/outlander-phev-ac-compressor-1 https://grabcad.com/]
|-
|VW
|Egolf/GTE Heater
|GrabCAD
|TomdB
|[https://grabcad.com/library/vw-egolf-gte-electric-water-heater-1 https://grabcad.com/]
|-
|VW
|Egolf/GTE AC Compressor
|GrabCAD
|TomdB
|[https://grabcad.com/library/vw-egolf-gte-electric-ac-compressor-1 https://grabcad.com/]
|-
|VW
|IDx Air PTC
|GrabCAD
|TomdB
|[https://grabcad.com/library/vw-idx-air-ptc-1 https://grabcad.com/]
|}

== Miscellaneous ==
{| class="wikitable"
|+
!Type
!Manufacturer
!Model
!Host Site
!Author/Creator
!Link
|-
|Current Shunt
|Tesla
|P85
|GrabCAD
|
|https://grabcad.com/library/1430339
|-
|Current Shunt
|ISA
|IVT-S 500
|GrabCAD
|TomdB
|[https://grabcad.com/library/ivt-s-500-u3-i-can2-12-1 https://grabcad.com/]
|-
|Current Shunt
|ISA
|IVT-S 1K
|GrabCAD
|TomdB
|[https://grabcad.com/library/ivt-s-1k-u3-i-can2-12-1 https://grabcad.com/]
|-
|Coolant Valve
|Tesla
|Model S/X 3way Valve
|GrabCAD
|TomdB
|[https://grabcad.com/library/tesla-model-s-3-way-coolant-valve-1 https://grabcad.com/]
|-
|Coolant Pump
|BMW
|5 Series Pierburg
|GrabCAD
|TomdB
|[https://grabcad.com/library/bmw-5-series-pierburg-pump-1 https://grabcad.com/]
|-
|Power steer pump
|TRW
|From Opel Astra
|GrabCAD
|J0hannes
|[https://grabcad.com/library/trw-powersteering-pump-1 Link]
|-
|BMW i3 LIM
|BMW
|I3
|GrabCAD
|Wim Boone
|[https://grabcad.com/library/bmw-i3-lim-1 https://grabcad.com/]
|-
|HV DC Contactor
|Tesla
|Model 3/Y
|GrabCAD
|Wim Boone
|[https://grabcad.com/library/tesla-model-3-y-contactor-1 https://grabcad.com/]
|-
|CCS Contactor
|Tesla
|Model 3/Y
|GrabCAD
|Wim Boone
|[https://grabcad.com/library/tesla-model-3-y-ccs-contactor-1 https://grabcad.com/]
|-
|12V Penthouse connector
|Tesla
|Model 3/Y
|GrabCAD
|Wim Boone
|[https://grabcad.com/library/tesla-model-3-y-12v-connector-penthouse-1 https://grabcad.com/]
|-
|Accelerator Pedal Cable Sensor
|Honda
|Element
|GrabCAD
|Matt Boyce
|[https://grabcad.com/library/honda-accelerator-pedal-sensor-scan-1 https://grabcad.com/]
|-
|Empty battery tray
|Tesla
|Model 3
|GrabCAD
|Kaleb Reinhart
|[https://grabcad.com/library/tesla-model-3-battery-enclosure-tray-3d-scan-1 https://grabcad.com]
|-
|BMS
|Orion
|24 - 180 cell models
|Orion
|Orion
|[https://www.orionbms.com/downloads/drawings/orionbms2_enclosure_3d_drawings.zip https://www.orionbms.com/]
|}

== Requests ==
Please add your requests here for any CAD models or scans that you have been unable to find online or in the tables above. See example below:

''Example request: Motor - Nissan - Leaf Gen 1 EM61 (without gearbox)''

Motor - Lexus - GS300H

Engine compartment - BMW - E9x

Battery pack - BMW - PHEV

''Note: If anyone is able to take a scan or source an existing model for a request, please add it to the tables above and remove the request from this section. Many thanks.''
[[Category:CAD]] [[Category:Resources]]

ZombieVerter VCU

2025-10-08T12:39:59Z

Bigpie: /* Currently supported OEM hardware: */ adding minimum Leaf Voltage

[[File:Zombie model.png|thumb|614x614px|ZombieVerter VCU board (NOTE: V1.2 is preproduction, V1.a is the current latest hardware revision)]]
==Introduction ==
'''An open-source EV conversion VCU (vehicle control unit) for controlling salvaged EV components!'''

Modern EV conversion projects often look to reuse salvaged parts from wrecked vehicles, such as the motors, batteries and chargers.

The issue is that each of these components and manufacturers, use different methods of control and communication.

Developing controllers for these devices is complex, and time consuming and often require very dedicated communication protocols. Instead of making custom boards for every part that's been decoded, why not just make a general purpose VCU (vehicle control unit) with a verity of different types of inputs and outputs?

'''''Introducing: the "ZombieVerter" VCU - a general purpose EV conversion VCU.'''''

With a large array of inputs/outputs, control logic, and a web interface for configuration and data logging. The ZombieVerter is a powerful, flexible and customizable VCU well suited for EV conversions.

It's also an open source project!

=== Features ===

==== Hardware: ====

* On-board WiFi
* 3x high side PWM drivers
* 5x low side outputs
* 3x input pins (pull to ground only)
* 3x CANbus interfaces
* LIN bus
* sync serial interface
* OBD-II interface
* etc.

==== Software: ====

* Web based user interface
* Contactor control
* Charger control
* Charge timer
* Motor (inverter) control
* Heater control
* Water pump control
* Coolant fan control
* Throttle mapping
* Motor regen
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
<nowiki>*</nowiki>This list is always growing and changing, and not everything is verified working

==== Motors/Drive units: ====

* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]] (180V minmum voltage)
* [[Lexus GS450h Drivetrain|Lexus GS450h inverter / L110 gearbox via sync serial]]
* Lexus GS300h inverter / L210 gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial

* [[:Category:Mitsubishi|Mitsubishi Outlander motors/inverter]]
* openinverter controller

==== Chargers/DCDCs: ====
* [[Nissan leaf pdm|Nissan Leaf PDM (Charger and DCDC)]] Gen1,2 & 3
* [[Mitsubishi Outlander DCDC OBC|Mitsubishi Outlander OBC (charger/DCDC)]]
* [[Tesla Model S/X DC/DC Converter|tesla model S dcdc]]
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - type 2 + type 1
* [[Chademo with Zombieverter|Chademo DC fast charging]]
* [[Foccci|Foccci CCS faster charger controller]]
* [https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
* Elcon charger

==== Heaters: ====
*[[Volkswagen Heater|VAG/VW PTC water heater via LIN bus]]
*[[VAG PTC Air Heater|VAG/VW cabin heater via LIN bus]]

* [[Chevrolet Volt Water Heater|Opel Ampera / Chevy Volt 6.5kW cabin heater]]
* [[Mitsubishi Outlander Water Heater|Mitsubishi outlander hybrid water heater]]

==== BMS: ====
* [[Nissan Leaf BMS|Nissan leaf BMS]]/battery pack
* [[Renault Kangoo 36|kangoo bms]]
*orion bms
*[https://github.com/Tom-evnut/SimpBMS SimpBMS]
*[[Isabellenhütte Heusler|ISA shunt]]
*[[BMW Hybrid Battery Pack#S-Box|BMW SBOX]]
*VW EBOX

==== Vehicle Integration (for CANbus control of dash, etc.): ====
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* BMW E9x CAN support
* Mid-2000s VAG CAN support
* Subaru CAN support

== Resources ==

* [https://openinverter.org/forum/viewtopic.php?f=3&t=1277 Development thread]
* Purchasing:
** [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombieverter-vcu-built Fully-built VCU boards]
** [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombie-vcu Partially-built VCU boards]
* [https://github.com/damienmaguire/Stm32-vcu GitHub repo]
** Hardware: [https://github.com/damienmaguire/Stm32-vcu/tree/master/Hardware/Zombie ZombieVerter V1]*
** Software: [https://github.com/damienmaguire/Stm32-vcu/releases latest stable software release]

<nowiki>*</nowiki> '''IMPORTANT NOTE: only design files for PCB V1 are publicly available on GitHub, design files for the latest PCB release (V1.a) are only available through [https://www.patreon.com/c/evbmw/posts Damien Maguire's Patreon] and require membership at the Design Files tier or higher.'''

== Assembling the VCU ==
Looking to build a ZombieVerter VCU yourself or the kit is missing hardware?

* [[Zombiverter hardware]] page for additional build instructions

* [https://github.com/damienmaguire/Stm32-vcu Github with PCB, schematic, pin-outs, etc]

''The enclosure and header are required if you did not order a [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombieverter-vcu-built '''fully built board''']''

VCU boards from the webshop, '''''come pre-programmed''''' and '''do not require any additional steps taken to work'''.

For programming a blank board see: [[zombieverter programing|ZombieVerter programming]]
===The enclosure kit options:===

# [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE Enclosure Kit with Header, connector and pins]<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
#[https://www.aliexpress.com/item/32822692950.html Connector and pins]<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
#[https://www.aliexpress.com/item/1005003512474442.html Pre-wired connector] <ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The original connectors are from Aptiv (Delphi):

* [https://www.aptiv.com/en/solutions/connection-systems/catalog/item?id=13669859_en Aptiv 56-pin connector]
* [https://www.aptiv.com/en/solutions/connection-systems/catalog/item?id=33511394_en Aptiv 56-pin header]
* [https://www.tti.com/content/ttiinc/en/apps/part-detail.html?partsNumber=210S048&mfgShortname=FCA&productId=161404611 Removal tool for connector terminals: Manufacturer: Aptiv (formerly Delphi)] Part Number: 210S048
=== Videos on assembly, powering up, updating, etc: ===
https://www.youtube.com/watch?v=geZuIbGHh30&list=PLh-aHjjWGgLVCsAqaCL6_jmn_QqhVlRiG

https://www.youtube.com/watch?v=_JRa_uFyVkY&list=PLh-aHjjWGgLUWaetAmShkv6gmvk7vLaHd

== Wiring ==
[[File:ZombieVerter VCU V1 cable side pinout2.jpg|thumb|alt=|VCU pinout diagram |513x513px]]Each device requires different wiring setups, settings and power requirements.

<nowiki>*</nowiki>cross referencing OEM wiring diagrams is highly recommended

=== Vehicle-specific configurations ===
* [[GS450H with zombieverter|GS450H with ZombieVerter]]
* [[Leaf stack with zombiverter|Leaf stack with ZombiVerter]]
* [[Tesla SDU with Zombieverter|Tesla SDU with ZombieVerter]]
* [[Chademo with Zombieverter]]

=== Power wiring ===
The ZombieVerter requires a permanent 12V supply. This is so it can manage charging, timers, and monitor systems when the car is at rest.

The average power draw, at idle, is 150 mA.

* Pin 55 to 12V- ground
* Pin 56 to 12V+ positive

The ZombieVerter controls power/"ignition" signals to other devices (inverters, chargers, and DCDC converters), powering those devices when required. This is done by triggering an external 12V relay. '''''ZombieVerter controls the external relay using low-side switching'', meaning that it pulls the ground pin of the relay to ground.'''

* [[File:Gernice-zombie.png|thumb|583x583px|general zombie and battery box wiring]]Pin 32 to ground pin on a 12V relay
* Relay positive pin to 12V+
* One of the relays switch pin to 12V+

This effectively provides a switched 12V supply, controlled by the ZombieVerter.

Used to switch "enable" mode to devices via:

* Leaf inverter enable pin
* Leaf PDM enable pin
* Mitsubisihi OBC enable pin

=== Contactor wiring ===
The Zombieveter manages the Negative, Positive and PreCharge contactors in an EV conversion.

This is done based off a series of voltage measurements (UDC), this voltage value (UDC) can be supplied from a variety of sources:

* ISA IVT shunt
* Nissan leaf inverter
* BMW S-BOX
* etc.

''Without a proper UDC measurement, the ZombieVerter '''will fail precharge and never go into run mode.'''''

'''The contactor control pins on the ZombieVerter are ''low-side switching'', meaning that they pull to ground.'''

The positive leads from the contactors need to be connected to 12V+ and the ground leads to:

* Pin 31 for the negative contactor
* Pin 33 for the positive contactor
* Pin 34 for the pre-charge contactor
=== Throttle pedal wiring ===
The ZombieVerter supports dual-channel throttle. This redundancy is for safety in case one channel fails or drops out. It's highly recommended to use dual-channel throttle. Single-channel is an option.

Connect the following to the ZombieVerter pins:

* Pin 45 to throttle grounds
* Pin 46 to throttle channel 2
* Pin 47 to throttle channel 1
* Pin 48 to throttle positives

=== Start, Run, and Direction wiring ===
The ZombieVerter requires 2 inputs to get into "drive" mode. '''These pins need to be ''pulled high'' (connected to 12V +)'''

* Pin 15 to "on" switched input (key switched to "on")
* Pin 52 to "start" momentary input (momentary key switched "ignition")

==== Forward and Reverse ====
These pins need to be ''pulled high'' (connected to 12V +)

* Pin 53 reverse
* Pin 54 forward

==== Brake signal ====

* Pin 49 need to be ''pulled high'' (connected to 12V +) when brake is pressed

=== Input/output pins ===
The ZombieVerter has a number of selectable input/output pins that can be used for a number of functions. These pins are:

Low side Outputs.

*GP Out 3
*GP Out 2
* Neg Contactor switch/GP Out 1
*Trans SL1- (If not using the GS450H)
*Trans SL2- (If not using the GS450H)

'''*Low side output connect to ground when activated.'''

The low side outputs in Zombie are ideal for switching relays, such as for coolant pumps.

High side PWM.

*PWM 3
*PWM 2
*PWM 1
*Pump PWM - Limited to GS450 Oil pump pwm or tacho pwm output

These are high side 12V outputs, usually for controlling gauges or auxiliary items than need a pwm signals.

'''*not suitable for controlling relays.'''

Ground Input pins

These pins pull down to ground only. '''Do not connect any voltage to these pins.'''

PB1

PB2

PB3

=== Pin functions: ===
''Note: While the web interface will allow you to select input pins or output pins, some will not actually work.''

''example: a input switch wired but set to negContactor''
{| class="wikitable"
|+
!Pin
!IN/OUT/PWM
!Function
|-
|ChaDemoAIw
|'''OUTPUT'''
|activates when Chademo charger handshake initiates
|-
|OBCEnable
|'''OUTPUT'''
|activates as part of the ExtCharger module
|-
|HeaterEnable
|'''OUTPUT'''
|activates only in run mode and when coolant pump is on*
|-
|RunIndication
|'''OUTPUT'''
|activates when zombie is in run mode
|-
|WarnIndication
|'''OUTPUT'''
|activates when a error occurs with the ZombieVerter
|-
|CoolantPump
|'''OUTPUT'''
|activates during precharge, usually used for coolant pumps
|-
|NegContactor
|'''OUTPUT'''
|activates when the negative contactor needs to be closed. ie precharge, run, charge mode, etc
|-
|BrakeLight
|'''OUTPUT'''
|activates when a set brake light on threshold value is met
|-
|ReverseLight
|'''OUTPUT'''
|activates when reverse direction is selected
|-
|CoolingFan
|'''OUTPUT'''
|activates when FanTemp setpoint is reached
|-
|HVActive
|'''OUTPUT'''
|activates when contactors are closed and VCU is in run or charge mode
|-
|BrakeVacPump
|'''DIGITAL OUTPUT'''
|activates when BrakeVacSensor threshold value is met
|-
|CpSpoof
|'''PWM OUTPUT'''
|used to spoof CP signal to OBC when using a charging interface such as FOCCCI or I3LIM
|-
|GS450Hpump
|'''PWM OUTPUT'''
|used to run GS450H oil pump
|-
|HeatReq
|'''DIGITAL INPUT'''
|
|-
|HVRequest
|'''DIGITAL INPUT'''
|NOT FUNCTIONING
|-
|DCFCRequest
|'''DIGITAL INPUT'''
|Chademo Charge Interface enable contactors to charge
|-
|ProxPilot
|'''ANALOGUE INPUT'''
|detects when charge cable is plugged in
|-
|BrakeVacSensor
|'''ANALOGUE INPUT'''
|vacuum sensor input, use for triggering BrakeVacPump '''DIGITAL OUTPUT'''
|-
|PWMTim3
|
|
|}

==== Proximity Pilot====
This analogue input used to detect a charging cable is plugged in.
[[File:ZombiePP.png|none|thumb]]
A resistor to the 5v needs to be connected to the analogue in pin, 330 ohms in the spec, and R5 needs to be another resistor between analogue in pin and ground. Type 1 connectors should be a 2.7k ohm resistor and type 2 should be 4.7k ohm. Note the charging port may already have this resistor installed.

Open up the Zombie UI and choose ProxPilot for the function of the analogue in pin. Then start plotting PPVal and then plug in, you can then use this to select your PPThreshold. Bare in mind the resistance will vary on the cable plugged in depending on the Amps it can supply.

[https://youtu.be/U3c4V8vMb6k?t=351 Video explaining the setup and demonstration.]

== Initial start-up and testing ==

=== Powering up and connecting to the web interface ===
'''The following is required'''
# A fully built ZombieVerter VCU
# Two wires for power
# 12V power supply
# Computer/tablet for accessing the web interface

'''How to access the web interface'''

# Provide stable 12V power to pins 55, 56 on the ZombieVerter
# The on-board LED light "acty" should be now flashing
# Using your computer, connect to the ZombieVerters WIFI access point. '''SSID: "inverter" or "zom_vcu"'''
# '''Password is: inverter123'''
# In a web browser navigate to: '''192.168.4.1'''
# The openinverter web interface should now load!

'''NOTE:''' Recent units have a new WiFi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.4.1 on the 192.168.4.0/24 subnet) to your device.

===Configuration===
<nowiki>*</nowiki>work in progress*

[[Zombieverter Parameters and Spot Values|full list and overview of ZombieVerter Parameters and Spot Values]]

==== Basic parameters and spot values ====

==== Throttle ====
You should see values '''pot''' change as the pedal is pressed.

* '''potmin''' should be set just above where your off-throttle position is
* '''potmax''' just below the value seen at maximum travel
* Same for '''pot2min''' and '''pot2max'''

The resulting in a 0-100 '''potnom''' value.

* '''throtmin''' is the minimum (most negative) allowed '''''potnom''''' at all times
* '''throtmax''' is the maximum (most positive) allowed '''''potnom''''' request in forward
* '''throtramp''' is how much '''potnom''' ramps up with the pedal pushed ('''potnom''' change per %/10ms)
* '''throtramprpm''' stops applying '''throtramp''' above a set motor rpm
* '''revlim''' is a rev limiter

==== Contactors ====
A set HV battery voltage value is required to run the precharge and main contactors.

The voltage is measured using the UDC value. which is supplied from the '''shuntType:'''

* '''ISA'''
* '''SBOX'''
* '''VAG'''
* '''LEAF'''

these voltage(UDC) levels are set with the following parameters:

* '''udcmin''' is the minimum battery voltage derate
* '''udclim''' is maximum battery voltage derate
* '''udcsw''' is Voltage point at which precharge is considered finished, and the main contactor will close.

'''Forward/Reverse'''

input options:

* '''switch'''
* '''button'''
* '''switchReversed'''
* '''buttomReversed'''

==== Inverter ====
''work in progress''

==== Charger ====

''work in progress''

==== Input Values ====
Check that din_break does not show "on", it must be off to allow potnom to be shown.
----
* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

''If you do not see a good value at udc, it may be that your external shunt is not connected properly or is not initialised.''

''If you do not see a good value at Invudc, it may be that the inverter is not powered, or the communication signals are not correctly wired.''

''if the status stays at "PRECHARGE" then you possibly didn't hold the start signal on for long enough!''

== Errors, Common issues ==

==== Input Values: ====

* "din_break" does not show "on", it must be off to allow potnom to be shown.
** check wiring setup
* UDC value updates during precharge.
** check that your UDC value source is configured correctly (shunt type, proper can bus, ect)
** check your contactor wiring.
*** some contactors are polarity sensitive
*** are they wired to be low side switched?
* check can H/ can L wiring
* is there too many devices sharing one can bus? (possible can id collision)
* check inverter power relay wiring
** is the inverter/charger/bms "ignition"/ "enable" pin driven via a zombie controlled relay?
** is the relay firing during preacharge?

==Software==

VCU boards from the webshop, '''''come pre-programed''''' and '''do not require any additional septs taken to work'''.

For programming a blank board see: [[zombiverter programing|ZombiVerter programing]]

For re-flashing a bricked board refer to the Troubleshooting section below.
==== Initializing an ISA Shunt: ====

# Wire the ISA shunt to 12V+ and canbus input.
# Under shunt can in the web interface, select the canbus the shunt is connected to
# Hit save parameters to flash.
# Under Comms in the web interface, select ISAMode option. By default its set to "Normal" (Off)
# Select "Init"
# Hit save parameters to flash
# Power cycle the vcu and shunt at same time (they should be on same 12V feed anyway).
# The shunt will initialize.
# Select ISAMode "normal"
# Save to flash again
# Reboot the VCU

The shunt should now be up and running.

If the shunt doesn't initialize correctly, separate the shunt and VCU power supply, and power cycle the VCU two or three seconds after the shunt power is cycled. This has fixed an initialize issue for a number of ISA shunts.

== Parameters ==
[[Zombieverter Parameters and Spot Values|page with ZombieVerter parameters and their value ranges, ZV pinmap etc.]]

Source: https://www.youtube.com/watch?v=wjlucUWX_lc

==Troubleshooting ==

===Serial Connection===
If you're having trouble connecting using the serial interface, note that the parameters are 115200 8-N-2, which is different from the conventional 115200 8-N-1.

=== Recovering the ZombieVerter from a failed update ===
If the ZombieVerter fails in the middle of a software update and the Web User Interface is reporting "firmware: null" it's possible you'll need to re-flash the firmware, and bootloader via an STLink.

I used a cheap STLink v2 clone without issue but it seems there is a mix of experiences with them.

# Firstly, download the bootloader from [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases here] and latest ZombieVerter firmware from [https://github.com/damienmaguire/Stm32-vcu/releases/ here] as .hex files. This ensures you don't need to know the address of the file and avoids user error when flashing via STLink
# Download STMCubeProgrammer from [https://www.st.com/en/development-tools/stm32cubeprog.html#get-software here] (other STM flashing softwares are available but the following instructions are based on what has worked for me).
# Upgrade the firmware on your STLink dongle using STMCubeProgrammer. I'm not sure if this is 100% necessary but seems prudent.
# Connect the Clock (SWclk), Gnd and Data (SWDio) of your STLink to the ZombieVerter test points. On the ZombieVerter Board, they are labelled C, G, D.
# Connect 12V and Gnd to the ZombieVerter main power pins and ensure your STMCubeprogrammer is able to connect to it. I also disconnected the wifi board just incase.
# Perform a "full chip erase", then reflash the latest bootloader and firmware hex files.
# Remove your STLink from the ZombieVerter, connect the wifi board and check connectivity.
# Begin ZombieVerter-ing.

=== ESP32 CanBus Web Interface ===
If the CanBus Web Interface is used it must be noted that the Node ID is hard coded to 3 (note Foccci default is 22)

==References==
<references />
[[Category:Inverter]]
[[Category:VCU]]
[[Category:ZombieVerter]]

Nissan Leaf Throttle Pedal

2025-03-25T11:00:19Z

Bigpie: Created page with "This page is WIP Connector is possibly 7283-8850-30"

This page is WIP

Connector is possibly 7283-8850-30

Zombieverter Parameters and Spot Values

2025-03-25T09:31:59Z

Bigpie: Making the current direction correct, negative is discharge.

<nowiki>*</nowiki>note: this page is a work in progress.

<nowiki>**</nowiki>Note: This is up to date for the 2.20A release

'''Parameters'''
{| class="wikitable"
!Id!!Name
!VCU Pin!!Unit!!Min!!Max!!Default
!Utilisation!!Description
|-
| colspan="9" | '''- General Setup'''
|-
|5|| Inverter
|
|| || 0|| 8|| 0
| ||'''Selected Inverter to be controlled'''
0=None - No inverter to be controlled 
1=Leaf_Gen1 - Nissan Leaf Gen1, 2 or 3 control via CAN 
2=GS450H - Lexus GS450h via Clocked Serial 
3=UserCAN - ''Not Used'' 
4=OpenI - Open Inverter control board via CAN 
5=Prius_Gen3 - Toyota Prius via Clocked Serial 
6=Outlander - ''Outlander PHEV !!!Depreciated'' 
7=GS300H - Lexus IS300h via Clocked Serial 
8=RearOutlander - Misubishi Outlander PHEV via CAN 
|-
|6
| Vehicle
|
|
|0
|8
|0
|
|'''Vehicle to Integrate with''' 
0=BMW_E46 - BMW E46 via CAN and digital IO 
1=BMW_E6x+ - BMW E6x and E9x and derivatives via CAN 
2=Classic - Digital IO 
3=None - No vehicle support functions 
5=BMW_E39 - BMW E39 via CAN and digital IO 
6=VAG ''- Tbc which supported vehicles'' 
7=Subaru ''- Tbc which supported vehicles'' 
8=BMW_E31 - BMW E31 via CAN and digital IO 
|-
|108
| GearLvr
|
|
|0
|4
|0
|
|'''Connected Gear Selector via CAN'''0=None - No CAN based gear selector used
1=BMW_F30 - [[BMW F-Series Gear Lever|BMW F series shifter]] via CAN 
2=JLR_G1 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
3=JLR_G2 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
4=BMW_E65 - BMW E65 shifter via CAN 
|-
|78
| Transmission
|
|
|0
|1
|0
|BMW E31, E39, E46
|'''Type of gearbox for vehicle intergration''' 
0=Manual 
1=Auto 
|-
|39|| interface
| || ||0||4||0
| || '''Type of CAN bus based charging interface used''' 
0=Unused - None Used 
1=i3LIM - [[BMW I3 Fast Charging LIM Module|BMW I3 LIM]] 
2=Chademo - [[Chademo with Zombieverter|Chademo via CAN]] 
3=CPC - [https://citini.com/product/evs-charge-port-controller/ Charge Port Interface] (Volt Influx Ltd) 
4=Focci - [[Foccci|Foccci CCS controller]] 
|-
|37|| chargemodes
| || ||0||6||0
| || '''Charger Used''' 
0=Off - None 
1=EXT_DIGI - Digital signal control 
2=Volt_Ampera - [[Chevrolet Volt Charger|Gen 1 Ampera/Volt Charger]] via CAN 
3=Leaf_PDM - Gen 1, 2 or 3 Nissan Leaf PDM via CAN 
4=TeslaOI - [[Tesla Model S/X GEN2 Charger|Run Gen 2]] or [[Tesla Model S/X GEN3 Charger|Gen 3 Tesla charger]] with OI board via CAN 
5=Out_lander - [[Mitsubishi Outlander DCDC OBC|Outlander PHEV Charger DCDC]] via CAN 
6=Elcon - Elcon/TC charger protocol via CAN 
|-
|90|| BMS_Mode
| || ||0||5||0
| ||'''Connected BMS over CAN''' 
0=Off - No BMS implementated 
1=SimpBMS - SimpBMS/Victron via CAN 
2=TiDaisychainSingle - via CAN 
3=TiDaisychainDual - via CAN 
4=LeafBms - Stock Nissan Leaf Gen1,2 or 3 BMS via CAN 
5=RenaultKangoo33 
|-
|88|| ShuntType
| || ||0||3|| 0
| ||'''Current Shunt type used, also allows use of CAN based contactor boxes''' 
0=None - No Current Shunt Used 
1=ISA - Isabelleheute Current Shunt Used 
2=SBOX 
3=VAG 
|-
|70|| InverterCan
| || ||0||1||0
|If CAN inverter used||'''CAN bus used for Inverter'''0=CAN1, 1=CAN2
|-
|71|| VehicleCan
| || ||0||1||1
|If Vehicle used||'''CAN bus used for Vehicle Functions'''0=CAN1, 1=CAN2
|-
|72|| ShuntCan
| || ||0||1|| 0
|If Shunt used||'''CAN bus used for Shunt and or Contactors'''0=CAN1, 1=CAN2
|-
|73|| LimCan
| || ||0||1||0
|If Charge Interface used||'''CAN bus used for Charging Interface'''0=CAN1, 1=CAN2
|-
|74|| ChargerCan
| || ||0||1||1
|If Charger used||'''CAN bus used for Onboard Charger'''0=CAN1, 1=CAN2
|-
|89|| BMSCan
| || ||0||1||1
|If BMS used||'''CAN bus used for BMS'''0=CAN1, 1=CAN2
|-
|96|| OBD2Can
| || ||0||1||0
| ||'''CAN bus used for OBD2 comms'''0=CAN1, 1=CAN2
|-
|97|| CanMapCan
| || ||0||1||0
| ||'''CAN bus used for CANmap parameters'''0=CAN1, 1=CAN2
|-
|107|| DCDCCan
| || ||0||1||1
|If DCDC used||'''CAN bus used for DCDC'''0=CAN1, 1=CAN2
|-
|138|| HeaterCan
| || ||0||1||1
|If CAN heater selected||'''CAN bus used for Heater'''0=CAN1, 1=CAN2
|-
|129|| MotActive
| || ||0||3||0
|Toyota or Lexus Inverters only||'''Potnom to Torque Translation'''0=Mg1and2 - Both motors get same percentage request 
1=Mg1 - Only use MG1 
2=Mg2 - Only use MG2 
3=BlendingMG2and1 - Use MG2 upto 50% Potnom then taper in MG1 
|-
| colspan="9" |'''- Throttle'''
|-
|7 || potmin
|
| "dig"
|0
|4095
|0
|
|Value of "pot" when pot isn't pressed at all
|-
| 8|| potmax
|
| "dig"
|0
|4095
|4095
|
|Value of "pot" when pot is pushed all the way in
|-
| 9||pot2min
|
| "dig"
|0
|4095
|4095
|
|Value of "pot2" when regen pot is in 0 position
|-
|10|| pot2max
|
| "dig"
|0
|4095
|4095
|
| Value of "pot2" when regen pot is in full on position
|-
|60||regenrpm
| || "rpm"||100||10000||1500
| ||The motor rpm at which regenmax is used as the regen limit. Under this rpm the regen limit is tapered to 0% at 100 rpm. This is applied to both Regenmax and regenBrake
|-
|126||regenendrpm
| ||rpm||100|| 10000||100
| ||Below this motor RPM the regen is 0
|-
|61||regenmax
| || "%"||-35||0||-10
| ||The maximum allow regen in ''potnom'' percentage, always negative or 0. Ramps down based on motor rpm
|-
|122||regenBrake
| || "%" ||-35 ||0||-10
| ||Brake pedal based negative ''potnom'' request, always negative or 0. Ramps down based on motor rpm
|-
|68|| regenramp
| || "%/10ms" || 0.1||100||1
| ||Ramp speed when entering regen. E.g. when you set brkmax to -30% and regenramp to 1, it will take 300ms to arrive at brake force of -60%
|-
|11||potmode
| 31 GND

32 Thr2

33 Thr1

34 +5v
| ||0||1||0
| ||'''Type of Throttle input'''0=Single Channel
1=Dual Channel - Preferred setting
|-
|12||dirmode
| 53 Rev
54 Fwd
| ||0||4||1
| When not using CAN shifter||'''Type of gear switch input'''Button

Switch

ButtonReversed

SwitchReversed

DefaultForward
|-
|127||reversemotor
| || ||0||1||0
| Outlander Rear Motor ONLY||Reverse motor rotation
|-
|13||throtramp
| || "%/10ms"||1||100|| 10
| ||The amount of allowed ''potnom'' change per %/10ms
|-
|14||throtramprpm
| ||rpm||0||20000||20000
| ||Above this motor rpm Throtramp is no longer applied
|-
|15||revlim
| || "rpm"||0||20000 || 6000
| ||
|-
|137||revRegen
| || ONOFF||0||1||0
| ||Regen enabled in reverse
|-
|19||udcmin
| || "V"|| 0||1000||450
| ||Minimum battery voltage derate
|-
|20||udclim
| || "V"||0||1000|| 520
| ||Maximum battery voltage derate
|-
|21||idcmax
| || "A"||0||5000||5000
| ||Maximum DC input current '''(regen current)'''
|-
|22||idcmin
| || "A"||-5000||0||-5000
| ||Maximum DC output current '''(drive/discharge current)'''
|-
|23||tmphsmax
| || "°C"||50|| 150||85
| ||Inverter Temp derate
|-
|24||tmpmmax
| || "°C"||70|| 300||300
| ||Motor Temp derate
|-
|25
|throtmax
| || "%"||0|| 100||100
| ||Maximum allow positve ''potnom'' request in the forward direction
|-
|26||throtmin
| || "%"||-100||0||-100
| ||Minimum (most negative) allowed ''potnom'' at all times
|-
|123||throtmaxRev
| || "%"||0||100||30
| ||Maximum allow positive ''potnom'' request in the reverse direction
|-
|76||throtdead
| || "%"||0||50||10
| ||''-TBC''
|-
|128||RegenBrakeLight
| || "%"||-100||0||-15
| ||Under this Potnom the brake light output turns on
|-
|131||throtrpmfilt
| || "rpm/10ms"||0.1 ||200||15
| ||Change of speed fed into the dynamic speed based throttle map. High value is slower response to rapid speed change. If you have low speed judder increase this value.
|-
| colspan="9" |'''- Gearbox Control'''
|-
|27||Gear
| || ||0||3||0
| Lexus GS450h only||'''Control of the GS450h gears'''0=LOW - always low gear
1=HIGH - always high gear
2=AUTO - Auto shifting between low and high based on speed
3=HIGHFWDLOWREV - reverse always low gear and forward always high gear
|-
|28 ||OilPump
| || %||0||100||50
| Lexus GS450h only||Oil pump PWM duty cycle run setpoint
|-
| colspan="9" |'''- Cruise Control'''
|-
|29 ||cruisestep
| ||rpm||1||1000||200
| ||''-TBC''
|-
|30 ||cruiseramp
| ||rpm/100ms||1||1000||20
| ||''-TBC''
|-
|31 || regenlevel
| || ||0||3||2
| ||''-TBC''
|-
| colspan="9" |'''- Contactor Control'''
|-
|32||udcsw
| ||V||0||1000||330
| ||Voltage point at which precharge is considered finished
|-
|33||cruiselight
| || ||0||1||0
| ||Off

On

na
|-
|34|| errlights
| || ||0||255
|0
| ||Off

EPC

engine
|-
| colspan="9" |'''- Communication'''
|-
|77||CAN3Speed
| |25 L

26 H
|| ||0||2||0
| ||k33.3

k500

k100
|-
| colspan="9" |'''- Charger Control'''
|-
|38|| BattCap
| || "kWh"||0.1||250||22
| ||
|-
|40|| Voltspnt
| || "V"||0||1000||395
| ||Max charge voltage for battery
|-
|41
| Pwrspnt
| || "W"||0||12000||1500
| ||Maximum power draw by charger. Manipulated automatically by a Charging Interface
|-
|56|| IdcTerm
| || "A"||0||150||0
| ||Ending charge current, if current is below this value charging session is stopped and requires restarting to resume.
|-
|42|| CCS_ICmd
| || "A"||0||150||0
| ||''NOT USED - superseded by automation''
|-
|43|| CCS_ILim
| || "A"||0||350||100
| ||Maximum allowed Current during fast charging
|-
|44|| CCS_SOCLim
| || "%"||0||100||80
| ||NOT USED
|-
|79|| SOCFC
| || "%"||0||100|| 50
| ||Sent during DCFC
|-
|45|| Chgctrl
| || ||0||2||0
| ||'''Type of Charging Control'''Enable - Always allow charging

Disable - No charging

Timer - Time based charging
|-
|120|| ChgAcVolt
| || "Vac"||0||250||240
| ||Expected AC voltage into charger - used for Control Pilot power limiting
|-
|121|| ChgEff
| || "%"||0||100||90
| ||Expected charger effiecency - used for Control Pilot power limiting
|-
|133
| ConfigFocci
|
|
|0
|1
|0
|FOCCCI only
|Toggle to have the Zombie configure the Foccci CAN map
|-
| colspan="9" |'''- DC-DC Converter'''
|-
|105||DCdc_Type
| || ||0||1||0
| ||No DCDC

TeslaG2
|-
|106||DCSetPnt
| ||V||9||15 ||14
| ||''NOT USED''
|-
| colspan="9" |'''- Battery Management'''
|-
|91||BMS_Timeout
| ||sec||1||120||10
| SimpBMS, Kangoo, Daisy BMS||Time before BMS data is set to all 0
|-
|92||BMS_VminLimit
| ||V||0||10||3
| SimpBMS, Kangoo, Daisy BMS||Allow min cell voltage, forces zero charge current limit
|-
|93||BMS_VmaxLimit
| ||V||0||10||4.18
| SimpBMS, Kangoo, Daisy BMS||Allow max cell voltage, forces zero charge current limit
|-
|94||BMS_TminLimit
| ||°C||-100||100||5
| SimpBMS, Kangoo, Daisy BMS||Allow min cell temp, forces zero charge current limit
|-
|95||BMS_TmaxLimit
| ||°C||-100
|100||50
| SimpBMS, Kangoo, Daisy BMS||Allow max cell temp, forces zero charge current limit
|-
| colspan="9" |
'''- Heater Module'''
|-
|57||Heater
| || ||0||2||0
| ||'''Selected Heater Type'''0=None
1=Ampera - [[Chevrolet Volt Water Heater|Ampera Heater via SW CAN]]
2=VW - [[Volkswagen Heater|VW Coolant Heater via LIN]]
3=OutlanderCan - [[Mitsubishi Outlander Water Heater|Outlander Coolant Heater via CAN]]
|-
|58||Control
| || ||0||2||0
| ||'''Heater Controls Enabled'''0=Disable - OFF
1=Enable - ON
2=Timer - NOT USED
|-
| 59||HeatPwr
| ||W||0||6500||0
| ||''NOT USED''
|-
|124||HeatPercnt
| || %||0||100||0
| ||
|-
| colspan="9" |'''- RTC Module'''
|-
|77
|Set_Day
| || ||0||6||0
| ||
|-
| 78||Set_Hour
| ||Hours||0||23||0
| ||
|-
|79||Set_Min
| ||Mins||0||59||0
| ||
|-
|80
|Set_Sec
| ||Secs||0||59||0
| ||
|-
| 81
|Chg_Hrs
| ||Hours||0||23||0
| ||
|-
| 82
|Chg_Min
| ||Mins||0||59||0
| ||
|-
| 83||Chg_Dur
| ||Mins||0||600||0
| ||
|-
|84
| Pre_Hrs
| ||Hours ||0||59||0
| ||
|-
|85
|Pre_Min
| ||Mins||0||59||0
| ||
|-
|86||Pre_Dur
| ||Mins||0||60||0
| ||
|-
| colspan="9" |'''- General Purpose I/O'''
|-
|135|| PumpPWM
| || PumpOutType||0||1
|0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|80|| Out1Func
|4|| PINFUNCS||0||15||6
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|81|| Out2Func
|3|| PINFUNCS||0||15||7
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|82|| Out3Func
|39
| PINFUNCS||0||15||3
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|83|| SL1Func
|38 || PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|84 || SL2Func
|7|| PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|85|| PWM1Func
| 6|| PINFUNCS||0||18||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|86|| PWM2Func
|5|| PINFUNCS||0||18 ||4
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|87|| PWM3Func
|50|| PINFUNCS||0||18||2
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|98|| GP12VInFunc
|51|| PINFUNCS||0|| 13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|99|| HVReqFunc
| 36|| PINFUNCS||0||13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|140
| PB1InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|141
| PB2InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|142
| PB3InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|110
| GPA1Func
|
| APINFUNCS
|0
|2
|0
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|111|| GPA2Func
|35|| APINFUNCS||0||2||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|114|| ppthresh
| || "dig"||0||4095||2500
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|115
| BrkVacThresh
|
|dig
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|116
| BrkVacHyst
|
|"dig"
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|117
| DigiPot1Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 1 pin to ground, steps from 0-255 0-10kOhm
|-
|118
| DigiPot2Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 2 pin to ground, steps from 0-255 0-10kOhm
|-
|134|| FanTemp
| || "°C" || 0||100||40
| ||tmphs or chagtemp above this will have the Fan Output come on
|-
|136 || TachoPPR
| || "PPR"||0||100||2
| ||Pulses per rotation for RPM generation
|-
| colspan="9" |'''- ISA Shunt Control'''
|-
|75||IsaInit
| || ||0||1|| 0
| ||toggle to start ISA shunt initi
|-
| colspan="9" |'''- PWM Control'''
|-
|100|| Tim3_Presc
| || ||1||72000||719
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|101|| Tim3_Period
| || || 1|| 100000||7200
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|102|| Tim3_1_OC
| || ||1|| 100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|103|| Tim3_2_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|104|| Tim3_3_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|132
| CP_PWM
|
|
|1
|100
|10
|Only with Charging Interfaces
|''NOT USED''
|}
'''Spot Values'''
{| class="wikitable"
!Name!!Unit!!Values
!Required!!Description
|-
| version || -||
| ||Version Number of Firmware
|-
|opmode|| -|| 0=Off
1=Run
2=Precharge
3=PchFail
4=Charge
| ||Main Software States
|-
|chgtyp|| -|| 0=Off
1=AC
2=DCFC
| ||Type of Charging Active
|-
|lasterr|| -||
| ||
|-
|status|| -||
| ||
|-
|TorqDerate
| -
|
|
|Reasons for limiting Potnom, resets after key cycle
|-
|udc||V||
|Shunt/Inverter/Charger||HV Bus Voltage - From Shunt or other HV component
|-
|udc2||V||
|Shunt/BMS||HV Battery Voltage - From Shunt or BMS
|-
|udc3||V||
|Shunt/BMS||ISA Shunt HV 3 Voltage
|-
|deltaV||V||
|ISA Shunt||Unused - Old ISA Shunt calc
|-
|INVudc||V||
|Inverter||HV Voltage feedback from Inverter
|-
|power||kW||
|Shunt/BMS||HV Power - From Shunt or BMS
|-
| idc||A||
|Shunt/BMS||HV Current - From Shunt or BMS ''(A negative current is discharging out of the battery, positive is charging in to the battery)''
|-
|KWh||kwh||
|Shunt/BMS||Battery energy - From Shunt or BMS
|-
|AMPh||Ah||
|ISA Shunt||Battery energy - From Shunt or BMS
|-
|SOC || %||
|Shunt/BMS||Battery State of Charge - From Shunt or BMS
|-
| BMS_Vmin||V||
|BMS||Min Cell Voltage - From BMS
|-
|BMS_Vmax|| V||
|BMS||Max Cell Voltage - From BMS
|-
|BMS_Tmin||°C||
|BMS||Min Cell Temp - From BMS
|-
|BMS_Tmax||°C||
|BMS||Max Cell Temp - From BMS
|-
|BMS_ChargeLim||A||
|BMS||Max Charging Current Limit - From BMS
|-
|speed|| rpm||
| Inverter||Motor Speed
|-
|Veh_Speed||kph||
| Vehicle||Speed provided from CAN bus
|-
|torque||dig||
| Inverter||Torque is translated from Potnom for most inverters
|-
|pot||dig
|
| ||Pedal signal 1 - digital value not voltage
|-
| pot2 ||dig||
| ||Pedal signal 2 - digital value not voltage
|-
|potbrake ||dig||
| ||''NOT USED''
|-
|brakepressure||dig||
| ||''NOT USED''
|-
|potnom|| %||
| ||Calculated from Pot and Pot2
|-
| dir|| ||1=Forward
0=Neutral
-1=Reverse
| ||Selected Direction
|-
|tmphs||°C||
| Inverter/analogue in||Inverter temperature
|-
|tmpm||°C||
| Inverter/analogue in||Motor temperature
|-
|tmpaux||°C||
| Shunt||ISA Shunt Temp
|-
|uaux||V||
| ||12V In measurement/rough
|-
|canio || ||
| ||CANIO values
|-
|FrontRearBal|| %||
| ||''NOT TO BE USED - Will be changed''
|-
|cruisespeed||rpm||
| ||Cruise Speed Target
|-
|cruisestt|| ||
| ||Cruise State
|-
|din_cruise
| ||
| ||Cruise input signal - ''NOT USED''
|-
|din_start
| ||
| ||Start input signal
|-
| din_brake|| ||
| ||Brake input signal
|-
|din_forward || ||
| ||Forward input signal
|-
| din_reverse|| ||
| ||Reverse input signal
|-
|din_bms
| ||
| ||BMS input signal - ''NOT USED''
|-
|din_12Vgp|| ||
| ||12V GP input signal
|-
|handbrk|| ||
| ||''NOT USED''
|-
|Gear1|| ||
| GS450h||PB1 input signal
|-
|Gear2|| ||
| GS450h||PB2 input signal
|-
| Gear3
| ||
| GS450h||PB3 input signal
|-
|T15Stat|| ||
| Vehicle||Ignition on signal from Vehicle class
|-
| InvStat || ||
| Inverter Toyota/Lexus||Comms status
|-
|GearFB
| ||High/Low
| GS450h||
|-
|CableLim||A||
| Charge interface||Proximity signal based current limit
|-
|PilotLim||A||
| Charge interface||Control Pilot signal based current limit
|-
|PlugDet|| ||
| Charge interface/Nissan PDM||Charge Plug detected
|-
|PilotTyp|| ||
| Charge interface||Control Pilot type
|-
|CCS_I_Avail||A||
| CCS/Chademo Charging||Available Charge Current
|-
| CCS_V_Avail||V||
| CCS/Chademo Charging||Available Charge Voltage
|-
|CCS_I||A
|
| CCS/Chademo Charging||Charging Current offboard charger
|-
|CCS_Ireq||A||
| CCS/Chademo Charging||Request Charging Current
|-
|CCS_V||V||
| CCS/Chademo Charging||Charging Voltage offboard charger
|-
|CCS_V_Min||V||
| CCS/Chademo Charging||Minimum Available charging voltage
|-
| CCS_V_Con||V||
| CCS||Voltage at the connector
|-
|hvChg || ||
| ||NOT USED
|-
|CCS_COND
| ||
| I3 LIM||Internal State
|-
|CCS_State ||s||
| I3 LIM||LIM state
|-
| CP_DOOR || ||
| I3 LIM||Reported Charge Port Door State
|-
|CCS_Contactor|| ||
| I3 LIM||CCS Contactor state
|-
|Day|| ||
| ||Time
|-
|Hour|| H||
| ||Time
|-
| Min||M||
| ||Time
|-
|Sec||S||
| ||Time
|-
|ChgT||M||
| ||Charge timer - to confirm functionality
|-
|HeatReq||
|
| ||Cabin Heater Request signal
|-
|U12V||V||
| Tesla DCDC/Outlander DCDC||12V Output voltage
|-
|I12V||A||
| Tesla DCDC/Outlander DCDC||12V Output Current
|-
| ChgTemp||°C||
| Tesla DCDC/Outlander Charger||Component temperature
|-
|AC_Volts||V||
| Nissan PDM/Outlander Charger||Charger Input Voltage
|-
|AC_Amps||A||
| Outlander Charger||AC input current
|-
|canctr||dig||
| RUN mode||Can Counter
|-
|cpuload|| %||
| ||
|-
| PPVal||dig||
| ||Analogue input Pilot Signal translation
|-
| BrkVacVal|| dig||
| ||Analogue input Brake Vacuum Signal translation
|-
| tmpheater||°C||
| Heater||Heater temperature
|-
|udcheater||V||
| Heater||Heater HV voltage
|-
|powerheater||W||
| Heater||Heater Power
|-
|serial|| ||
| ||
|}
https://github.com/damienmaguire/Stm32-vcu/blob/master/include/param_prj.h
[[Category:ZombieVerter]]

Nissan Leaf Motors

2025-02-12T09:25:09Z

Bigpie: /* EM47 */

The '''Nissan EM''' motor is an electrical motor series manufactured by Nissan Motors. It is used in a variety of vehicles, mainly the Nissan Leaf. They are 3-phase AC synchronous power electric motors, utilizing interior neodymium permanent magnets.

=== Significant Community Projects ===
Openinverter development on the Nissan Leaf platform is fairly mature. The Openinverter forum section dedicated to Nissan components is [https://openinverter.org/forum/viewforum.php?f=4 here]. While the Leaf has only 2 official generations (as of 2023), the forums tend to refer to ‘gen1’, gen2’ and ‘gen3’ packages.

The official 1st generation Leaf (2010-2017) included two different motor packages, which the forum refers to as gen1 and gen2. Gen1 refers to the EM61 package. Gen2 refers to the early EM57 package.

The forum uses Gen3 to refer to the late EM57 package<ref>https://openinverter.org/forum/viewtopic.php?p=15702#p15702</ref>, found in the official 2nd generation Leaf (2018+). The EM57 packages are visually identical, but gen2 has a silver upper case and gen3 has a black upper case.

The EM47 platform (used in \Nissan's e-POWER lineup, which is a series hybrid platform) has received very little development as of early 2023.

There have been a number of open source community projects based on the Nissan Leaf. These are listed, with links and proper attribution, in this section.

* BRAT INDUSTRIES has motor couplers and adapter plates available here https://bratindustries.net/ and has opensourced an adapter plate for the EM57 motor, which can be found [[Nissan leaf motor couplers and adapter plates|here]].

* Open inverter replacement board for gen2 inverter: [[Nissan Leaf Gen2 Board]].

* ZombieVerter VCU can bus controller: [[ZombieVerter VCU|ZombieVerter VCU.]]
== EM61 ==
[[File:EM61.png|thumb|EM61 Dimensions|right]]
[[File:Em61 motor.png|thumb|390x390px|em61 motor tear down|left]]

The EM61 made its debut in 2010. It was used only in the first generation Nissan Leaf (ZE0 2010-2012). It is a stand alone IPMSM motor, with a theoretical peak power output of a 250kw+.

Regarded as Nissan’s ‘R&D’ motor, due to the presence of stronger rare earth magnets. This results in a slightly higher torque output efficiency than the second generation EM57 motor.

In the stock OEM leaf, the motor was battery and inverter limited to 80kw and made 280Nm of peak torque.

Weight without gearbox or (separate) inverter: 56 kg.<ref>https://www.energy.gov/sites/prod/files/2014/03/f13/ape006_burress_2013_o.pdf</ref>

Final drive ratio: 7.937:1.<ref>https://nissanleafforum.com/download/2011_LEAF_Specs.pdf</ref>
 
<div style="clear: both"></div>
== EM57 ==
[[File:Em57.jpg|thumb|373x373px|em57 motor]]
The EM57 is an improvement over the first generation. It was first released with the AZE0 Nissan Leaf refresh in 2013.

This motor features a smaller footprint, allowing for 11.7 kg of weight savings in the inverter/motor package. The motor also trades some peak torque for a more efficient power range.

This link leads to maintenance document for resolver wiring:

https://openinverter.org/forum/viewtopic.php?p=47467#p47467

The EM57 utilizes a stacking architecture for the power electronics, compared to the isolated nature of the EM61 motor. Whereas the inverter and motor of the EM61 were separate units connected by cables, the EM57 is an integrated package that is bolted together.

Nissan has continued to use the EM57 motor through multiple generation of vehicles, resulting in mechanically plug and play OEM inverter upgrades.

Inverters currently compatible with the EM57 motor:

* gen 2 leaf 80kw inverter
* gen 3 leaf 110kw inverter
* gen 3 leaf 160kw inverter
It is used in the following electric vehicles:

* Nissan Leaf (AZE0 2013-2017)
* Nissan e-NV200 (2014-Present)
* Nissan Leaf (ZE1 40kWh, 2018-Present)
* Nissan Leaf (ZE1 62kWh, 2019-Present)

It is also used in the following hybrids:

* Nissan Note e-Power (2017-Present)
* Nissan Serena e-Power (2018-Present)

=== EM57 Dimensions ===
The below photographs show the rough dimensions of the EM57. These photos were taken from https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439, which has more detailed information.
[[File:6879B701-0DB1-44B4-9051-8A35259B27B9.jpg|none|thumb|341x341px|EM57 motor. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

[[File:9511A7C4-6DEB-47F1-A4AA-D0C0267F70E0.jpg|none|thumb|EM57 motor side. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

=== EM57 Plugs and connectors ===
The resolver plug is Yazaki 7283-8855-30 (https://www.auto-click.co.uk/7283-8855-30?search=7283-8855-30)
[[File:ResolverPicture.jpg|none|thumb]]

== EM47 ==
The EM47 motor released in 2020 with the refreshed Nissan Note. It is only used in Nissan's e-POWER lineup, which is a series hybrid platform. It features a 40% size reduction and 30% weight reduction

It is used in the following hybrids:

* Nissan Note e-Power (2020-Present)

== MM48 ==
The MM48 engine is found in 4WD variant of their [[:Category:Nissan#Other Nissan Hybrid Drivetrains|e-power Hybrid system]], powering the read axle. It also used as a main engine (part number 290A07PA0A) in Nissan Sakura, currently marketed for Japan only. The parameters, per [[wikipedia:Nissan_Note#Powertrain|Wikipedia]], are: 50 kW (67 hp; 68 PS) @ 4775–10,024 rpm, 100 N⋅m (10.2 kg⋅m; 73.8 lb⋅ft) @ 0–4775 rpm. Speed reducer gear ratio 7.282:1<ref>https://history.nissan.co.jp/ARCHIVES/PDF/AURA/E13/20211224/aura_specsheet.pdf</ref> (2021 Nissan Aura).

This newly developed Meidensha e-Axle is used in the drive motors of Nissan's Note, Aura e-4WD rear, and Sakura EVs. The e-Axle for e-4WD rear and Kei-class (mini-vehicle) EVs is compact and consists of an inverter with direct-cooled IGBTs, an IPMSM-type motor with SC windings, and a speed reducer. Although the housing shape and other features have been adapted to the mounting requirements of the Aura e-4WD rear, the basic parts such as the motor's active parts (electromagnetic circuit) are believed to be the same as those of same model (MM48) of both the e-4WD rear and Kei-class EV drive motor.<ref>https://www.marklines.com/en/report/rep2381_202210</ref>
[[File:Nissan EM47.jpg|none|thumb|The MM48 engine]]

== Output Splines ==
Couplers for the output shaft can be purchased from https://bratindustries.net/. It's also been found that a drive shaft holding tool matches the splines, a Solas WR014H, https://openinverter.org/forum/viewtopic.php?p=79794#p79794

== See also ==
* [[Builds#Nissan Leaf|Builds using a Nissan Leaf motor]]

== Citations ==
[[Category:Nissan]] [[Category:Motor]]

Main Page

2024-12-05T10:27:34Z

Bigpie: Adding ZombieVerterVCU to links

Did you know you can convert your existing fossil powered vehicle to use electricity instead? And that you can even produce that electricity yourself?

Open Inverter is a [[Main Page#Who we are|community of people]] and projects focused on open source solutions for EV conversions. Founded in 2008 by Johannes Huebner as an open source inverter control firmware, the project has since expanded to include the reuse of components from production EVs and hybrids, including inverters, motors, batteries, on-board chargers, and DC-DC converters, as well as the open source implementation of other necessary systems for EV conversions such as DC Fast Charging controllers.

<imagemap>
File:Electric-car.jpg|none|frame|Click on the captions to learn more about the respective system! Image source: https://www.newkidscar.com/

poly 248 166 542 166 542 217 248 217 248 166 [[#Reusing motors and inverters - aka drive trains]]
poly 1041 455 1336 455 1336 506 1041 506 1041 455 [[#Reusing Batteries]]
poly 147 344 428 344 428 391 147 391 147 344 [[#Onboard chargers and DC/DC converters]]
poly 844 624 1118 624 1118 673 844 673 844 624 [[#Onboard chargers and DC/DC converters]]
poly 935 539 1200 539 1200 586 935 586 935 539 [[#Rapid Charging]]
poly 134 435 394 435 394 483 134 483 134 435 [[#Auxiliary Parts]]
</imagemap>

This wiki is maintained by the wider community. '''Please update this wiki'''. For example if your question has been clarified on the [https://openinverter.org/forum forum] and the new information can not be found here, please add it! The credentials are the same as for the forum.

'''[[Main Page#Who we are|Developers]] time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to [[Application Support|pay them directly]] for their time. To keep developers independent please consider donating - donation links can be found [[Main Page#Who we are|down below]].

==Reusing motors and inverters - aka drive trains==
[[File:Tesla_LDU.jpg|thumb]]
The drive train is one of the defining building blocks of your conversion as it defines how well your vehicle picks up speed. Over the years we have reverse engineered many popular drive trains from [[:Category:OEM|production cars]] such as Teslas. As a bonus using such complete drive trains facilitates getting the vehicle [[Legalities|road legal]] in many countries. By now you have a choice of low to medium power drive trains that only cost a few 100€ up to high performance ones at many 1000€.

We have established two methods of running these [[:Category:OEM|OEM]] systems: reverse-engineering their communication protocol and making the drive train "think" it is still in its original vehicle OR swapping out the control electronics for our own open source motor controller. The latter method gives your more control and power but also a steeper learning curve.

Nearly all drive trains are targeted at 400V battery voltage. Run at a lower voltage they will produce proportionally less power.
Here is what we have done so far and how we've done it. Some is still work in progress (WIP)
{| class="wikitable"
|+
!Manufacturer
!Drive Train
!Control Method
! Approximate Power Output
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X Large Drive Unit ("LDU")|Large Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=64 Board Swap]
|335-475 kW
|-
|
|[[Tesla Model S/X Small Drive Unit ("SDU")|Small Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=62 Board Swap]
|180 kW
|-
|
|[[Tesla Model 3 Rear Drive Unit|Model 3/Y Rear Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|239 kW
|-
|
|[[Tesla Model 3 Front Drive Unit|Model 3/Y Front Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|121 kW
|-
|[[Nissan]]
|[[Nissan Leaf Motors|Gen1]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]
|80 kW
|-
|
| [[Nissan Leaf Gen2 Board|Gen2]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]/[https://openinverter.org/shop/index.php?route=product/product&product_id=57 Board Swap]
|80 kW / 130 kW (board swap)
|-
|
|[[Nissan Leaf Gen 3 (2018 up EM57)|Gen3]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]/Board Swap [WIP]
|110 - 160 kW
|-
|[[:Category:Toyota|Toyota]]
|[[Lexus GS450h Drivetrain|Lexus GS 450h]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|250 kW
|-
|
|[[Toyota/Lexus GS300h CVT|Lexus GS 300h]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|105 kW
|-
|
|[[Toyota Prius Gen2 Inverter|Prius Gen2]]
|[[Toyota Prius Gen2 Inverter Controller|External Control Board]] ([https://openinverter.org/shop/index.php?route=product/product&product_id=68 Buy here])
|40-70 kW
|-
|
|[[Toyota Prius Gen3 Board|Prius Gen3]]
|[https://evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards Board Swap]/[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|100 kW
|-
|
|[[Toyota/Lexus MGR Rear Transaxle Motor|MGR]]
|Prius Gen2 or Gen3 inverter
|18-50 kW (various models)
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander Rear Drive Unit|Rear Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|60-70 kW
|-
|
|[[Mitsubishi Outlander Front Transaxle|Front Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|60-70 kW
|-
|[[:Category:BMW|BMW]]
|[[BMW i3 Inverter|i3]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=72 Board Swap]
|125-135 kW
|-
|[[Chevrolet|Chevy/Opel]]
|[[Chevrolet Volt Inverter|Volt/Ampera]]
|Board Swap
|160 kW
|-
|[[:Category:Ford|Ford]]
|[[Ford Ranger TIM Controller|Ranger]]
|Board Swap
| Unknown
|-
| Renault
|[https://openinverter.org/forum/viewtopic.php?t=4749 Zoe]
|Board Swap [WIP]
|Unknown
|-
|MG
|[https://github.com/damienmaguire/MG-EV-Inverter ZS EV]
|Board Swap [WIP]
|Unknown
|}

==Reusing Batteries==
[[File:A09A7634.jpg|thumb]]
The most expensive and probably equally defining component is the [[Batteries|battery]] that stores all the energy for running your car. Batteries are usually assembled from a number of modules that in turn contain a number of cells. Usually batteries are reused on a module level. In rare cases the battery can be [https://youtu.be/_7l0Y1GsNJ4 reused as is in its original battery] box.

While there are also various [[16-cell BMS|open source implementations]] of [https://www.youtube.com/watch?v=_QsMoCrSTYc battery management systems] (BMS) we generally recommend using as much of the OEM BMS as possible. Sometimes the [[:Category:OEM|OEM]] BMS comes as an all-in-one solution that measures cell data and spits out state of charge and power limit information. In other cases the BMS is split into module units that measure the physical data (voltages, temperatures) and a central unit that calculates the high level information.

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also incudes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

== Rapid Charging==
[[File:Ccs-socket.jpg|thumb|CCS2 rapid charging socket]]
The above mentioned onboard chargers always have limited power as the space requirements and cost rise with power. To overcome this limitation modern EVs offer external access to their HV battery via a so called [[:Category:Rapid Charging|rapid charging]] port. This allows to charge the battery with a much more powerful external charger. As a bonus it also allows [[Bidirectional Charging|taking energy from the HV battery]] and powering appliances with it.

There are 2 rapid charging protocols and 5 connector flavours world wide
{| class="wikitable"
|+
!Connector
!Communication
!Prevalent countries
!Open Source solutions
|-
|[[:Category:ChaDeMo|CHAdeMO]]
|CAN
|Japan, world wide
|[[Chademo with ESP32-Chademo|ESP32]], [[Chademo With Arduino Due|Arduino,]] [[Chademo with Zombieverter|ZombieVerter]]
|-
|CCS Combo1
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|CCS Combo2
|[[Foccci|PLC]]
|Europe
|[[Foccci]], [[pyPLC]], [[BMW I3 Fast Charging LIM Module|I3LIM]]
|-
|NACS
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|GB/T
|CAN
|China
|
|}

== Auxiliary Parts ==
We have now treated all the major building blocks of an EV, but there are many other components to complete the vehicle such as heaters, gear shifters and so on. We will summarize them here.

* [[:Category:HVJB|HV Junction Box]]
* [[:Category:HVAC|HVAC]] (Heating, Air conditioning)
* [[Vacuum Pumps]]
* [[:Category:Power Steering|Power Steering]]
* [[Water Pumps]]
* [[VCU Comparison|VCU]] (Vehicle Control Unit)
* [[Shift Controllers]]

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[Parameters|Inverter Parameter Definitions]]
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
* [[Electronics Basics]] - general advice for troubleshooting electronic circuits
* [[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
* [[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money
* [[Mechanical design database]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

==Who we are==
There is no static team or openinverter company but here we list the most active community members with links to donation or information sites:

*Johannes Hübner, openinverter founder and developer - [https://www.patreon.com/openinverter support on patreon] follow on [https://www.youtube.com/user/EngineersFear youtube] and [https://github.com/jsphuebner/ github]
*Damien Maguire, developer and most active vehicle converter - [https://evbmw.com/index.php/evbmw-webshop visit shop] [https://www.patreon.com/evbmw support on patreon] follow on [https://www.youtube.com/@Evbmw youtube] and [https://github.com/damienmaguire/ github]
*Tom de Bree, active member and developer - [https://github.com/Tom-evnut github] and [https://citini.com/ shop]
*Uwe Hennig, master of CCS - [https://www.patreon.com/uhi22 support on patreon] follow on [https://github.com/uhi22/ github]
*celeron55, developer - support via [https://www.paypal.com/paypalme/celeron55 paypal] follow on [https://www.youtube.com/user/celeron55 youtube] and [https://github.com/celeron55 github]
*Dave Fiddes, active member and developer - Follow on [https://github.com/davefiddes/ github]
*Arber Kramar, long term member and developer - [https://leafdriveblog.wordpress.com/ Follow on blogspot]
*Janosch Oppermann, active member, developer and producer - follow on [https://www.youtube.com/@foxev-content youtube]

Tesla Model S/X Small Drive Unit ("SDU")

2024-10-20T08:05:29Z

Bigpie: Adding like to throttle safety thread and information about using dual channel throttle

== Overview ==
Tesla uses the Small Drive Unit (SDU) in dual-motor versions of the Model S/X. The Front SDU (FDU) is found in performance and non-performance dual-motor models, while the Rear SDU (RDSU) is only found in non-performance dual motor models.

== Wiring ==
[[File:Drive Inverter Front Connector.png|thumb|Small Drive Unit ("SDU") Data Connector|alt=]]
=== Low Voltage Data Connector ===
[[File:Drive Inverter Front Connector Schematic.png|thumb|Small Front Drive Unit ("SDU") Data Schematic|alt=]]'''Housing:'''

Molex MX150 33472-2002 (key “B”)

'''Pins:'''

22 AWG: Molex 33012-2003

18-20 AWG: Molex 33012-2002

14-16 AWG: Molex 33012-2001
=== High Voltage Power Connectors===
Although the connectors are known ([https://www.rosenberger.com/product/hpk/ Rosenberger HPK series]), they are not available through conventional vendors.

==Drop-in control board==
[[File:Tesla SDU controller connections.png|thumb|Tesla SDU drop-in board]]

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

Dual Pot mode, connect pot 2 to pin 10, BRAKE TRANSDUCER SIGNAL.
{| class="wikitable"
!Note: see this thread regarding throttle pedal safety https://openinverter.org/forum/viewtopic.php?p=75841 this applies to the SDU boards.
|}

===Resources===
'''Wiring'''

[https://github.com/damienmaguire/Tesla-Front-Drive-Unit/blob/master/SDU_Wiring_Connections.pdf Wiring connections]

[https://github.com/damienmaguire/Tesla-Front-Drive-Unit/blob/master/FDU_Main_conn_pinout_V1.ods Pinout]

[https://www.thingiverse.com/thing:6230844 MX150 male header receptacle STL on Thingiverse]

'''Buying'''

[https://openinverter.org/shop/index.php?route=product/product&product_id=62 Purchase in openinverter shop]

'''Tuning'''

[https://openinverter.org/forum/viewtopic.php?t=2558 SDU Tuning Optimization Forum Thread]

[https://openinverter.org/parameters/view.html?id=15 Original Parameters from Johannes]

[https://openinverter.org/parameters/view.html?id=27 Parameters tuned by catphish]

[[Setup FAQ]]

===Application Info===
The board comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla SDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''It is essential that the tripmode parameter is set to 1 "DcSwOn"'''. Also do not use a low value fuse while testing. On over current trips some energy is still stored in the motor and it has nowhere to go if the contactor/fuse opens leading to immediate destruction of your inverter.
|}

You will need to solder the supplied connectors and the current sensors embedded into the inverter assembly to the board, see [https://youtu.be/VVSRzmP-fRw this video].

To test run your drive unit, supply the board with 12V and GND on Conn6.13 and Conn6.19, respectively. Also supply 12V to Conn6.5 to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit!

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on Conn6.9. Then connect a pot between Conn6.4, Conn6.7 and Conn6.8 (wiper). This will also spin the motor AND enforce a speed limit.

==Cooling ==

===Small Front Drive Unit (FDU)===
[[File:Tesla FDU cooling.jpg|none|thumb|Tesla FDU cooling]]

===Small Rear Drive Unit (SRDU)===
[[File:Tesla SRDU cooling.png|none|thumb|Tesla SRDU cooling]]
[[Category:OEM]]
[[Category:Tesla]]
[[Category:Motor]]
[[Category:Inverter]]

Foccci

2024-08-15T11:37:29Z

Bigpie: /* Wakeup */

Disclaimer: This Page is still work in progress! Any information written here is a draft only and should be handled as such. Contributions more then welcome. If you have questions please ask them in the discussion section of the page or in the OpenInvert Forum.
[[File:Foccci pinout.svg|thumb|Foccci (v4.5) pinout]]

[[File:Foccci 4.5b pinout.png|thumb|Foccci 4.5b pinout]]
This page is about FOCCCI. FOCCCI is an open source CCS Charge Interface started by Uhi and developed by the OpenInverter Community.

Foccci is the hardware part, and on it runs the software Clara.

Here you will find documentation on the Hardware (and Clara software), where to get it (or how to build it yourself), News regarding the development and many more great things.

[https://openinverter.org/shop/index.php?route=product/product&product_id=79 Foccci for sale on OpenInverter Shop]

[https://github.com/uhi22/foccci Foccci on Github.]

[https://github.com/uhi22/ccs32clara Clara on Github.]

[https://openinverter.org/forum/viewtopic.php?t=3727 Foccci in the OpenInverter Forum.]

== Pin description ==

=== External connector ("Deutsch Header") ===
Starting version 4.5b the pins were reshuffled to allow one wiring loom going to the charge port and one to the car side. Changed pins are '''bold'''.
{| class="wikitable"
|+
!Short name
!Pin up to 4.5a
!Pin from 4.5b
!Description
|-
|TEMP1
|A1
|A1
|Power pin temperature sensor. It is pulled up to 3.3V with 10k and the sensor must pull down to GND. Sensor characteristics are configurable in software
|-
|TEMP2
|A2
|A2
|As above
|-
|TEMP3
|A3
|A3
|As Above
|-
|LOCKFB
|A4
|A4
|Feedback signal from connector lock. Pulled up to 3.3V with 10k, so feedback must pull down to GND. Thresholds configurable in software
|-
|IN_U_HV
|A5
|'''B10'''
|Analog input 0 to 5V, with pull-down-resistor. Can be used to measure the charge port voltage, using a converter board, e.g. the "muehlpower board"
|-
|CP
|A6
|A6
|CP (Control Pilot) pin from charge port
|-
|SW2(_LS)
|A7
|'''B4'''
|Output for charge port contactor 2. Low side switch until Foccci 4.4, high side switch starting 4.5
Controls one of the contactors to make the connection between the HV battery and the vehicle inlet.

The output can drive inductive load without additional circuits. It will clamp the turn-off voltage to ~40V. The driver has protection against shortcut and thermal overload.

The output can be configured to be just digital on/off, and can also be configured to use PWM. BUT: In Foccci versions 4.2 and 4.3 (maybe more) the output driver is only capable of slow PWM, which is hearable and may cause trouble with the contactors. So it is recommended to NOT use the PWM feature, and instead use contactors which do not require economizing or use external economizers. In case you want the PWM nevertheless, you need a external freewheeling diode.

Starting Foccci 4.5 PWM is working as intended at 18 kHz. It is a high side output starting v4.5, so the other side of the contactor must be connected to GND. Before v4.5 it is a low side output so the other side must be connected to 12V
|-
|LOCK_MOT2
|A8
|A8
|Motor driver output for charge port lock servo
|-
|LOCK_MOT1
|A9
|A9
|
|-
|PP
|A10
|'''A5'''
|PP (Proximity Pilot) pin from charge port. If you want Foccci to wake up when an unpowered charge cord is plugged in you must close JP3 to pin 1 (towards R7). There mustn't be a pull-down resistor in the charge port in this case as that would permanently keep Foccci awake
|-
|5V
|A11
|'''B11'''
|5V, 500mA e.g. for supplying voltage sense board. This is an OUTPUT of Foccci. Do not apply an external voltage source here. Foccci contains a step-down-converter from the 12V supply to this 5V output.
|-
|GND
|A12
|'''B12'''
|
|-
|CANH
|B1
|B1
|CAN communication
|-
|CANL
|B2
|B2
|
|-
|n.c.
|B3
|
|Unused pins were assigned GND in 4.5b
|-
|n.c.
|B4
|
|
|-
|GND
|B5
|B5, '''B3'''
|
|-
|SW1(_LS)
|B6
|B6
|Output for the charge port contactor 1. See description of SW2(_LS).
|-
|WAKEUP
|B7
|B7
|Wakeup bus. Momentarily (or constantly) applying 12V wakes up the board. In the other direction Foccci can wake up (or supply with up to 1A) other devices via a 12V high side switch
|-
|12V
|B8
|B8
|Supply voltage, always on. 9 to 24V are fine.
|-
|LED_RED
|B9
|'''A12'''
|Status LEDs
|-
|LED_GREEN
|B10
|'''A11'''
|
|-
|LED_BLUE
|B11
|'''A10'''
|
|-
|BUTTON
|B12
|'''A7'''
|Wakes up Foccci or stops an ongoing charging session
|}

=== Internal connectors ===
{| class="wikitable"
|+
!short name
!description
|-
|UART TX
|Provides logging information, 921600 Baud. See also https://github.com/uhi22/ccs32clara/blob/main/doc/clara_user_manual.md#serial-logging
|-
|UART RX
|Not used
|-
|SWCLK
|for flashing with STLINK
|-
|SWDIO
|for flashing with STLINK
|}
== Integrating Foccci with your car/BMS==
[[File:Foccci CCS2.png|thumb|Foccci with (Orion) BMS]]
Depending on your use case Foccci has to communicate with one or more components in your car. All in-car communication happens via a single CAN bus.
===Basic communication considerations ===
Foccci can be configured to run at various baud rates and defaults to 500k. The Wifi interface mentioned below is hard coded to 500k. So when configuring a different baud rate you will loose communication with the Wifi interface. This might be fixed in the future by allowing variable baud rates for the wifi interface. Bottom line: '''keep it at 500k.'''

Apart from that it is mostly sufficient if Foccci can communicate, or more precisely, listen to the BMS. Foccci uses the flexible [[CAN communication|CAN mapping]] known from other OI firmware. There are 5 key parameters that need to be received via CAN:
*'''ChargeCurrent''': this is the single most important item. It is directly relayed to the charger and specifies the current the battery can accept at the given moment. This depends on battery voltage, temperature and other things to be determined by the BMS. ''Foccci itself does no battery monitoring of any kind, it is completely down to the BMS to specify a safe charge current'''''.''' When this value is not updated for more than 2 seconds the charging session is terminated.
* '''BatteryVoltage''': this item is important for precharging the CCS chargers output to the momentary battery voltage. Most BMSes output the total pack voltage in a CAN message
* '''TargetVoltage''': In theory this is the maximum voltage you want the battery to be charged to. In practise the maximum battery voltage MUST be governed by specifying an appropriate ChargeCurrent. More importantly many chargers cut back charge power when ''approaching'' this voltage resulting in poor charging performance towards the top end. So in practise you want to set this to a voltage about 10V above charge end voltage of your battery.
*'''soc''': This is purely informative as far as we know. It displays the batteries state of charge on the chargers display
*'''enable''': this is optional as it defaults to always enabled. It can be used to completely terminate the charging session by setting it to 0.
===Using Foccci as a charge coordinator===
This topic is still work in progress. The CCS connector, as its name suggests, combines both AC and DC charging in one socket. As long as we use the socket only for DC charging it is very easy to wire up. But once we also use the AC functionality we have to spend further thought on this.

The two pins PP and CP communicate information about the cable limit and the momentary current limit of the AC outlet. PP is a simple resistor between PE and PP that is evaluated by putting a test current onto it. This concludes that this signal can only be used by one device. CP is a bit more complex. When plugging in it communicates with a 2k7 resistor to PE that the cable is now connected to a car. From this simple fact we can again conclude that CP is a peer-to-peer signal only. Once the car is ready to charge it switches another 1k3 resistor in parallel to the 2k7 resistor. Only then the AC voltage is switched to the power pins. Lastly, the AC outlet encodes the momentary current limit in a PWM duty cycle.

Foccci does all the evaluation and makes the result available as spot values that can in turn be mapped to CAN:
*EvseAcCurrentLimit
*CableCurrentLimit
To activate the 1k3 resistor aka activating the AC outlet we map AcObcState. It must be set to 2 for activation.

Some chargers want to evaluate the CP (and perhaps PP) signal themselves. This issue can be solved with a change over switch that disconnects Foccci from CP while AC charging. Alternatively the CP signal can be spoofed and the charge current controlled by CAN to satisfy the limits of the AC outlet (EVSE).
== Wakeup ==
For charging it is particularly interesting to wake up Foccci itself and necessary subsystems <ref>https://openinverter.org/forum/viewtopic.php?p=66547#p66547</ref> when plugging in a charge cord. To allow for this, Foccci has various wakeup sources and also can wake up other devices. For wakeup to work, Foccci must be permanently supplied with 12V (it will draw no current when asleep). '''Hardware version V4.5 and above required for wakeup.'''

Here are the sources:

# Wakeup pin - bidirectional - level triggered (12V)
# Button - level triggered (GND)
# PP - optional via solder bridge - level triggered
# CP - Edge triggered

So the first 3 inputs will force the Foccci on. It can't turn itself off as long as that wakeup source is active. The last input will only trigger when transitioning from invalid to valid PWM and then Foccci can decide how long to stay awake. All modes always work regardless of software settings - except PP wakeup which can be turned off in hardware (JP3).

The wakeup output on the other hand is software-defined. Foccci offers the following options

# '''Level''' - as long as the Foccci doesn't decide to turn off, we keep Wakeup on as well
# '''Pulse''' - When Foccci boots generate a 1s wakeup pulse
# '''LevelOnValidCp''' - As long as CP is pulsing we keep wakeup on
# '''PulseOnValidCp''' - Whenever we transition from non-pulsing to pulsing CP we generate a 1s pulse
# '''LevelOnValidPp''' - As long as PP is valid keep wakeup on

The output can supply about 1A and 12V. When running loads larger than that (e.g. a pump) use a relay to amplify the current capability.

It depends on your vehicle architecture how you organize the wakeup. Here are some examples:

=== Basic wakeup ===
wakeup via PP enabled, WakeupPinFunc=LevelOnValidPp

# Foccci turns on as soon as even a non-powered charging cable is plugged in
# Wakeup signal is turned on
# BMS, VCU etc. is turned on (directly powered from wakeup as it can supply about 1A)
# VCU can detect via the level of the wakeup signal that a cable is plugged in and inhibit drive
# When charging cable is unplugged (as in PP lost), Wakeup is turned off and the VCU can allow driving
# If we wanted to report e.g. welded charge port relays Foccci would have to keep itself running until the car is started in drive mode again. Then something can be displayed on the instrument cluster. Of course this will time out eventually. Should be fine as you at least have to pull away from the rapid charger after charging.
# When charging is paused all ECUs stay on and consume 12V power (or HV power via DC/DC)

=== Advanced Wakeup ===
wakeup via PP disabled, WakeupPinFunc=PulseOnValidCp. Here we have a bidirectional wakeup bus. Any ECU connected to it can send or receive wakeup events and the individual ECUs can decide whether they are needed for a particular task or not.

# Foccci turns on as soon as CP PWM starts. So either a cable is being plugged in or is already plugged in and now wants to charge
# It then turns on the wakeup output for 1s and wakes up all other ECUs
# The relevant ECUs will detect that we want to charge and stay on, the other ones turn off
# If we turn on ignition the VCU is already on and in charge mode and can inhibit drive
# If charging is paused (i.e. cable plugged in but no CP PWM) and we turn on ignition the VCU wakes up the Foccci and queries PP status. If something is plugged in drive is inhbited
# If Foccci detects an error e.g. welded relays, it stores that error to flash. When woken up by the VCU it report its non-zero error code
# When charging is paused, ALL ECUs can turn off and no 12V power is consumed. When CP comes back, the cycle restarts

The second approach is more versatile but it also means all devices need to support this method.

So I think there can be an intermediate approach:

=== Semi-advanced wakeup ===
Here we only have a wakeup bus between VCU and Foccci. All other devices are powered up by other means, like VCU controlled relays. Wakeup via PP is disabled, WakeupPinFunc=LevelOnValidCp

# Foccci turns on as soon as CP PWM starts. So either a cable is being plugged in or is already plugged in and now wants to charge
# It then turns on the wakeup output this waking up the VCU
# The VCU determines via CAN message from Foccci whether we want to AC or DC charge and turns on needed components. Components needed in both cases that have low power consumption (e.g. BMS) can also be driven from the wakeup signal directly
# If we turn on ignition the VCU is already on and in charge mode and can inhibit drive
# If charging is paused (i.e. cable plugged in but no CP PWM) and we turn on ignition the VCU wakes up the Foccci and queries PP status. If something is plugged in drive is inhbited
# If Foccci detects an error e.g. welded relays, it stores that error to flash. When woken up by the VCU it report its non-zero error code
# When charging is paused, ALL ECUs will turn off and no 12V power is consumed. When CP comes back, the cycle restarts

== Configuring Foccci via CAN ==
Foccci exposes only one single CAN interface for vehicle communication and initial configuration. So we need a CAN counterpart to talk to it.

There are two main approaches to this: a) use a command line tool <ref>OIC https://openinverter.org/forum/viewtopic.php?t=2907</ref> or b) use an ESP based CAN module <ref>ESP32 CAN Web Interface https://openinverter.org/shop/index.php?route=product/product&path=59&product_id=78</ref>

Both ways require knowing Focccis so called Node Id (similar to an IP address on a local network). By default this is 22. You can enter this node id on the bottom left navigation bar.
== Parameters==
{| class="wikitable"
|'''Name'''
|'''Unit'''
| '''Min'''
|'''Max'''
|'''Default'''
| '''Description'''
|-
| colspan="6" |'''Hardware Config'''
|-
|UdcDivider
|dig/V
|0
|100
|10
|Division factor from ADC digits to V of external voltage measurement board.
In other words: The UdcDivider is the configuration parameter which defines the scaling of the physical inlet voltage measurement circuit. That's why it is only relevant if a physical inlet voltage measurement circuit is present, and if the parameter InletVtgSrc is 1, means the Foccci will measure the inlet voltage with the analog input. CAN mapping makes no sense for the UdcDivider, because it is a fix value. It is the ratio between the voltage on the inlet and the digital value on the AD converter.
|-
|EconomizerDuty
|%
| 0
|100
| 100
|Contactor economizer duty cycle. Contactors are always turned on with 12V for 1s then drop to this value. Set to 100% if your contactor has a built-in economizer
|-
|InletVtgSrc
|
|0
|2
| 0
|Inlet Voltage Source. There are three option where Foccci gets the CCS inlet voltage from:
0 - Charger output voltage (EVSEPresentVoltage) is considered equal to charge port inlet voltage 1 - Analog input U_IN_HV is used for measuring charge port inlet voltage

2 - Charge port inlet voltage is provided via CAN - don't forget to map something to InletVoltage

The InletVoltage is important for precharging, while the contactors are still open. The car (Foccci) will close the contactors, if the inlet voltage is near to the battery voltage. After closing the contactors, it is the battery voltage (besides some cable losses), and out of interest. The most straight forward solution to measure the inlet voltage is to rely on what the charging station tells us. It reports the voltage on the CCS plug in EVSEPresentVoltage. With configuring InletVtgSrc=0 we tell Foccci to use the EVSEPresentVoltage. In this case, neither an analog inlet voltage measuring circuit nor a separate gadget which provides the inlet voltage via CAN is necessary. For most users this will be fine (even OEM cars use this approach).
|-
|LockDuty
|%
| -100
| 100
|30
|H-bridge duty cycle for operating the lock. Use negative value if lock polarity is swapped
|-
| LockRunTime
|ms
|0
|10000
|1000
|Timeout for lock operation
|-
|LockClosedThresh
| dig
| 0
|4095
|0
| Lock feedback value for closed
|-
|LockOpenThresh
| dig
| 0
|4095
| 0
| Lock feedback value for open - if equal to lockclosethr no feedback is assumed and lock is operated timed
|-
| ppvariant
|
|0
|9
|0
|Various circuit variations exist for PP resistor measurement.
"0" is for the variant with 1k pull-up to 3.3V, like old the old Foccci 4.1
"1" is for the variant with 330 ohm pull-up to 5V and 3k pull-down.
"2" is for the variant with 330 ohm pull-up to 5V and NO pull-down.
Foccci 4.5 ususally has NO pulldown, except the related solder jumper was closed.
|-
|WakeupPinFunc
|
| 0
|4
|0
| Configure what the wakeup pin does. See [[Foccci#Wakeup|Wakeup]]
|-
| colspan="6" |'''Communication'''
|-
|NodeId
|
|1
|63
|22
|CANOpen node id for SDO requests
|-
|CanSpeed
|
|0
| 4
|2
|Baud rate of CAN interface 0=125k, 1=250k, 2=500k, 3=800k, 4=1M - '''when configuring this != 500k you will loose communication to the ESP web interface!'''
|-
| colspan="6" |'''Charge Parameters'''
|-
|MaxPower
|kW
|0
|1000
| 100
|Absolute maximum charge power. Foccci will announce this value in the ChargeParameterDiscoveryRequest message in the element EVMaximumPowerLimit. The charger may or may not respect this limitation.
|-
|MaxVoltage
|V
|0
|1000
|410
|Over voltage threshold. Always set about 10-20V higher then desired battery full voltage. Foccci will announce this value in the ChargeParameterDiscoveryRequest message to the charger, in the element EVMaximumVoltageLimit. The charger may or may not respect this limitation. Some chargers shut down, if this limit is reached. That's why it is recommended to set it some volts higher than the voltage which is used during normal charging.
|-
|MaxCurrent
|A
|0
|500
|125
| Absolute maximum charge current. Foccci will announce this value in the ChargeParameterDiscoveryRequest, in the element EVMaximumCurrentLimit. The charger may or may not respect this limitation.
|-
|MaxAllowedPinTemperature
|°C
|0
|120
|70
|Temperature of the CCS inlet which leads to fully reduced charge current. If the maximum of temp1, temp2, temp3 reaches this value, the charge current is cut down. Before reaching this limit, the charge current decreases linearily. If the temperature still rises and reaches 10 Kelvin more than parametrized, the charge session will be terminated.
For information purpose, the current limit caused by the temperature is visible in the spot value TempLimitedCurrent. If the limitation is effective, which means, that the BMS would have requested a higher current than the limitation, the spot value LimitationReason shows "InletHot".
In case of massive overheat (10K more than parametrized), the spotvalue StopReason will show "InletOverheat".
|-
|TargetVoltage
|V
|0
|1000
| 0
|Charge target voltage (volatile)
|-
|ChargeCurrent
|A
|0
|500
|0
| Instantaneous current setpoint (volatile)
|-
|soc
|%
|0
|100
|0
|Battery SoC for display on charger (volatile)
|-
|BatteryVoltage
|V
|0
| 1000
|0
| Present battery voltage for precharge state (volatile)
|-
|enable
|
|0
|1
|1
|When 0 charging is stopped/not started (volatile)
|-
|AcObcState
|
|0
|15
|0
|Feedback from OBC
|-
| colspan="6" |'''Testing'''
|-
|DemoVoltage
|V
|0
|500
|0
|Voltage for light bulb demo. To use the board without CAN, to get an constant voltage. Is ignored as long democtrl is not STANDALONE. Only values between 150V and 250V are accepted, others are treated as zero.
|-
|DemoControl
|
|0
|511
|0
|Enables the standalone demo mode if value is set to STANDALONE. In this mode, no CAN is required and the target voltages for precharge and charging loop are taken from demovtg.
|-
|ActuatorTest
|
|0
|7
|0
|Tests various outputs
|-
|logging
|
|0
|2047
|
|Selects which modules log to the serial console
|}
==Spot values ==
{| class="wikitable"
|+
!Name
!Unit
!Description
|-
|opmode
|
|State of the CCS state machine
|-
|version
|
|
|-
|lasterr
|
|Last detected error
|-
|EvseVoltage
|V
|Outlet voltage reported by EVSE
|-
|EvseCurrent
|A
|Outlet current reported by EVSE
|-
|TempLimitedCurrent
|A
|Current limit calculated based on the inlet temperature
|-
|EVTargetCurrent
|A
|Current demand which is communicated to the DC charging station. Is the minimum of TempLimitedCurrent and ChargeCurrent.
|-
|LimitationReason
|
|Shows the reason why charge power is limited
|-
|InletVoltage
|V
|Charge port voltage
|-
|EvseMaxCurrent
|A
|Maximum current the EVSE can deliver
|-
|EvseMaxVoltage
|V
|Maximum voltage the EVSE can deliver
|-
|ControlPilotDuty
|%
|The PWM ratio of the CP line. This is normally 5% for DC chargers, and between 10% and 90% for analog AC chargers.
Typical values are explained here: [https://de.wikipedia.org/wiki/IEC_62196_Typ_2 IEC 62196 Typ 2 – Wikipedia]
|-
|temp1, 2, 3
|°C
|Temperatures of the temperature sensors. Requires correct calibration values depending on the used NTC types.
|-
|MaxTemp
|°C
|Maximum of the above
|-
|ContactorDuty
|%
|Duty cycle of charge port contactor driver
|-
|AdcLockFeedback
|digit
|Feedback value from charge port lock
|-
|AdcProximityPilot
|digit
|Analog value of the PP line. This is the raw value of the analog-to-digital-converter in range 0 to 4095.
|-
|ResistanceProximityPilot
|ohm
|Measured resistance between PP line and ground. Requires correct setting of the parameter ppvariant.
|-
|CableCurrentLimit
|A
|Based on the PP resistance. The current limit of the charging cable for AC charging.
|-
|EvseCurrentLimit
|A
|Based on the CP PWM. The current limit of the charging station for AC charging.
|-
|AdcHwVariant
|digit
|raw AD value of the hardware variant coding input. Used to detect which variant of Foccci the software runs on.
|-
|AdcIpropi
|digit
|raw AD value of the current sensor for the charge port lock motor driver.
|-
|LockState
|
|State of charge port lock
|-
|StopReason
|
|shows the reason why the charging session stopped
|-
|checkpoint
|
|shows the progress of the charging session in detail. Explanation here: https://github.com/uhi22/pyPLC?tab=readme-ov-file#example-flow
|-
|CanWatchdog
|100 ms
|Time since last ChargeCurrent update. When it reaches 30 (3s) the charge session is stopped
|-
|cpuload
|
|
|}
==Errors==
The spot value "lasterr" displays the last detected error that lead to a cancellation of charging or to not starting in the first place
{| class="wikitable"
|+
!Error
!Description
|-
|CANTIMEOUT
|The ChargeCurrent hasn't been updated via CAN for more than 2s
|-
|PLCTIMEOUT
|PLC communication with charger timed out
|-
|PRECTIMEOUT
|Precharging the EVSE output to specified voltage timed out or battery voltage is below minimum EVSE output voltage
|-
|LOCKTIMEOUT
|The connector lock didn't reach the desired position in time
|-
|EVSEFAULT
|The EVSE reported an error and stopped
|-
|RELAYWELDED
|A welded charge port relay was detected
|}
== Making Foccci talk CHAdeMO on the CAN side ==
A pretty straightforward way to integrate CCS charging into your vehicle is to use the existing CHAdeMO (let's call it CDM from here on) CAN messaging. CDM has pretty much all data items we need to initiate a CCS charging session, so rather than defining a new set of messages we might as well adopt it. For example, Orion BMS or Zombieverter VCU natively support CHAdeMO anyway.[[File:Can mapping chademo.png|thumb|Screenshot of CAN mapping to interface Foccci CCS with CHAdeMO]]Let's go over the items in the screenshot one by one. Note that the IDs are decimal! (256=0x100, 258=0x102, 264=0x108, 265=0x109)
*'''UdcDivider''' - Actually, here we just select some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10. This tells the CDM module in my car that it talks to Foccci. It then includes the battery voltage in some unused message bytes - see below.
*'''EvseVoltage''' - Transmits the charger's present output voltage back to the vehicle.
*'''EvseCurrent''' - Transmits the charger's present output current back to the vehicle.
*'''opmode''' - Observe the weird gain - this is forged to map Foccci state "CurrentDemand (13)" to CDM state "ConnectorLocked (4)". In my car's CDM module this is sufficient to initiate the charging progress. You may need to change it so that the ChargeEnable flag together with ConnectorLocked is forged (numerical value 5).
*'''EvseMaxVoltage''' - Transmits the EVSE's maximum output voltage back to the vehicle.
*'''EvseMaxCurrent''' - Transmits the EVSE's maximum output current back to the vehicle.
*'''BatteryVoltage''' - Transmits the present battery voltage to the EVSE. This is the special item that normally doesn't exist in CDM and that unfortunately will prevent you from using this solution with an OEM car in a safe manner. Of course, you could manually set this to some medium battery voltage like 360V, but if you arrive with a really low battery at, say, 300V this might weld your charge port contactors. You could also manually enter the battery voltage before each charging session.
*'''TargetVoltage''' - Transmits the charge end voltage to the EVSE.
*'''ChargeCurrent''' - By far the most important data item: the charge current request.
*'''soc''' - In CDM this isn't normally a percentage value but some encoded kWh value. In my car's CDM module I specify a full battery as "200" (no idea what this actually means in kWh) and thereby can just output the SoC in 0.5% steps.
*'''enable''' - The car's charge enable flag. When 0 will stop the CCS session.
As an additional safety measure you could connect CDM pin 4 (charge enable) to Foccci's button input (at least once we added an active low mode for it). It might also be worthwhile to connect pin 7 (connection check) to the PP input for drive away protection when CDM is plugged in but not charging (again, once we have actually implemented this).

Let's list the CHAdeMO pin mapping one by one as well:
*Pin 1 - GND
*Pin 2 (12V, charger start/stop) - 12V (I take it from cigarette lighter)
*Pin 4 (charging enable) - Foccci BUTTON
*Pin 5, 6 - Power pins, triple check correct polarity!
*Pin 7 (Connection check) - Foccci PP
*Pin 8, 9 (CAN) - Foccci CANL, CANH
*Pin 10 (charger start/stop 2) - Foccci SW1_LS
'''Attention:''' with this mapping the error flags are ignored, e.g. voltage or current mismatch.

==Making Foccci talk to boostech BMS==
[[File:Can mapping boostech.png|thumb|Can mapping boostech]]The boostech BMS has a fixed CAN mapping. It doesn't expect any feedback from the CCS controller so we just keep the CHAdeMO mapping from above in case the info is needed elsewhere in the car.

The BMS sends out big endian messages hence why the length fields are negative. It does not send out a charge end voltage so we simply multiply the charge enable flag with the voltage we want. In the example 370V.

''As of now this mapping is preliminary and has to be confirmed. will then remove this note''
== Hardware detection ==
[[File:3.3v Addressing Voltage Divider.png|thumb]]
To allow software to reliably detect which version hardware it runs on, in HW version 4.1 a version indication resistor was added. As opposed to some other boards that run at 5.3V, the voltage here is 3.3V.
{| class="wikitable"
|+
!Variant
!R1
!R2
!voltage
!ADC
!-3%
!+3%
|-
| -
|47
|2,7
|0,179
|222
|216
|229
|-
| -
|47
|3,3
|0,217
|269
|261
|277
|-
| -
|47
|3,9
|0,253
|314
|304
|323
|-
| -
|47
|4,7
|0,300
|372
|361
|383
|-
| -
|47
|5,1
|0,323
|401
|389
|413
|-
| -
|47
|5,6
|0,351
|436
|423
|449
|-
| -
|47
|6,8
|0,417
|518
|502
|533
|-
| -
|47
|7,5
|0,454
|564
|547
|580
|-
|4.0 with economizer
|47
|8,2
|0,490
|608
|590
|627
|-
| -
|47
|9,1
|0,535
|664
|644
|684
|-
|4.2
|47
|10
|0,579
|718
|697
|740
|-
|4.3
|47
|12
|0,671
|833
|808
|858
|-
|4.4
|47
|15
|0,798
|991
|961
|1020
|-
|4.5
|47
|18
|0,914
|1134
|1100
|1168
|-
|
|47
|22
|1,052
|1306
|1266
|1345
|-
|
|47
|27
|1,204
|1494
|1449
|1539
|-
|
|47
|33
|1,361
|1689
|1639
|1740
|-
|
|47
|39
|1,497
|1857
|1801
|1913
|-
|
|47
|47
|1,650
|2048
|1986
|2109
|-
|
|47
|56
|1,794
|2226
|2160
|2293
|}
<references />
[[Category:ChaDeMo‏‎]] [[Category:CCS]] [[Category:Rapid Charging]]
[[Category:Charger]]

Foccci

2024-08-15T11:37:16Z

Bigpie: /* Wakeup */ Adding version number for hardware wakeup

Disclaimer: This Page is still work in progress! Any information written here is a draft only and should be handled as such. Contributions more then welcome. If you have questions please ask them in the discussion section of the page or in the OpenInvert Forum.
[[File:Foccci pinout.svg|thumb|Foccci (v4.5) pinout]]

[[File:Foccci 4.5b pinout.png|thumb|Foccci 4.5b pinout]]
This page is about FOCCCI. FOCCCI is an open source CCS Charge Interface started by Uhi and developed by the OpenInverter Community.

Foccci is the hardware part, and on it runs the software Clara.

Here you will find documentation on the Hardware (and Clara software), where to get it (or how to build it yourself), News regarding the development and many more great things.

[https://openinverter.org/shop/index.php?route=product/product&product_id=79 Foccci for sale on OpenInverter Shop]

[https://github.com/uhi22/foccci Foccci on Github.]

[https://github.com/uhi22/ccs32clara Clara on Github.]

[https://openinverter.org/forum/viewtopic.php?t=3727 Foccci in the OpenInverter Forum.]

== Pin description ==

=== External connector ("Deutsch Header") ===
Starting version 4.5b the pins were reshuffled to allow one wiring loom going to the charge port and one to the car side. Changed pins are '''bold'''.
{| class="wikitable"
|+
!Short name
!Pin up to 4.5a
!Pin from 4.5b
!Description
|-
|TEMP1
|A1
|A1
|Power pin temperature sensor. It is pulled up to 3.3V with 10k and the sensor must pull down to GND. Sensor characteristics are configurable in software
|-
|TEMP2
|A2
|A2
|As above
|-
|TEMP3
|A3
|A3
|As Above
|-
|LOCKFB
|A4
|A4
|Feedback signal from connector lock. Pulled up to 3.3V with 10k, so feedback must pull down to GND. Thresholds configurable in software
|-
|IN_U_HV
|A5
|'''B10'''
|Analog input 0 to 5V, with pull-down-resistor. Can be used to measure the charge port voltage, using a converter board, e.g. the "muehlpower board"
|-
|CP
|A6
|A6
|CP (Control Pilot) pin from charge port
|-
|SW2(_LS)
|A7
|'''B4'''
|Output for charge port contactor 2. Low side switch until Foccci 4.4, high side switch starting 4.5
Controls one of the contactors to make the connection between the HV battery and the vehicle inlet.

The output can drive inductive load without additional circuits. It will clamp the turn-off voltage to ~40V. The driver has protection against shortcut and thermal overload.

The output can be configured to be just digital on/off, and can also be configured to use PWM. BUT: In Foccci versions 4.2 and 4.3 (maybe more) the output driver is only capable of slow PWM, which is hearable and may cause trouble with the contactors. So it is recommended to NOT use the PWM feature, and instead use contactors which do not require economizing or use external economizers. In case you want the PWM nevertheless, you need a external freewheeling diode.

Starting Foccci 4.5 PWM is working as intended at 18 kHz. It is a high side output starting v4.5, so the other side of the contactor must be connected to GND. Before v4.5 it is a low side output so the other side must be connected to 12V
|-
|LOCK_MOT2
|A8
|A8
|Motor driver output for charge port lock servo
|-
|LOCK_MOT1
|A9
|A9
|
|-
|PP
|A10
|'''A5'''
|PP (Proximity Pilot) pin from charge port. If you want Foccci to wake up when an unpowered charge cord is plugged in you must close JP3 to pin 1 (towards R7). There mustn't be a pull-down resistor in the charge port in this case as that would permanently keep Foccci awake
|-
|5V
|A11
|'''B11'''
|5V, 500mA e.g. for supplying voltage sense board. This is an OUTPUT of Foccci. Do not apply an external voltage source here. Foccci contains a step-down-converter from the 12V supply to this 5V output.
|-
|GND
|A12
|'''B12'''
|
|-
|CANH
|B1
|B1
|CAN communication
|-
|CANL
|B2
|B2
|
|-
|n.c.
|B3
|
|Unused pins were assigned GND in 4.5b
|-
|n.c.
|B4
|
|
|-
|GND
|B5
|B5, '''B3'''
|
|-
|SW1(_LS)
|B6
|B6
|Output for the charge port contactor 1. See description of SW2(_LS).
|-
|WAKEUP
|B7
|B7
|Wakeup bus. Momentarily (or constantly) applying 12V wakes up the board. In the other direction Foccci can wake up (or supply with up to 1A) other devices via a 12V high side switch
|-
|12V
|B8
|B8
|Supply voltage, always on. 9 to 24V are fine.
|-
|LED_RED
|B9
|'''A12'''
|Status LEDs
|-
|LED_GREEN
|B10
|'''A11'''
|
|-
|LED_BLUE
|B11
|'''A10'''
|
|-
|BUTTON
|B12
|'''A7'''
|Wakes up Foccci or stops an ongoing charging session
|}

=== Internal connectors ===
{| class="wikitable"
|+
!short name
!description
|-
|UART TX
|Provides logging information, 921600 Baud. See also https://github.com/uhi22/ccs32clara/blob/main/doc/clara_user_manual.md#serial-logging
|-
|UART RX
|Not used
|-
|SWCLK
|for flashing with STLINK
|-
|SWDIO
|for flashing with STLINK
|}
== Integrating Foccci with your car/BMS==
[[File:Foccci CCS2.png|thumb|Foccci with (Orion) BMS]]
Depending on your use case Foccci has to communicate with one or more components in your car. All in-car communication happens via a single CAN bus.
===Basic communication considerations ===
Foccci can be configured to run at various baud rates and defaults to 500k. The Wifi interface mentioned below is hard coded to 500k. So when configuring a different baud rate you will loose communication with the Wifi interface. This might be fixed in the future by allowing variable baud rates for the wifi interface. Bottom line: '''keep it at 500k.'''

Apart from that it is mostly sufficient if Foccci can communicate, or more precisely, listen to the BMS. Foccci uses the flexible [[CAN communication|CAN mapping]] known from other OI firmware. There are 5 key parameters that need to be received via CAN:
*'''ChargeCurrent''': this is the single most important item. It is directly relayed to the charger and specifies the current the battery can accept at the given moment. This depends on battery voltage, temperature and other things to be determined by the BMS. ''Foccci itself does no battery monitoring of any kind, it is completely down to the BMS to specify a safe charge current'''''.''' When this value is not updated for more than 2 seconds the charging session is terminated.
* '''BatteryVoltage''': this item is important for precharging the CCS chargers output to the momentary battery voltage. Most BMSes output the total pack voltage in a CAN message
* '''TargetVoltage''': In theory this is the maximum voltage you want the battery to be charged to. In practise the maximum battery voltage MUST be governed by specifying an appropriate ChargeCurrent. More importantly many chargers cut back charge power when ''approaching'' this voltage resulting in poor charging performance towards the top end. So in practise you want to set this to a voltage about 10V above charge end voltage of your battery.
*'''soc''': This is purely informative as far as we know. It displays the batteries state of charge on the chargers display
*'''enable''': this is optional as it defaults to always enabled. It can be used to completely terminate the charging session by setting it to 0.
===Using Foccci as a charge coordinator===
This topic is still work in progress. The CCS connector, as its name suggests, combines both AC and DC charging in one socket. As long as we use the socket only for DC charging it is very easy to wire up. But once we also use the AC functionality we have to spend further thought on this.

The two pins PP and CP communicate information about the cable limit and the momentary current limit of the AC outlet. PP is a simple resistor between PE and PP that is evaluated by putting a test current onto it. This concludes that this signal can only be used by one device. CP is a bit more complex. When plugging in it communicates with a 2k7 resistor to PE that the cable is now connected to a car. From this simple fact we can again conclude that CP is a peer-to-peer signal only. Once the car is ready to charge it switches another 1k3 resistor in parallel to the 2k7 resistor. Only then the AC voltage is switched to the power pins. Lastly, the AC outlet encodes the momentary current limit in a PWM duty cycle.

Foccci does all the evaluation and makes the result available as spot values that can in turn be mapped to CAN:
*EvseAcCurrentLimit
*CableCurrentLimit
To activate the 1k3 resistor aka activating the AC outlet we map AcObcState. It must be set to 2 for activation.

Some chargers want to evaluate the CP (and perhaps PP) signal themselves. This issue can be solved with a change over switch that disconnects Foccci from CP while AC charging. Alternatively the CP signal can be spoofed and the charge current controlled by CAN to satisfy the limits of the AC outlet (EVSE).
== Wakeup ==
For charging it is particularly interesting to wake up Foccci itself and necessary subsystems <ref>https://openinverter.org/forum/viewtopic.php?p=66547#p66547</ref> when plugging in a charge cord. To allow for this, Foccci has various wakeup sources and also can wake up other devices. For wakeup to work, Foccci must be permanently supplied with 12V (it will draw no current when asleep). Hardware version V4.5 and above required for wakeup.

Here are the sources:

# Wakeup pin - bidirectional - level triggered (12V)
# Button - level triggered (GND)
# PP - optional via solder bridge - level triggered
# CP - Edge triggered

So the first 3 inputs will force the Foccci on. It can't turn itself off as long as that wakeup source is active. The last input will only trigger when transitioning from invalid to valid PWM and then Foccci can decide how long to stay awake. All modes always work regardless of software settings - except PP wakeup which can be turned off in hardware (JP3).

The wakeup output on the other hand is software-defined. Foccci offers the following options

# '''Level''' - as long as the Foccci doesn't decide to turn off, we keep Wakeup on as well
# '''Pulse''' - When Foccci boots generate a 1s wakeup pulse
# '''LevelOnValidCp''' - As long as CP is pulsing we keep wakeup on
# '''PulseOnValidCp''' - Whenever we transition from non-pulsing to pulsing CP we generate a 1s pulse
# '''LevelOnValidPp''' - As long as PP is valid keep wakeup on

The output can supply about 1A and 12V. When running loads larger than that (e.g. a pump) use a relay to amplify the current capability.

It depends on your vehicle architecture how you organize the wakeup. Here are some examples:

=== Basic wakeup ===
wakeup via PP enabled, WakeupPinFunc=LevelOnValidPp

# Foccci turns on as soon as even a non-powered charging cable is plugged in
# Wakeup signal is turned on
# BMS, VCU etc. is turned on (directly powered from wakeup as it can supply about 1A)
# VCU can detect via the level of the wakeup signal that a cable is plugged in and inhibit drive
# When charging cable is unplugged (as in PP lost), Wakeup is turned off and the VCU can allow driving
# If we wanted to report e.g. welded charge port relays Foccci would have to keep itself running until the car is started in drive mode again. Then something can be displayed on the instrument cluster. Of course this will time out eventually. Should be fine as you at least have to pull away from the rapid charger after charging.
# When charging is paused all ECUs stay on and consume 12V power (or HV power via DC/DC)

=== Advanced Wakeup ===
wakeup via PP disabled, WakeupPinFunc=PulseOnValidCp. Here we have a bidirectional wakeup bus. Any ECU connected to it can send or receive wakeup events and the individual ECUs can decide whether they are needed for a particular task or not.

# Foccci turns on as soon as CP PWM starts. So either a cable is being plugged in or is already plugged in and now wants to charge
# It then turns on the wakeup output for 1s and wakes up all other ECUs
# The relevant ECUs will detect that we want to charge and stay on, the other ones turn off
# If we turn on ignition the VCU is already on and in charge mode and can inhibit drive
# If charging is paused (i.e. cable plugged in but no CP PWM) and we turn on ignition the VCU wakes up the Foccci and queries PP status. If something is plugged in drive is inhbited
# If Foccci detects an error e.g. welded relays, it stores that error to flash. When woken up by the VCU it report its non-zero error code
# When charging is paused, ALL ECUs can turn off and no 12V power is consumed. When CP comes back, the cycle restarts

The second approach is more versatile but it also means all devices need to support this method.

So I think there can be an intermediate approach:

=== Semi-advanced wakeup ===
Here we only have a wakeup bus between VCU and Foccci. All other devices are powered up by other means, like VCU controlled relays. Wakeup via PP is disabled, WakeupPinFunc=LevelOnValidCp

# Foccci turns on as soon as CP PWM starts. So either a cable is being plugged in or is already plugged in and now wants to charge
# It then turns on the wakeup output this waking up the VCU
# The VCU determines via CAN message from Foccci whether we want to AC or DC charge and turns on needed components. Components needed in both cases that have low power consumption (e.g. BMS) can also be driven from the wakeup signal directly
# If we turn on ignition the VCU is already on and in charge mode and can inhibit drive
# If charging is paused (i.e. cable plugged in but no CP PWM) and we turn on ignition the VCU wakes up the Foccci and queries PP status. If something is plugged in drive is inhbited
# If Foccci detects an error e.g. welded relays, it stores that error to flash. When woken up by the VCU it report its non-zero error code
# When charging is paused, ALL ECUs will turn off and no 12V power is consumed. When CP comes back, the cycle restarts

== Configuring Foccci via CAN ==
Foccci exposes only one single CAN interface for vehicle communication and initial configuration. So we need a CAN counterpart to talk to it.

There are two main approaches to this: a) use a command line tool <ref>OIC https://openinverter.org/forum/viewtopic.php?t=2907</ref> or b) use an ESP based CAN module <ref>ESP32 CAN Web Interface https://openinverter.org/shop/index.php?route=product/product&path=59&product_id=78</ref>

Both ways require knowing Focccis so called Node Id (similar to an IP address on a local network). By default this is 22. You can enter this node id on the bottom left navigation bar.
== Parameters==
{| class="wikitable"
|'''Name'''
|'''Unit'''
| '''Min'''
|'''Max'''
|'''Default'''
| '''Description'''
|-
| colspan="6" |'''Hardware Config'''
|-
|UdcDivider
|dig/V
|0
|100
|10
|Division factor from ADC digits to V of external voltage measurement board.
In other words: The UdcDivider is the configuration parameter which defines the scaling of the physical inlet voltage measurement circuit. That's why it is only relevant if a physical inlet voltage measurement circuit is present, and if the parameter InletVtgSrc is 1, means the Foccci will measure the inlet voltage with the analog input. CAN mapping makes no sense for the UdcDivider, because it is a fix value. It is the ratio between the voltage on the inlet and the digital value on the AD converter.
|-
|EconomizerDuty
|%
| 0
|100
| 100
|Contactor economizer duty cycle. Contactors are always turned on with 12V for 1s then drop to this value. Set to 100% if your contactor has a built-in economizer
|-
|InletVtgSrc
|
|0
|2
| 0
|Inlet Voltage Source. There are three option where Foccci gets the CCS inlet voltage from:
0 - Charger output voltage (EVSEPresentVoltage) is considered equal to charge port inlet voltage 1 - Analog input U_IN_HV is used for measuring charge port inlet voltage

2 - Charge port inlet voltage is provided via CAN - don't forget to map something to InletVoltage

The InletVoltage is important for precharging, while the contactors are still open. The car (Foccci) will close the contactors, if the inlet voltage is near to the battery voltage. After closing the contactors, it is the battery voltage (besides some cable losses), and out of interest. The most straight forward solution to measure the inlet voltage is to rely on what the charging station tells us. It reports the voltage on the CCS plug in EVSEPresentVoltage. With configuring InletVtgSrc=0 we tell Foccci to use the EVSEPresentVoltage. In this case, neither an analog inlet voltage measuring circuit nor a separate gadget which provides the inlet voltage via CAN is necessary. For most users this will be fine (even OEM cars use this approach).
|-
|LockDuty
|%
| -100
| 100
|30
|H-bridge duty cycle for operating the lock. Use negative value if lock polarity is swapped
|-
| LockRunTime
|ms
|0
|10000
|1000
|Timeout for lock operation
|-
|LockClosedThresh
| dig
| 0
|4095
|0
| Lock feedback value for closed
|-
|LockOpenThresh
| dig
| 0
|4095
| 0
| Lock feedback value for open - if equal to lockclosethr no feedback is assumed and lock is operated timed
|-
| ppvariant
|
|0
|9
|0
|Various circuit variations exist for PP resistor measurement.
"0" is for the variant with 1k pull-up to 3.3V, like old the old Foccci 4.1
"1" is for the variant with 330 ohm pull-up to 5V and 3k pull-down.
"2" is for the variant with 330 ohm pull-up to 5V and NO pull-down.
Foccci 4.5 ususally has NO pulldown, except the related solder jumper was closed.
|-
|WakeupPinFunc
|
| 0
|4
|0
| Configure what the wakeup pin does. See [[Foccci#Wakeup|Wakeup]]
|-
| colspan="6" |'''Communication'''
|-
|NodeId
|
|1
|63
|22
|CANOpen node id for SDO requests
|-
|CanSpeed
|
|0
| 4
|2
|Baud rate of CAN interface 0=125k, 1=250k, 2=500k, 3=800k, 4=1M - '''when configuring this != 500k you will loose communication to the ESP web interface!'''
|-
| colspan="6" |'''Charge Parameters'''
|-
|MaxPower
|kW
|0
|1000
| 100
|Absolute maximum charge power. Foccci will announce this value in the ChargeParameterDiscoveryRequest message in the element EVMaximumPowerLimit. The charger may or may not respect this limitation.
|-
|MaxVoltage
|V
|0
|1000
|410
|Over voltage threshold. Always set about 10-20V higher then desired battery full voltage. Foccci will announce this value in the ChargeParameterDiscoveryRequest message to the charger, in the element EVMaximumVoltageLimit. The charger may or may not respect this limitation. Some chargers shut down, if this limit is reached. That's why it is recommended to set it some volts higher than the voltage which is used during normal charging.
|-
|MaxCurrent
|A
|0
|500
|125
| Absolute maximum charge current. Foccci will announce this value in the ChargeParameterDiscoveryRequest, in the element EVMaximumCurrentLimit. The charger may or may not respect this limitation.
|-
|MaxAllowedPinTemperature
|°C
|0
|120
|70
|Temperature of the CCS inlet which leads to fully reduced charge current. If the maximum of temp1, temp2, temp3 reaches this value, the charge current is cut down. Before reaching this limit, the charge current decreases linearily. If the temperature still rises and reaches 10 Kelvin more than parametrized, the charge session will be terminated.
For information purpose, the current limit caused by the temperature is visible in the spot value TempLimitedCurrent. If the limitation is effective, which means, that the BMS would have requested a higher current than the limitation, the spot value LimitationReason shows "InletHot".
In case of massive overheat (10K more than parametrized), the spotvalue StopReason will show "InletOverheat".
|-
|TargetVoltage
|V
|0
|1000
| 0
|Charge target voltage (volatile)
|-
|ChargeCurrent
|A
|0
|500
|0
| Instantaneous current setpoint (volatile)
|-
|soc
|%
|0
|100
|0
|Battery SoC for display on charger (volatile)
|-
|BatteryVoltage
|V
|0
| 1000
|0
| Present battery voltage for precharge state (volatile)
|-
|enable
|
|0
|1
|1
|When 0 charging is stopped/not started (volatile)
|-
|AcObcState
|
|0
|15
|0
|Feedback from OBC
|-
| colspan="6" |'''Testing'''
|-
|DemoVoltage
|V
|0
|500
|0
|Voltage for light bulb demo. To use the board without CAN, to get an constant voltage. Is ignored as long democtrl is not STANDALONE. Only values between 150V and 250V are accepted, others are treated as zero.
|-
|DemoControl
|
|0
|511
|0
|Enables the standalone demo mode if value is set to STANDALONE. In this mode, no CAN is required and the target voltages for precharge and charging loop are taken from demovtg.
|-
|ActuatorTest
|
|0
|7
|0
|Tests various outputs
|-
|logging
|
|0
|2047
|
|Selects which modules log to the serial console
|}
==Spot values ==
{| class="wikitable"
|+
!Name
!Unit
!Description
|-
|opmode
|
|State of the CCS state machine
|-
|version
|
|
|-
|lasterr
|
|Last detected error
|-
|EvseVoltage
|V
|Outlet voltage reported by EVSE
|-
|EvseCurrent
|A
|Outlet current reported by EVSE
|-
|TempLimitedCurrent
|A
|Current limit calculated based on the inlet temperature
|-
|EVTargetCurrent
|A
|Current demand which is communicated to the DC charging station. Is the minimum of TempLimitedCurrent and ChargeCurrent.
|-
|LimitationReason
|
|Shows the reason why charge power is limited
|-
|InletVoltage
|V
|Charge port voltage
|-
|EvseMaxCurrent
|A
|Maximum current the EVSE can deliver
|-
|EvseMaxVoltage
|V
|Maximum voltage the EVSE can deliver
|-
|ControlPilotDuty
|%
|The PWM ratio of the CP line. This is normally 5% for DC chargers, and between 10% and 90% for analog AC chargers.
Typical values are explained here: [https://de.wikipedia.org/wiki/IEC_62196_Typ_2 IEC 62196 Typ 2 – Wikipedia]
|-
|temp1, 2, 3
|°C
|Temperatures of the temperature sensors. Requires correct calibration values depending on the used NTC types.
|-
|MaxTemp
|°C
|Maximum of the above
|-
|ContactorDuty
|%
|Duty cycle of charge port contactor driver
|-
|AdcLockFeedback
|digit
|Feedback value from charge port lock
|-
|AdcProximityPilot
|digit
|Analog value of the PP line. This is the raw value of the analog-to-digital-converter in range 0 to 4095.
|-
|ResistanceProximityPilot
|ohm
|Measured resistance between PP line and ground. Requires correct setting of the parameter ppvariant.
|-
|CableCurrentLimit
|A
|Based on the PP resistance. The current limit of the charging cable for AC charging.
|-
|EvseCurrentLimit
|A
|Based on the CP PWM. The current limit of the charging station for AC charging.
|-
|AdcHwVariant
|digit
|raw AD value of the hardware variant coding input. Used to detect which variant of Foccci the software runs on.
|-
|AdcIpropi
|digit
|raw AD value of the current sensor for the charge port lock motor driver.
|-
|LockState
|
|State of charge port lock
|-
|StopReason
|
|shows the reason why the charging session stopped
|-
|checkpoint
|
|shows the progress of the charging session in detail. Explanation here: https://github.com/uhi22/pyPLC?tab=readme-ov-file#example-flow
|-
|CanWatchdog
|100 ms
|Time since last ChargeCurrent update. When it reaches 30 (3s) the charge session is stopped
|-
|cpuload
|
|
|}
==Errors==
The spot value "lasterr" displays the last detected error that lead to a cancellation of charging or to not starting in the first place
{| class="wikitable"
|+
!Error
!Description
|-
|CANTIMEOUT
|The ChargeCurrent hasn't been updated via CAN for more than 2s
|-
|PLCTIMEOUT
|PLC communication with charger timed out
|-
|PRECTIMEOUT
|Precharging the EVSE output to specified voltage timed out or battery voltage is below minimum EVSE output voltage
|-
|LOCKTIMEOUT
|The connector lock didn't reach the desired position in time
|-
|EVSEFAULT
|The EVSE reported an error and stopped
|-
|RELAYWELDED
|A welded charge port relay was detected
|}
== Making Foccci talk CHAdeMO on the CAN side ==
A pretty straightforward way to integrate CCS charging into your vehicle is to use the existing CHAdeMO (let's call it CDM from here on) CAN messaging. CDM has pretty much all data items we need to initiate a CCS charging session, so rather than defining a new set of messages we might as well adopt it. For example, Orion BMS or Zombieverter VCU natively support CHAdeMO anyway.[[File:Can mapping chademo.png|thumb|Screenshot of CAN mapping to interface Foccci CCS with CHAdeMO]]Let's go over the items in the screenshot one by one. Note that the IDs are decimal! (256=0x100, 258=0x102, 264=0x108, 265=0x109)
*'''UdcDivider''' - Actually, here we just select some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10. This tells the CDM module in my car that it talks to Foccci. It then includes the battery voltage in some unused message bytes - see below.
*'''EvseVoltage''' - Transmits the charger's present output voltage back to the vehicle.
*'''EvseCurrent''' - Transmits the charger's present output current back to the vehicle.
*'''opmode''' - Observe the weird gain - this is forged to map Foccci state "CurrentDemand (13)" to CDM state "ConnectorLocked (4)". In my car's CDM module this is sufficient to initiate the charging progress. You may need to change it so that the ChargeEnable flag together with ConnectorLocked is forged (numerical value 5).
*'''EvseMaxVoltage''' - Transmits the EVSE's maximum output voltage back to the vehicle.
*'''EvseMaxCurrent''' - Transmits the EVSE's maximum output current back to the vehicle.
*'''BatteryVoltage''' - Transmits the present battery voltage to the EVSE. This is the special item that normally doesn't exist in CDM and that unfortunately will prevent you from using this solution with an OEM car in a safe manner. Of course, you could manually set this to some medium battery voltage like 360V, but if you arrive with a really low battery at, say, 300V this might weld your charge port contactors. You could also manually enter the battery voltage before each charging session.
*'''TargetVoltage''' - Transmits the charge end voltage to the EVSE.
*'''ChargeCurrent''' - By far the most important data item: the charge current request.
*'''soc''' - In CDM this isn't normally a percentage value but some encoded kWh value. In my car's CDM module I specify a full battery as "200" (no idea what this actually means in kWh) and thereby can just output the SoC in 0.5% steps.
*'''enable''' - The car's charge enable flag. When 0 will stop the CCS session.
As an additional safety measure you could connect CDM pin 4 (charge enable) to Foccci's button input (at least once we added an active low mode for it). It might also be worthwhile to connect pin 7 (connection check) to the PP input for drive away protection when CDM is plugged in but not charging (again, once we have actually implemented this).

Let's list the CHAdeMO pin mapping one by one as well:
*Pin 1 - GND
*Pin 2 (12V, charger start/stop) - 12V (I take it from cigarette lighter)
*Pin 4 (charging enable) - Foccci BUTTON
*Pin 5, 6 - Power pins, triple check correct polarity!
*Pin 7 (Connection check) - Foccci PP
*Pin 8, 9 (CAN) - Foccci CANL, CANH
*Pin 10 (charger start/stop 2) - Foccci SW1_LS
'''Attention:''' with this mapping the error flags are ignored, e.g. voltage or current mismatch.

==Making Foccci talk to boostech BMS==
[[File:Can mapping boostech.png|thumb|Can mapping boostech]]The boostech BMS has a fixed CAN mapping. It doesn't expect any feedback from the CCS controller so we just keep the CHAdeMO mapping from above in case the info is needed elsewhere in the car.

The BMS sends out big endian messages hence why the length fields are negative. It does not send out a charge end voltage so we simply multiply the charge enable flag with the voltage we want. In the example 370V.

''As of now this mapping is preliminary and has to be confirmed. will then remove this note''
== Hardware detection ==
[[File:3.3v Addressing Voltage Divider.png|thumb]]
To allow software to reliably detect which version hardware it runs on, in HW version 4.1 a version indication resistor was added. As opposed to some other boards that run at 5.3V, the voltage here is 3.3V.
{| class="wikitable"
|+
!Variant
!R1
!R2
!voltage
!ADC
!-3%
!+3%
|-
| -
|47
|2,7
|0,179
|222
|216
|229
|-
| -
|47
|3,3
|0,217
|269
|261
|277
|-
| -
|47
|3,9
|0,253
|314
|304
|323
|-
| -
|47
|4,7
|0,300
|372
|361
|383
|-
| -
|47
|5,1
|0,323
|401
|389
|413
|-
| -
|47
|5,6
|0,351
|436
|423
|449
|-
| -
|47
|6,8
|0,417
|518
|502
|533
|-
| -
|47
|7,5
|0,454
|564
|547
|580
|-
|4.0 with economizer
|47
|8,2
|0,490
|608
|590
|627
|-
| -
|47
|9,1
|0,535
|664
|644
|684
|-
|4.2
|47
|10
|0,579
|718
|697
|740
|-
|4.3
|47
|12
|0,671
|833
|808
|858
|-
|4.4
|47
|15
|0,798
|991
|961
|1020
|-
|4.5
|47
|18
|0,914
|1134
|1100
|1168
|-
|
|47
|22
|1,052
|1306
|1266
|1345
|-
|
|47
|27
|1,204
|1494
|1449
|1539
|-
|
|47
|33
|1,361
|1689
|1639
|1740
|-
|
|47
|39
|1,497
|1857
|1801
|1913
|-
|
|47
|47
|1,650
|2048
|1986
|2109
|-
|
|47
|56
|1,794
|2226
|2160
|2293
|}
<references />
[[Category:ChaDeMo‏‎]] [[Category:CCS]] [[Category:Rapid Charging]]
[[Category:Charger]]

Lexus GS450h Drivetrain

2024-06-19T09:06:10Z

Bigpie: /* Overview and location */ Adding warning to not use the OEM battery connection

== Inverter ==
[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]

The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:

* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps. <ref>https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm</ref>
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0">https://www.osti.gov/servlets/purl/928684</ref>

If you combine a LHD transmission with a RHD inverter (or vice versa) you might end up with a motor that is juddering, not spinning. IN this case you need to swap any two phase cables of both MG1 and MG2.

The inverter is capable of running at full speeds on pack voltages from approx. 280V upwards. The maximum allowable input voltage is 650V, so far, many have found that "standard" EV voltages of 300V-360V to be well suited.

'''Note that even though the inverter maximum voltage rating is 650V, a 650V battery pack is not required to run this unit. It is capable of excellent performance at lower voltages, such as the typical 300V-360V found in most EVs. However, there is the opportunity to use larger packs with this unit if required in your application.'''

Should a higher voltage pack be chosen in your application for any reason, the buck/boost converter can be used to power auxiliary equipment at its native voltage.

Weight: 40 lbs

Dimensions: 14" x 9-1/2" x 8-1/2"

''Note: If using Zombieverter, the inverter needs powering up after Zombie, use Zombie to power up the inverter.''

=== Buck/Boost Converter ===
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with chargers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, LEAF, Volt, etc.).

This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.

Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0" />

'''Do not connect your HV battery to the OEM battery location, for conversion you have to bypass the buck/boost converter and connect directly to the HV bus. See the 3D printable parts below to help with this.'''

== Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter and transmission pinout]]
[[File:Transmission Layout.png|thumb|GS450h transmission layout]]
For technical analysis of this transmission, see pages 46 and onward of this document:<ref name=":2">https://www.osti.gov/servlets/purl/947393 </ref>

Motor information and ratios are as follows:

MG1 speed is -2.29:1<ref name=":3">[https://slideplayer.com/slide/14432904/]</ref>

MG1 rated speed is not known at this time and recommended to stick to the same speed as MG2

MG2 speed can be 1.9:1 or 3.9:1<ref name=":3" />

MG2 is rated at 300Nm and max 10,230 rpm<ref name=":2" />

The transmission contains two "Motor-Generator" units. MG1 sits at the front of the transmission, and interfaces with the internal combustion engine through a planetary gear set. For this reason, to obtain torque from MG1, the input shaft of the transmission must be locked in place. This is usually done using a splined coupler, which is then welded onto the transmission front mount.

The input shaft on the transmission has 21 splines, with a 28mm major diameter. It is believed that there are several Toyota clutches which will have this in their centre. The original GS450h flywheel and coupler also contains the appropriate splined centre, of course.

The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.

It is a good idea to replace the two bearings in the electric oil pump before fitting a used transmission. There is a guide here<ref>http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html (Backup: [https://web.archive.org/web/20200209212622/http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html Web Archive])</ref>. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission. More on this in the Oil Pump section below.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===

* Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
* Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
* Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
* Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc.)
* Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.
* The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)
* The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)
* The output flange bolt pattern is 52.5mm radius (about 91mm from hole to hole). It does not seem to have a machined flange surface, only the 22.5mm diameter ~3.2mm deep recesses around the bolt holes are machined. Pilot shaft diameter is 16mm. Internally the flange has 26 quite rectangular splines. (not 27 or so like Toyota's more common off-road applications).

=== Oil Pump ===

==== Overview and location ====
[[File:GS450h oil pump check.jpg|thumb|reference image showing the pump fitted (green), and not fitted red)]]
As built, the GS450h supplies oil pressure to the gearbox using either the ICE engine or an electrically-driven external pump. With the input shaft locked in EV applications, the external pump is the only option available. As mentioned previously, this is a vital part of the setup and it's strongly recommended to buy a transmission that still has it fitted. To help with this, here is a reference photo of what to look for.
 
 The Internal pump and pressure regulator provides a steady 7 Bar oil pressure.<ref>https://www.youtube.com/watch?v=9RXtNTp1AFw&t=154s&ab_channel=DamienMaguire</ref> 
 The recommended oil is Toyota ATF-WS, though people have had success with 3rd party equivalents. 
 
 
 
==== Wiring and control ====
[[File:GS450h oil pump controller.jpg|thumb|GS450h oil pump controller|alt=|150x150px]]The external pump also requires a controller, which uses a [[wikipedia:Pulse-width_modulation|PWM]] control scheme. Although this is rarely included with the transmission, it's quite affordably and widely available (Toyota part number: G1167-30020)

===== Pinouts, schematics and notes =====
[[File:Connector_-_A55_Oil_Pump_Motor_Controller_90980–12483.png|alt=|right|269x269px]]
[[File:Oilpump.png|alt=|right|300x300px]]
* The metal case is the ground.
* Black (pin 6) is PWM in from your controller.
* Brown (pin 7) is PWM feedback from the oil pump. It is not required and can be left disconnected.
* The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.
* The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

[[File:Oil_Pump.png|alt=|386x386px]]

[[File:Gearbox_oil_pump_PWM.jpg|alt=|frameless]]

====Hardware====
As per ggeter:
"For those, like me, who didn't get the pump with the transmission unit, here are the part numbers for bolts and (what appears to be a metal) gasket."

Bolts (4) 90080-10197 $2.76 ea.

Gasket (1) 35142-30010 $14

The oil pump also contains 3 black rubber O-rings:

1 x 55mm internal diameter, 2.5mm cross section (for the black outer cover)

2 x 50mm internal diameter, 2.5mm cross section (between each 'layer' of the pump housing).

The oil pump motor cover is held onto the pump housing by 4 M5 x 16mm flanged screws.

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)

=== Inverter Connectors ===

==== OEM ====
{| class="wikitable"
!Connector
!Toyota Part No.
!Location
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Notes
|-
| rowspan="6" |Inverter interface connector (A62)
| rowspan="6" |Toyota
90980–12630
| rowspan="6" |Black connector on the side of the inverter.
'''This connector is not sold anywhere to our knowledge.'''

| rowspan="3" |0.64 mm .025"
| rowspan="3" |36 - Female
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
|
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|
|-
| rowspan="3" |2.3 II
0.040"
| rowspan="3" |4 - Female
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
| rowspan="3" |6mm Pitch Type
(Low Insertion

Force Variant)
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|}

==== Alternatives ====
A good alternative to this otherwise difficult to obtain connector is to replace the receptacle/header with the following parts from Molex:

===== Molex MX123 series =====
{| class="wikitable"
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

===== Assembly Instructions =====
Instructions on how to assemble the MX123 connector can be found here <ref>https://www.molex.com/mx_upload/family/MX123UserManual.pdf (Backup: [https://web.archive.org/web/20220129215727/https://www.molex.com/mx_upload/family/MX123UserManual.pdf Web Archive])</ref>.

===== Pinout =====
Use the following pinout to remap the internal connections from the Toyota plug to the Molex plug:
[[File:Inverter connections.png|none|thumb|GS450h Inverter/converter internal connections]]
[[File:Gs450h-inverter-wires.jpg|thumb|281x281px|Gs450h-inverter-wires - small white connectors inside the inverter|none]]

=== Transmission Connectors ===
[[File:Image.png|none|thumb|GS450 transmission main connection locations]]
{| class="wikitable"
!Connector
!Toyota Part No.
!Part No.
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Location
!
|-
| rowspan="3" |ECT Solenoid (E83)
| rowspan="3" |Toyota 90980-12326
| rowspan="3" |Sumitomo 6189-1092
| rowspan="3" |'''TS 025 Series'''
( 0.025"

0.64mm )

| rowspan="3" |Female - 13
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Located on the left hand side of the transmission above the oil pan.
| rowspan="3" |[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
| rowspan="6" |Shift Lever Position Sensor (E80)
| rowspan="6" |Toyota 90980-12362
| rowspan="6" |Sumitomo 90980-12362
| rowspan="3" |'''TS 025 Series'''
( 0.025"
0.64mm )

| rowspan="3" |Female - 7
!'''20-22 AWG /'''
'''.3-.5 mm2'''
!'''16-18 AWG /'''
'''.85-1.25 mm2'''
!'''14 AWG / 2.0 mm2'''
| rowspan="6" |Located on the right side of the transmission next to the shift lever inhibitor switch.
| rowspan="6" |[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|Yazaki - 7116-4025 (Tin)
|Yazaki - 7116-4026 (Tin)
|Yazaki - 7116-4027 (Tin)
|-
|Yazaki - 7116-4028-08 (Gold)
|Yazaki
7116-4029-08 (Gold)
|
|-
| rowspan="3" |'''TS 090II Sealed Series'''

( 0.090" /
2.3mm )

(6mm LIF variant)
| rowspan="3" |Female - 2
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|-
| rowspan="3" |MG1 & MG2 Resolver(s) (E81 & E82)
| rowspan="3" |Toyota 90980-12520
| rowspan="3" |Sumitomo 6189-1240
| rowspan="3" |'''TS 025 Series'''
(0.025"
0.64 mm)
| rowspan="3" |Female - 8
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Two connectors located on the left side of the transmission by the bell housing.
| rowspan="3" |[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
|
|
|
|
|
|
|
|
|
|
|-
|Vehicle Speed Sensor Connector
|Toyota # 90980-11153 [?]
|S-1530 [?]
|
|
|
|
|
|
|
|}

{| class="wikitable"
|+Standardized TS Series Seals and Plugs For Harnesses
!TS 025 Series
!
!
!Seal
! colspan="2" |Plug
|-
!0.64mm
!Wire Insulation Dia.
!Color
!Part Number
!Color
!Part No
|-
|TS 025 SL1
|0.85-0.95 mm (.033-.037 in)
|Light Brown
|7165-1423
|Grey
|Toyota 90980-09871
|-
|TS 025 SL2
|0.95-1.05 mm (.037-.041 in)
|Green
|7165-1043
|Grey
|Yazaki 7158-3043-40
|-
|TS 025 SL3
|1.1-1.4 mm (.043-.055 in)
|Violet
|7165-1312
|
|
|-
|TS 025 SL4
|1.4-1.5 mm (.055-.059 in)
|Dark Yellow
|7165-1198
|
|
|-
|TS 025 SL5
|1.6-1.7 mm (.063-.067 in)
|Red Violet
|7165-1199
|
|
|-
|
|
|
|
|
|
|-
|'''TS 090 II Series'''
|1.4-1.8 mm (.055-.071 in)
|Blue
|7158-3006-90
|
|Yazaki 7157-8761
|-
|'''2.3mm'''
|2.0-2.2 mm (.079-.087 in)
|Grey
|7158-3007-10
|
|
|-
|
|2.3-2.7 mm (.090-.106 in)
|Brown
|7158-3008-80
|
|
|}

=== Oil Pump & Oil Pump Motor Controller ===
{| class="wikitable"
!Connector
!Part No.
!Location
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|-
|HVECU -> Oil Pump Controller (A52)
|Toyota 90980-12483
|Single large (7-way) connector on the side of the oil pump controller
|}

=== 3D Printable Parts ===
https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
[[File:GS450H Inlet Blank .jpg|center|156x156px]]
https://grabcad.com/library/gs450h-side-port-1
[[File:GS450H-3D-PRINTABLE-HV-INLET.jpg|center|thumb|100x100px]]
https://openinverter.org/forum/viewtopic.php?t=1694

==Control Schemes==

===ZombieVerter VCU===
As of 2022, the preferred solution (and the only one under active development) is the [[ZombieVerter VCU]]

{| role="presentation" class="wikitable mw-collapsible mw-collapsed"
| Lexus GS450h VCU (deprecated)
|-
|

'''''UPDATE:''' the dedicated Lexus GS450h VCU has been superseded/replaced by the [[ZombieVerter VCU]]. This section is kept active solely as legacy documentation and differs in important ways from the ZombieVerter implementation.''

The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without requiring a GS450h ECU.

An open-source VCU, designed by Damien Maguire, can be purchased as a partially populated board on his website: <ref name=":1">https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu (Backup: [https://web.archive.org/web/20221016171604/https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu Web Archive])</ref>[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

A full schematic for the system can be found at [https://openinverter.org/forum/viewtopic.php?p=12105#p12105 this link]

Note that in addition to the VCU, inverter and transmission, a specific CAN bus connected shunt (ISA shunt) is required: [[Isabellenhütte Heusler]]

For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:
*33472-2002 (Left side, grey in colour)

*33472-2001 (Right side, black in colour)
*33012-2002 (Crimp terminals)
*5810130065 (Enclosure)
For partially populated board, these additional parts are required:
*5810140011 (Header, 40 Pos.)
*75867-101LF (CONN1, Header for Wi-Fi module)
*5787834-1 (CONN2, USB 2.0 receptacle)
*TR10S05 (IC10, 5V DC/DC converter)
These parts are available from many electronics distributors.

====VCU Firmware====
Firmware to run on the VCU is available on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller

This guide relates to V3.01 available here on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller/blob/master/Software/gs450h_v3_user.ino

A video tutorial to accompany this guide and firmware is available here :https://vimeo.com/501777258

In order to aid those not familiar with programming, a new firmware with a basic serial interface is now available. This will be the default loaded onto all VCU boards sold on the EVBMW webshop as of 18/01/21.

This firmware is intended as a stop gap measure before a new Openinverter based version with a web based interface becomes available. (expect mid 2021).

====Instructions for use====
Connect a USB cable between the VCU and a PC.

Using a serial terminal program of your choice, connect at 115200,8,N,1.

Once connected, type ? and press enter. The following menu should then display :

<nowiki>=========== EVBMW GS450H VCU Version 3.01 ==============</nowiki>

<nowiki>************</nowiki> List of Available Commands ************

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

i - Set max drive torque (0-3500) e.g. typing i200 followed by enter sets max drive torque to 200

q - Set max reverse torque (0-3500) e.g. typing q200 followed by enter sets max reverse torque to 200

v - Set gearbox oil pump speed (0-100%) e.g. typing v50 followed by enter sets oil pump to 50% speed

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

<nowiki>**************************************************************</nowiki>

The menu system allows for the display of data from both the VCU, GS450H Inverter and gearbox as well as setting of parameters such as throttle calibration and maximum torque.

To select a menu option type its associated character followed by enter.

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

------------------------------------------------------------------------------

00 | 0 0

10 | 0 0 0 0 0 0 0 0

20 | 0 0 0 0 0 0 0 0 0 0

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

D (capital or large D) displays VCU configuration data as well as information on the Gearbox status in this format :

<nowiki>***************************************************************************************************</nowiki>

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

<nowiki>***************************************************************************************************</nowiki>

Throttle calibration procedure :

Set your throttle, be it a pedal or potentiometer or other, to the position of desired zero throttle.

Type f and press enter. A response like this will display:

Configured min throttle value: 109

Now press or advance the throttle to the desired position of maximum throttle.

Type g and press enter. A response like this will display:

Configured max throttle value: 633

The throttle calibration is now complete.

Next we want to set the maximum allowed drive and reverse torque values. The GS450H inverter will accept a value of between 0 and 3500 for torque.

for initial bench and vehicle testing it is advisable to limit these to low values. In this example we will set drive torque to 500 and reverse torque to 300.

First, drive torque:

Type i500 followed by enter. A response like this will display:

Configured drive torque: 500

Now reverse torque:

Type q250 followed by enter. A response like this will display:

Configured reverse torque: 250

Torque calibration is now complete.

At this point it is advised to store the now configured values to EEPROM (non volatile memory) by typing z followed by enter. A response like this will display:

Parameters stored to EEPROM

An option is provided to set the speed in % (0 to 100%) for the electric gearbox oil pump. In this example we set the speed to 50% :

Type v50 followed by enter. A response like this will display:

Configured gearbox oil pump speed: 50

I have found in testing on the E65 that 50% is a good value for keeping oil pressure up , providing cooling etc. without running the pump too hard. Your millage may vary.

An option is provided to shift between LOW and HIGH gear in the GS450H gearbox. Shifts are inhibited at MG1 or MG2 speeds above 100rpm for safety at this time.

To select LOW gear type a and press enter. A response like this will display:

LOW Gear Selected

To select HIGH gear type s and press enter. A response like this will display:

HIGH Gear Selected

It is advised to leave HIGH gear selected always at this time until further testing and development has been completed.

Finally, store all parameters to EEPROM once more by typing z and press enter. A response like this will display:

Parameters stored to EEPROM

Selecting Direction.

The firmware supports the use of the IN1 and IN2 pins of the V2 VCU as direction control inputs. Operation is as follows :

If both inputs are unconnected, NEUTRAL is selected. In neutral , no torque commands are transmitted to the inverter regardless of throttle application.

If IN1is connected to +12v , DRIVE is selected. In drive both MG1 and MG2 provide torque in a forward direction to the gearbox output shaft.

If IN2 is connected to +12v , REVERSE is selected. In reverse only MG2 provides torque in a reverse direction to the gearbox output shaft.

Currently this "simple" firmware does not support contactor control. This may be provided in a later version.

====Wi-Fi Display====
A Wi-Fi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

Once powered, the Wi-Fi module will create an open access point with an SSID like ESP-XXXX where XXXX will be a series of letters and numbers.

Connect to this access point with any Wi-Fi enabled device (e.g. laptop, tablet, phone etc.).

Some modern devices will try to access the internet, not find it, and pop up a warning. Dismiss this and open a web browser.

Type 192.168.4.1 into the address bar and press enter. Again, some modern devices and browsers will complain that it is not a secure connection etc. Just dismiss the warning and proceed.

After a few seconds the web gauge display will appear.

Note that the voltage display is derived from the voltage reported by the inverter and both current (amps) and power (kw) gauges are inoperative as of this release.

You may wish to change the SSID and add a passphrase to the access point. To do this goto : 192.168.4.1/admin

A simple set of dialog boxes will allow the SSID, passphrase and background colour of the gauge display to be set.

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

====Development History====
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb (No longer available).

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
====Vendors====
'''EVBMW:''' <ref name=":1" />
'''NOTE:''' There are currently no vendors who offer support on any aspects of the GS450h VCU.
====Support====
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

|}

[[Category:OEM]]
[[Category:Toyota]]
[[Category:Inverter]]

Renault Kangoo 36

2024-06-09T19:33:07Z

Bigpie: Adding some more notes on the 0x423 message

[[Category:OEM]]
The phase 2 Renault Kangoo 36kWh pack consists of 12 modules, roughly 16kg 14x21x31 cm each in a 2P8S configuration. The usable capacity is apparently 33kWh. It uses a centralised BMS, like the Nissan Leaf, as opposed to a distributed BMS with each module having it's own satellite board. So care must be taken to ensure the cell tap plugs are connected in to the modules in the correct order or the BMS may be damaged. '''Also note the cell taps will have potentially high voltage across them.'''

==== Contactor Box ====
The pack doesn't have a negative contactor, the only way to isolate it is to pull the service disconnect. In the contactor box there's a current sensor, pre-charge resistor, pre-charge relay, main contactor and a 275a 1000V fuse.

The main contactor is 150a rated.
{| class="wikitable"
|+
|[[File:Kangoo Contactor box.jpg|none|thumb]]Contactor box
|[[File:Kangoo Disconnect.jpg|none|thumb]]Manual Service Disconnect socket
|[[File:Kangoo Midpack Fuse.jpg|none|thumb]]Mid Pack Fuse
|}

There are 2 external Low voltage Connectors for the battery pack.

===== Grey Yazaki x =====
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|12v BMS supply via 10a fuse
|-
|2
|x
|
|-
|3
|x
|
|-
|4
|x
|
|-
|5
|x
|
|-
|6
|Yellow
|Can High
|-
|7
|White
|12v Contactor supply via 15a fuse
|-
|8
|x
|
|-
|9
|x
|
|-
|10
|x
|
|-
|11
|x
|
|-
|12
|Blue
|Can Low
|}

====== Black Yazaki 7283-8854-30 ======
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|Ground
|-
|2
|x
|
|-
|3
|Green
|Main Contactor (ground to close)
|-
|4
|x
|
|-
|5
|Blue
|Pre-charge relay (ground to close)
|}

==== BMS ====
Photos of the wiring below show the correct connection orientation for the BMS and the cell taps to the modules.
{| class="wikitable"
|+
|[[File:PXL 20220624 072610756.jpg|none|thumb]]
|[[File:PXL 20220624 072540901.jpg|none|thumb]]
|[[File:PXL 20220624 072941220.jpg|none|thumb]]
|}
I've started putting together a DBC file, but this only covers the standard CAN frames.

DBC file: https://github.com/jamiejones85/DBC-files/blob/master/Kangoo.dbc

For the BMS to send out can frame a message on 0x423 needs to be sent.

Using logs found here: https://github.com/rand12345/Zoe-PH1-EV-CAN-data

=== When driving the contents of the 0x423 message is ===
{| class="wikitable"
|0x07
|0x1D
|0x00
|0x02
|0x5D
|0x80
|0x5D
|0xD8
|}
for 5 messages then
{| class="wikitable"
|0x07
|0x1D
|0x00
|0x02
|0xB2
|0x80
|0xB2
|0xD8
|}

=== When charging the contents of 0x423 is ===
{| class="wikitable"
|0x0B
|0x1D
|0x00
|0x02
|0xB2
|0x80
|0xB2
|0xD9
|}
for 5 messages then
{| class="wikitable"
|0x0B
|0x1D
|0x00
|0x02
|0x5D
|0x80
|0x5D
|0xD9
|}
Other logs have different bytes 0 and 5 but the 0xB2 x 5 then 0x5D pattern remains. ([0] = 0x07 and [5] = 0x20)

=== And When rapid charging the contents of 0x423 is ===
{| class="wikitable"
|0x07
|0x1E
|0x00
|0x01
|0x5D
|0x20
|0xB2
|0xC7
|}
for 5 messages then the 0x5D and 0xB2 switch places
{| class="wikitable"
|0x07
|0x1E
|0x00
|0x01
|0xB2
|0x20
|0x5D
|0xC7
|}

byte[3] does change to 0x02 during the log.

I've not yet tested what affect these different messages have, if any. It is also unknown what these messages mean.

==== ISO-TP ====
To get the individual cell voltages and some other information, ISO TP requests are required. I've written some code that'll decode these. Will be extending to run on an ESP32 to make the ISO-TP requests and decode.

https://github.com/jamiejones85/Kangoo36_canDecode

I've been able to query the battery with DDT4All using an ELM usb dongle.

Mitsubishi Outlander DCDC OBC

2024-06-05T15:36:38Z

Bigpie: /* AC Power Connector */

The Mitsubishi Outlander PHEV (2012-2018 models) feature a compact CANBus controlled 3.7kw charger suitable for budget EV conversions. Units can be bought for under £200. Part numbers are: W005T70271 (pre 2018) [https://openinverter.org/forum/viewtopic.php?p=31366#p31366], W005T70272 (post 2018) [https://openinverter.org/forum/viewtopic.php?p=23876#p23876]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1

The charger has a 3.7k ohm resistance between the CAN H and CAN L pins.
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>Internals:
{| class="wikitable"
|+
![[File:Outlander internals bottom.jpg|thumb]]
![[File:Outlander internals top.jpg|thumb]]
|-
!Bottom
!Top
|}

==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed 14.5V. The converter requires battery voltage between 200V and 400V on the DC bus.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

To start the DC-DC converter, first to apply 12V to pin 7 and GND to pin 10. You also need to have its casing connected to common GND and 12V at the Pin 8 IGCT main power pin.

Then apply 12V ENABLE signal to pin 4 and you will see 14.5Vdc on the power line.

The DCDC is capable of at least 1800W of power.

==Connections==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!DCDC Side Pin Number
! Pin on Internal Connector
!DCDC Side Color
!Color from Schematic
!Name
!Function
|-
|1
|6
|
| Orange
|
|NC
|Not Connected
|-
|2
|5
|
|Blank
|
|NC
|Not Connected
|-
|3
|4
|
|Blue
|
|NC
|Not Connected
|-
|4
|3
|
|Grey
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|2
|
|Light Blue
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|1
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|13
|
|Green
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|12
|
|Yellow
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|11
|
|White
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|10
|
|Black
|Black
|GND
|Ground
|-
|11
|9
|
|Blank
|
|NC
|Not Connected
|-
|12
|8
|
|Purple
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|7
|
|Red
|Red-Blue
| CAN L
|CAN Low
|}

Note: Although the above pin numbers, for the 13 pin external connector, match the Mitsubishi wiring diagram the numbers marked on the connector are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

The charger is controlled via a 13-pin connector mounted on a short tail into the case. Connectors seem to be widely available to mate with this. Search for "Sumitomo 6189-1092 13-WAY CONNECTOR KIT Inc Terminals & seals [13-AC001]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

The External to Internal wiring harness is as follows:

{| class="wikitable"
|+
!
!
!
!
!
|-
| colspan="2" |'''Internal Connector (Black)'''
| colspan="2" |'''External Connector (Grey)'''
| rowspan="2" |[[File:Outlander harness.jpg|thumb]]
|-
|Pin
|Wire Colour
|Pin
|Function (If Known)
|-
|1
|grey
|4
|DC SW - Enable DC/DC Converter
| rowspan="3" |[[File:Ext connector view 1.jpg|thumb]]
|-
|2
|blue
|3
|NC
|-
|3
|black
|6
|CAN H -CAN High
|-
|4
|black
|10
|GND – Ground
| rowspan="3" |[[File:Ext connector view 2.jpg|thumb]]
|-
|5
|yellow
|8
|IGCT – Main +12V Power Supply (via shared 7.5A fuse)
|-
|6
|green
|7
|Sense - Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|7
|light blue
|5
|CHIN - Serial Protocol to EV Remote WiFi Module
| rowspan="3" |[[File:Int connector view 1.jpg|thumb]]
|-
|8
|NC
|11
|NC
|-
|9
|orange
|1
|NC
|-
|10
|red
|13
|CAN L – CAN Low
| rowspan="3" |[[File:Int connector view 2.jpg|thumb]]
|-
|11
|purple
|12
|CHOT – Serial Protocol to EV Remote WiFi Module
|-
|12
|white
|9
|CP – Control Pilot from Charge Port
|}

===AC Power Connector===
[[File:Outlander DCDC OBC 12V Cap.jpg|thumb|Mitsubishi "MUC000691" cap]]
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

[[File:Outlander Charger AC connector.jpg|none|thumb]]

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8. The Mitsubishi part number for the correct cap is "MUC000691".

==Charge Control==
There is no voltage adjustment only current so your controller needs to monitor output voltage and step the charge current. Regardless of the set current the pilot signal will limit the charge current automatically. The pilot signal duty cycle is available on the can bus.

===CANBus Messages===
[https://openinverter.org/forum/download/file.php?id=6649 Outlander Charger DBC File]

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

0x285 alone will connect the EVSE but won't charge until you send 0x286. Byte 2 = 0xb6 pulls in the EVSE.

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. The charger reads this value only once. To update it, you have to first power cycle the 12V line "Pin 8 IGCT main power to charger". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (h20=standby, h21=error, h22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = Charger Supply Current x 10

0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Charger]]
[[Category:DC/DC]]

File:Outlander Charger AC connector.jpg

2024-06-05T15:36:22Z

Bigpie:

Outlander Charger AC connector

Bosch PCE Coolant Pumps

2024-05-30T20:20:59Z

Bigpie: Adding some details about the pinout and orientation

Connector part Number: 4F0 973 703<ref>https://www.bosch-ibusiness.com/products/product-categories/auxiliary-pumps-and-valves/pce-0392024078/</ref>
[[File:Pce connector.webp|none|thumb]]
Pump can be run without the signal (S) pin connected. This will operate the pump at maximum speed. There is a 2 second startup delay if the pump is to be operated without the signal (S) pin connected.
[[File:Mounting orientations.png|none|thumb]]
If the pump detects that it is being run dry, it will turn itself off, try again, but will quit if unsuccessful >20 times

Signal pin can be provided a 12v PWM to control the speed<ref>https://www.cascadiamotion.com/images/documents/Bosch_PCE-XL_Quick_Start_Guide.pdf</ref>

= References =
<references />

[[Category:OEM]] [[Category:VAG]] [[Category:Accessories]]

File:Mounting orientations.png

2024-05-30T20:20:30Z

Bigpie:

Mounting orientations

File:Pce connector.webp

2024-05-30T20:12:42Z

Bigpie:

Pce connector

Bosch PCE Coolant Pumps

2024-05-30T19:36:44Z

Bigpie: adding the connector part number

Connector part Number: 4F0 973 703

= References =
<references />

[[Category:OEM]] [[Category:VAG]] [[Category:Accessories]]

Mitsubishi Outlander DCDC OBC

2024-05-20T12:56:03Z

Bigpie:

The Mitsubishi Outlander PHEV (2012-2018 models) feature a compact CANBus controlled 3.7kw charger suitable for budget EV conversions. Units can be bought for under £200. Part numbers are: W005T70271 (pre 2018) [https://openinverter.org/forum/viewtopic.php?p=31366#p31366], W005T70272 (post 2018) [https://openinverter.org/forum/viewtopic.php?p=23876#p23876]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1

The charger has a 3.7k ohm resistance between the CAN H and CAN L pins.
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>Internals:
{| class="wikitable"
|+
![[File:Outlander internals bottom.jpg|thumb]]
![[File:Outlander internals top.jpg|thumb]]
|-
!Bottom
!Top
|}

==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed 14.5V. The converter requires battery voltage between 200V and 400V on the DC bus.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

To start the DC-DC converter, first to apply 12V to pin 7 and GND to pin 10. You also need to have its casing connected to common GND and 12V at the Pin 8 IGCT main power pin.

Then apply 12V ENABLE signal to pin 4 and you will see 14.5Vdc on the power line.

The DCDC is capable of at least 1800W of power.

==Connections==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!DCDC Side Pin Number
! Pin on Internal Connector
!DCDC Side Color
!Color from Schematic
!Name
!Function
|-
|1
|6
|
| Orange
|
|NC
|Not Connected
|-
|2
|5
|
|Blank
|
|NC
|Not Connected
|-
|3
|4
|
|Blue
|
|NC
|Not Connected
|-
|4
|3
|
|Grey
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|2
|
|Light Blue
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|1
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|13
|
|Green
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|12
|
|Yellow
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|11
|
|White
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|10
|
|Black
|Black
|GND
|Ground
|-
|11
|9
|
|Blank
|
|NC
|Not Connected
|-
|12
|8
|
|Purple
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|7
|
|Red
|Red-Blue
| CAN L
|CAN Low
|}

Note: Although the above pin numbers, for the 13 pin external connector, match the Mitsubishi wiring diagram the numbers marked on the connector are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

The charger is controlled via a 13-pin connector mounted on a short tail into the case. Connectors seem to be widely available to mate with this. Search for "Sumitomo 6189-1092 13-WAY CONNECTOR KIT Inc Terminals & seals [13-AC001]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

The External to Internal wiring harness is as follows:

{| class="wikitable"
|+
!
!
!
!
!
|-
| colspan="2" |'''Internal Connector (Black)'''
| colspan="2" |'''External Connector (Grey)'''
| rowspan="2" |[[File:Outlander harness.jpg|thumb]]
|-
|Pin
|Wire Colour
|Pin
|Function (If Known)
|-
|1
|grey
|4
|DC SW - Enable DC/DC Converter
| rowspan="3" |[[File:Ext connector view 1.jpg|thumb]]
|-
|2
|blue
|3
|NC
|-
|3
|black
|6
|CAN H -CAN High
|-
|4
|black
|10
|GND – Ground
| rowspan="3" |[[File:Ext connector view 2.jpg|thumb]]
|-
|5
|yellow
|8
|IGCT – Main +12V Power Supply (via shared 7.5A fuse)
|-
|6
|green
|7
|Sense - Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|7
|light blue
|5
|CHIN - Serial Protocol to EV Remote WiFi Module
| rowspan="3" |[[File:Int connector view 1.jpg|thumb]]
|-
|8
|NC
|11
|NC
|-
|9
|orange
|1
|NC
|-
|10
|red
|13
|CAN L – CAN Low
| rowspan="3" |[[File:Int connector view 2.jpg|thumb]]
|-
|11
|purple
|12
|CHOT – Serial Protocol to EV Remote WiFi Module
|-
|12
|white
|9
|CP – Control Pilot from Charge Port
|}

===AC Power Connector===
[[File:Outlander DCDC OBC 12V Cap.jpg|thumb|Mitsubishi "MUC000691" cap]]
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8. The Mitsubishi part number for the correct cap is "MUC000691".

==Charge Control==
There is no voltage adjustment only current so your controller needs to monitor output voltage and step the charge current. Regardless of the set current the pilot signal will limit the charge current automatically. The pilot signal duty cycle is available on the can bus.

===CANBus Messages===
[https://openinverter.org/forum/download/file.php?id=6649 Outlander Charger DBC File]

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

0x285 alone will connect the EVSE but won't charge until you send 0x286. Byte 2 = 0xb6 pulls in the EVSE.

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. The charger reads this value only once. To update it, you have to first power cycle the 12V line "Pin 8 IGCT main power to charger". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (h20=standby, h21=error, h22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = Charger Supply Current x 10

0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Charger]]
[[Category:DC/DC]]

High Voltage Safety

2024-04-12T14:10:10Z

Bigpie: /* General HV wiring guidance */

<blockquote>

This page is currently in early development</blockquote>High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

== What is considered high voltage? ==
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

== Risk Assessment ==
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

== General Safe Working Guidance ==
In general before working on your project, you should where possible isolate the HV source, confirm this with reliable tools and put in place a system to prevent it inadvertently becoming live again. How this is done may vary depending on the project, but it could be removing the safety disconnect and locking it in the glove box, unplugging the HV battery etc. Always confirm with known working measuring equipment and be '''aware some components have large capacitors so voltage may remain present for some time after disconnecting.'''

When it's not possible to isolate the HV source, for example when working the the battery, make sure anyone with access to the work space is aware of the dangers, limit the the access, make sure its clear and clutter free. Signage and warnings where appropriate, this is where your '''risk assessment''' comes in to play. Please ensure when you are working alone you have someone who is aware of what you are doing so they can call for help if required.

Splitting the battery pack by removing bus bars/series connections to lower the voltages you're working with is also a consideration, using appropriate tools and protective equipment as your risk assessment calls for.

== General HV wiring guidance ==

* Avoid touching HV conductors with bare skin, consider PPE where appropriate, but at the very least, '''always measure voltages to be sure you know exactly what you are working with.'''
* '''Never touch multiple HV conductors at the same time.'''
* Plan your wiring and HV components so that it's not possible to touch any HV conductor without the use of tools
* Consider your tools and environment, could metallic tools fall on to HV conductors? Shorting out could lead to fire, sparks, plasma etc So burns, eye damage, fire and electrocution risks.
* Label HV battery boxes and junction boxes with a warning
* HV cabling should be orange by convention, as well as appropriately sized for the application (taking current demands in to consideration), this could be an orange conduit or electrical tape.
* Fuse HV cabling with an appropriately rated fuse.
* Secure the cabling sufficiently and protect it from damage, keeping it away from propshafts and preventing road debris damaging it.
* Consider double insulating it with conduit
* Use good crimping tools to properly crimp connections
* Don't crimp any shielding to the HV conductors and appropriately isolate the shielding from HV, shielding should only be grounded at one side
* '''DO NOT tie the HV negative to chassis negative, both HV positive and HV negative need to be isolated from the vehicle, this is extremely important.'''
** Ideally your system will have some automated isolation monitoring system, but at least measure it with appropriate tools and consider measuring it at scheduled frequency.
*Try to use HV EV specific connectors, with an interlock loop, but failing that, compression glands will work

== Wiring Basics HV battery ==
'''Caution'''

* These are to be used as guidance and not as a direct how to
* Use the appropriate tools when working on HV
* Before commencing any work make a system safe
* If in doubt do not start work but seek advise
* '''Be aware, certain BMS architectures use cell taps to measure each cell voltages, these will have high voltage between higher cells'''
<blockquote>Battery Box – A structure that houses the batteries and other HV related components. Can be made up of sub assemblies, when mentioned here it refers to the assemblies as they will be installed into the vehicle.</blockquote>

=== Design Requirements ===

* A fuse is fitted to every battery box, this is there to protect the HV cables running out of the box.
* A BMS should be used to monitor cell voltages and temperatures to ensure they remain within safe operating limits.
* A battery box should never have two live cables coming out when being installed;
** HV Contactor inside the battery box which disconnects one end of the battery
** Service disconnect which can be removed and installed with the pack in place on the vehicle

=== Single Battery Box Example ===
[[File:Screenshot 2024-04-12 at 11.00.49 am.png|none|thumb|856x856px]]

=== 2 Separate Battery Boxes Example ===
[[File:Screenshot 2024-04-12 at 11.03.47 am.png|none|thumb|861x861px]]

High Voltage Safety

2024-04-12T12:35:19Z

Bigpie: /* Design Requirements */

<blockquote>

This page is currently in early development</blockquote>High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

== What is considered high voltage? ==
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

== Risk Assessment ==
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

== General Safe Working Guidance ==
In general before working on your project, you should where possible isolate the HV source, confirm this with reliable tools and put in place a system to prevent it inadvertently becoming live again. How this is done may vary depending on the project, but it could be removing the safety disconnect and locking it in the glove box, unplugging the HV battery etc. Always confirm with known working measuring equipment and be '''aware some components have large capacitors so voltage may remain present for some time after disconnecting.'''

When it's not possible to isolate the HV source, for example when working the the battery, make sure anyone with access to the work space is aware of the dangers, limit the the access, make sure its clear and clutter free. Signage and warnings where appropriate, this is where your '''risk assessment''' comes in to play.

Splitting the battery pack by removing bus bars/series connections to lower the voltages you're working with is also a consideration, using appropriate tools and protective equipment as your risk assessment calls for.

== General HV wiring guidance ==

* Avoid touching HV conductors with bare skin, consider PPE where appropriate, but at the very least, '''always measure voltages to be sure you know exactly what you are working with.'''
* '''Never touch multiple HV conductors at the same time.'''
* Plan your wiring and HV components so that it's not possible to touch any HV conductor without the use of tools
* Label HV battery boxes and junction boxes with a warning
* HV cabling should be orange by convention, as well as appropriately sized for the application (taking current demands in to consideration), this could be an orange conduit or electrical tape.
* Fuse HV cabling with an appropriately rated fuse.
* Secure the cabling sufficiently and protect it from damage, keeping it away from propshafts and preventing road debris damaging it.
* Consider double insulating it with conduit
* Use good crimping tools to properly crimp connections
* Don't crimp any shielding to the HV conductors and appropriately isolate the shielding from HV, shielding should only be grounded at one side
* '''DO NOT tie the HV negative to chassis negative, both HV positive and HV negative need to be isolated from the vehicle, this is extremely important.'''
** Ideally your system will have some automated isolation monitoring system, but at least measure it with appropriate tools and consider measuring it at scheduled frequency.
*Try to use HV EV specific connectors, with an interlock loop, but failing that, compression glands will work

== Wiring Basics HV battery ==
'''Caution'''

* These are to be used as guidance and not as a direct how to
* Use the appropriate tools when working on HV
* Before commencing any work make a system safe
* If in doubt do not start work but seek advise
* '''Be aware, certain BMS architectures use cell taps to measure each cell voltages, these will have high voltage between higher cells'''
<blockquote>Battery Box – A structure that houses the batteries and other HV related components. Can be made up of sub assemblies, when mentioned here it refers to the assemblies as they will be installed into the vehicle.</blockquote>

=== Design Requirements ===

* A fuse is fitted to every battery box, this is there to protect the HV cables running out of the box.
* A BMS should be used to monitor cell voltages and temperatures to ensure they remain within safe operating limits.
* A battery box should never have two live cables coming out when being installed;
** HV Contactor inside the battery box which disconnects one end of the battery
** Service disconnect which can be removed and installed with the pack in place on the vehicle

=== Single Battery Box Example ===
[[File:Screenshot 2024-04-12 at 11.00.49 am.png|none|thumb|856x856px]]

=== 2 Separate Battery Boxes Example ===
[[File:Screenshot 2024-04-12 at 11.03.47 am.png|none|thumb|861x861px]]

High Voltage Safety

2024-04-12T12:31:42Z

Bigpie: /* General HV wiring guidance */

<blockquote>

This page is currently in early development</blockquote>High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

== What is considered high voltage? ==
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

== Risk Assessment ==
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

== General Safe Working Guidance ==
In general before working on your project, you should where possible isolate the HV source, confirm this with reliable tools and put in place a system to prevent it inadvertently becoming live again. How this is done may vary depending on the project, but it could be removing the safety disconnect and locking it in the glove box, unplugging the HV battery etc. Always confirm with known working measuring equipment and be '''aware some components have large capacitors so voltage may remain present for some time after disconnecting.'''

When it's not possible to isolate the HV source, for example when working the the battery, make sure anyone with access to the work space is aware of the dangers, limit the the access, make sure its clear and clutter free. Signage and warnings where appropriate, this is where your '''risk assessment''' comes in to play.

Splitting the battery pack by removing bus bars/series connections to lower the voltages you're working with is also a consideration, using appropriate tools and protective equipment as your risk assessment calls for.

== General HV wiring guidance ==

* Avoid touching HV conductors with bare skin, consider PPE where appropriate, but at the very least, '''always measure voltages to be sure you know exactly what you are working with.'''
* '''Never touch multiple HV conductors at the same time.'''
* Plan your wiring and HV components so that it's not possible to touch any HV conductor without the use of tools
* Label HV battery boxes and junction boxes with a warning
* HV cabling should be orange by convention, as well as appropriately sized for the application (taking current demands in to consideration), this could be an orange conduit or electrical tape.
* Fuse HV cabling with an appropriately rated fuse.
* Secure the cabling sufficiently and protect it from damage, keeping it away from propshafts and preventing road debris damaging it.
* Consider double insulating it with conduit
* Use good crimping tools to properly crimp connections
* Don't crimp any shielding to the HV conductors and appropriately isolate the shielding from HV, shielding should only be grounded at one side
* '''DO NOT tie the HV negative to chassis negative, both HV positive and HV negative need to be isolated from the vehicle, this is extremely important.'''
** Ideally your system will have some automated isolation monitoring system, but at least measure it with appropriate tools and consider measuring it at scheduled frequency.
*Try to use HV EV specific connectors, with an interlock loop, but failing that, compression glands will work

== Wiring Basics HV battery ==
'''Caution'''

* These are to be used as guidance and not as a direct how to
* Use the appropriate tools when working on HV
* Before commencing any work make a system safe
* If in doubt do not start work but seek advise
* '''Be aware, certain BMS architectures use cell taps to measure each cell voltages, these will have high voltage between higher cells'''
<blockquote>Battery Box – A structure that houses the batteries and other HV related components. Can be made up of sub assemblies, when mentioned here it refers to the assemblies as they will be installed into the vehicle.</blockquote>

=== Design Requirements ===

* A fuse is fitted to every battery box, this is there to protect the HV cables running out of the box.
* A battery box should never have two live cables coming out when being installed;
** HV Contactor inside the battery box which disconnects one end of the battery
** Service disconnect which can be removed and installed with the pack in place on the vehicle

=== Single Battery Box Example ===
[[File:Screenshot 2024-04-12 at 11.00.49 am.png|none|thumb|856x856px]]

=== 2 Separate Battery Boxes Example ===
[[File:Screenshot 2024-04-12 at 11.03.47 am.png|none|thumb|861x861px]]

High Voltage Safety

2024-04-12T12:24:03Z

Bigpie: /* General Safe Working Guidance */

<blockquote>

This page is currently in early development</blockquote>High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

== What is considered high voltage? ==
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

== Risk Assessment ==
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

== General Safe Working Guidance ==
In general before working on your project, you should where possible isolate the HV source, confirm this with reliable tools and put in place a system to prevent it inadvertently becoming live again. How this is done may vary depending on the project, but it could be removing the safety disconnect and locking it in the glove box, unplugging the HV battery etc. Always confirm with known working measuring equipment and be '''aware some components have large capacitors so voltage may remain present for some time after disconnecting.'''

When it's not possible to isolate the HV source, for example when working the the battery, make sure anyone with access to the work space is aware of the dangers, limit the the access, make sure its clear and clutter free. Signage and warnings where appropriate, this is where your '''risk assessment''' comes in to play.

Splitting the battery pack by removing bus bars/series connections to lower the voltages you're working with is also a consideration, using appropriate tools and protective equipment as your risk assessment calls for.

== General HV wiring guidance ==

* Plan your wiring and HV components so that it's not possible to touch any HV conductor without the use of tools
* Label HV battery boxes and junction boxes with a warning
* HV cabling should be orange by convention, as well as appropriately sized for the application (taking current demands in to consideration), this could be an orange conduit or electrical tape.
* Fuse HV cabling with an appropriately rated fuse.
* Secure the cabling sufficiently and protect it from damage, keeping it away from propshafts and preventing road debris damaging it.
* Consider double insulating it with conduit
* Use good crimping tools to properly crimp connections
* Don't crimp any shielding to the HV conductors and appropriately isolate the shielding from HV
* '''DO NOT tie the HV negative to chassis negative, both HV positive and HV negative need to be isolated from the vehicle, this is extremely important.'''
** Ideally your system will have some automated isolation monitoring system, but at least measure it with appropriate tools and consider measuring it at scheduled frequency.

== Wiring Basics HV battery ==
'''Caution'''

* These are to be used as guidance and not as a direct how to
* Use the appropriate tools when working on HV
* Before commencing any work make a system safe
* If in doubt do not start work but seek advise
<blockquote>Battery Box – A structure that houses the batteries and other HV related components. Can be made up of sub assemblies, when mentioned here it refers to the assemblies as they will be installed into the vehicle.</blockquote>

=== Design Requirements ===

* A fuse is fitted to every battery box, this is there to protect the HV cables running out of the box.
* A battery box should never have two live cables coming out when being installed;
** HV Contactor inside the battery box which disconnects one end of the battery
** Service disconnect which can be removed and installed with the pack in place on the vehicle

=== Single Battery Box Example ===
[[File:Screenshot 2024-04-12 at 11.00.49 am.png|none|thumb|856x856px]]

=== 2 Separate Battery Boxes Example ===
[[File:Screenshot 2024-04-12 at 11.03.47 am.png|none|thumb|861x861px]]

High Voltage Safety

2024-04-12T10:09:48Z

Bigpie: /* Wiring Basics HV battery */

High Voltage Safety

2024-04-12T10:06:17Z

Bigpie: /* 2 Separate Battery Boxes Example */

High Voltage Safety

2024-04-12T10:05:41Z

Bigpie: /* Wiring Basics HV battery */

File:Screenshot 2024-04-12 at 11.03.47 am.png

2024-04-12T10:05:20Z

Bigpie:

2 battery box example

High Voltage Safety

2024-04-12T10:03:22Z

Bigpie: Adding a single battery box example

File:Screenshot 2024-04-12 at 11.00.49 am.png

2024-04-12T10:01:39Z

Bigpie:

Single Battery Box

High Voltage Safety

2024-04-11T11:17:58Z

Bigpie: /* General Safe Working Guidance */

High Voltage Safety

2024-04-11T10:44:29Z

Bigpie:

High Voltage Safety

2024-04-11T10:30:30Z

Bigpie:

Main Page Old

2024-04-11T10:29:36Z

Bigpie: Adding a link to the High Voltage Safety page

The openinverter project mainly aims to reuse existing components from production electric vehicles. We also aim to give some general guidelines on how to convert a vehicle to electric drive.

= Before you begin: =
'''Please take the time to read.'''

You undertake '''your''' project at '''your own risk.''' Make sure you're aware of the risks of working with high voltage and [[HighVoltageSafety]]

'''The information provided on this wiki and the support forums is intended as information only'''. The Open Inverter project and contributors to the forums and this wiki take no responsibility for how you use the information on this site, nor any liability for injuries, or death, that may result from your actions.

'''Developers's time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to pay them directly for their time.

Read more about [[Application Support]].

'''Consider donating to the many developers''' that have made all this possible and to help keep making things possible:

[https://www.patreon.com/openinverter www.patreon.com/openinverter],

https://www.evbmw.com/,

https://www.paypal.com/paypalme/celeron55

[https://openinverter.org/forum/index.php '''Always check the forums'''], new developments and solutions are coming along every day, questions being answered, or perhaps you can answer. we work better as a community sharing our knowledge...

'''...update this wiki.''' Answers and solutions should find their way here so they don't remain buried in a 30 page long support thread. To edit the wiki, login with your forum credentials.

'''Welcome to the open inverter community'''

= Legalities=
*[[Legalities|Legalities around conversion projects]]
Different countries have different legislation, if you want your car to certified for the road in your country please take the time to review this section. It might save you going down the wrong direction and creating something that can never be driven, or incur costs.
= Introduction =
The open inverter started as a scratch built inverter and control board led by Johannes Hübner who designed and built his open open source AC motor controller dubbed the "open inverter".

Since then, the community has established and documented hardware and software approaches to reuse OEM inverters with the Open control board, and has more recently started on controlling OEM inverters over CAN, a process which doesn't require replacing any internal parts.

The main goal of the open inverter community is to reverse engineer many of these components for use in a variety of projects such as:

* EV conversion
* Energy storage
* Power generation
* Charging infrastructure
* etc.

Open inverter projects now span over many different areas surrounding PEV, HEV, and PHEV components, such as:
* Motor Controllers
* 1-3 phase power converters
* DC/DC converters
* buck/boost converters
* Battery Management Systems (BMS)
* Vehicle integration
* etc.

As a result, there is a growing collection of open source software and hardware designed for the never ending list of OEM parts.

There's a variety of methods of repurposing these OEM components. Methods here are generally chosen with future proofing in mind , reducing chances of firmware or software updates from the manufacture "bricking" or blocking the open source control efforts.

such efforts include:

* Mainboard/brain replacement
*[[Getting started with CAN bus|CANBUS/LINBUS]]
*[[wikipedia:Synchronous_serial_communication|Sync serial]]
*[[wikipedia:FlexRay|FlexRay]]
*[[wikipedia:Pulse-width_modulation|PWM]]
* Sirmware/software reprogramming
* etc.

Resulting in many bespoke boards running the main open inverter software or other open/semi-open source code designed to ether replace OEM motherboards or VCUs.

This has lead to a large collection of different boards and software, many with redundant features. To unify many of these development projects, the community at large is focused on making a set of standard VCUs and replacement control boards which handle the ever growing list of OEM components.

=== Many of the VCU and replacement boards consist of these 3 main parts: ===
{| class="wikitable"
|+
!Hardware
!Firmware
!Web Interface
|-
|The design and development of the [[Main Board Version 3|control hardware]] based around an STM32F103 chip. This provides the control signals to the power stage and on to the attached components.
|The development of the code that goes on the STM32F103 chips and determines, amongst other things what signals are sent to the power stage and the attached components.
|Using an ESP8266 chip, the development of a simple [[Web Interface|web based interface]] to adjust the parameters on the firmware chip and to display values returned from the chip, for example motor speed (RPM).
|}

= Getting Started =

'''Please note:''' Performing a 'full' EV conversion can often be more straight forward than trying to make small modifications to OEM vehicles - an OEM system will normally require a set of components all talking to each other and keeping each other happy! Trying to, for example, add a different battery charger, or bypassing certain restrictions will often require significant reverse engineering of the existing system to ensure that the new component(s) do not cause errors or problems in the system which can avalanche into significant problems! A full EV conversion, in comparison, can usually focus on just keeping one component happy at a time (although integrating these different components can still require a lot of work).

The Community is focused on the electrical systems required for an EV, and may not be best placed to assist with mechanical issues specific to your vehicle.

===Glossary of Terms===
It is recommended you read the '''[[Glossary of Terms]]''' before you begin. Often you'll find TLAs (three letter acronyms) peppered through the support forum and on this wiki, take the time to familiarise yourself with them before hand, remember this exists, or bookmark/favourite it so you can referent back to it.

===EV conversions:===
A few main parts are needed for an EV conversion, such as:
*[[Motors]]
*[[:Category:Inverter|Inverter]]
**('''Note:''' ZombieVerter projects require a matched pair of Inverter and Motor as they would have come out of a vehicle)
*[[Batteries]]
*[[:Category:Charger|Chargers / Charge Controllers]]
*[[:Category:DC/DC|DC/DC Converters]]
*[[:Category:HVJB|HV Junction Box]]
*[[Heaters]]
*[[:Category:HVAC|HVAC]]
*Brake Assist
**[[Vacuum Pumps]]
**Electronic Brake Boosters
*[[:Category:Power Steering|Power Steering]]
*[[Rapid Charging]]
*[[VCU Comparison]]

Existing information on these items can be found on the [[EV Conversion Parts]] page.

===OEM Parts: ===
A variety of [[:Category:OEM|OEM]] parts members of the community have reversed engineered for custom use cases:
*[[:Category:BMW|BMW]]
*[[:Category:Chevrolet|Chevrolet]]
*[[:Category:Ford|Ford]]
*[[:Category:Hyundai|Hyundai]]
*[[Isabellenhütte Heusler]]
*[[:Category:Land Rover|Land Rover/Jaguar]]
*[[:Category:Mercedes-Benz|Mercedes-Benz]]
*[[:Catagory:MG|MG]]
*[[:Category:Mitsubishi|Mitsubishi]]
*[[Nissan]]
*[[:Category:Opel|Opel/Vauxhall]]
*[[Renault]]
*[[:Category:Tesla|Tesla]]
*[[Toyota|Toyota/Lexus]]
*[[:Category:VAG|VAG (VW, Audi, Skoda, Seat, Porsche, ...)]]
*[[:Category:Volvo|Volvo]] 

===Required skills/Knowledge===
[[Category:Request_for_Review]]
To perform a successful EV conversion, you may require the following skills and/or knowledge (this is not an exhaustive list)

* You will need to have the skills, knowledge and tools required to perform significant mechanical work on your vehicle. A service or workshop manual will be useful.
*Basic DC electrical knowledge, such as using a multimeter, soldering, identifying components.
*A willingness and ability to troubleshoot problems (mechanical, electrical, code...).
* Safety in relation to high voltage DC systems. '''HV DC can be more dangerous than AC mains voltages!'''
*Basic understanding on the purposes of various EV components (motor, inverter, DC-DC...)
*A grasp of 3 phase motor control concepts can be useful (especially if using an openinverter control board)
*An understanding of CAN (and other digital communication systems) will be very useful
*The legal restrictions and requirements for your country/state

===FAQ===

*[[Common Inverter FAQ]] - questions common to all hardware variants
*[[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
*[[Electronics Basics]] - general advice for troubleshooting electronic circuits
*[[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
*[[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money

=Mechanical Design Database=
[[Mechanical design database|'''Mechanical design database''']]

here you will find measurements, models, files, etc for a variety of components such as:

* adapter plates
* motor couplers
*drive shaft flanges
*battery mounts
*etc.

=Open Inverter Projects=

===Open Inverter (Core Project/s)===
{| class="wikitable"
!
!Description / Notes
|-
|'''ZombieVerter VCU'''
*[[ZombieVerter VCU]]
*[[Web Interface (ZombieVerter VCU)|Web Interface]]
*[[OEM component compatibility]]
|Designed around a matched pair of Inverter and Motor taken from the original OEM vehicle the ZombieVerter is there to make those two components believe they are still in the original vehicle and are fed necessary commands to act as if they still are and interpret and responses back from the equipment for feedback (regen / rpm / etc)
|-
|'''Open Inverter Hardware'''
*[[Hardware Theory of Operation]]
*[[Schematics and Instructions]] - for the "vanilla" inverter kit.
*[[Mini Mainboard]]
*[[Main Board Version 3]]
*[[Main Board Version 2]]
*[[Main Board Version 1]]
*[[Sense Boards]]
*[[Gate Driver]]
*[[Sensor Board|Legacy Sensor Board]]
*[[OEM Repurposing]]
| Quite flexible in its application. The Open Inverter can be used to build a custom inverter itself where you supply the high power and high voltage components to create your own inverter, or to be used as the basis to take over control of OEM inverters so that they can drive nearly any attached motor to that inverter.
|-
| rowspan="3" |'''Open Inverter Software'''
*[[Using FOC Software]]
*[[Downloads]]
*[[Features]]
*[[Web Interface]]
*[[Battery Charging]]
*[[Errors]]
*[[CAN communication]]
*[[Parameters]] (Tune your inverter)
*[[Configuration Files]]
*[[Software Theory of Operation]]
*[[Open Inverter Testing]]
|Two of the more important software aspects to master are below.
|-
|'''CAN communication'''

Common across boards is the ability to communicate with a CAN Bus, which is a 'control area network' or a technical way of saying how various components, sensors, controls, etc communicate with one another within the car. '''Read more about [[CAN communication|CAN Communication]]'''

There is also a project to standardise the messages across the various control boards, [[Introduction CAN STD|read more]]
|-
|'''Parameters'''

The openinverter firmware uses a set of about 70 parameters to adapt it to different inverter power stages, motors and position feedback systems. Also it lets you calibrate the throttle pedal, change regenerative braking settings and so on.

Parameter definitions can be found here: [[Parameters]]

Working parameter sets can be found in the [https://openinverter.org/parameters openinverter parameter database]
|}

=== Open Inverter Related Projects (Control Boards/VCUs)===
{| class="wikitable"
|+
! Project
!Description / Notes
|-
|'''[[Tesla|Tesla Small Drive and Large Drive Units:]]'''
|Commonly there is a large drive unit and small drive unit available from the Model S. 
These combine the inverter and motor into a single package.

The control boards for these replace the existing control board within them.
|-
|'''[[Lexus GS450h Drivetrain]]:'''
| The GS450h contains a gearbox (where the motors are located).
Using the [[ZombieVerter VCU]], the inverter and the gearbox itself provide

a powerful set up suitable for rear wheel drive set ups, replacing the existing longitudinally mounted gearbox.
|-
|'''[[Toyota Prius Gen3 Board|Prius Generation 3 Inverter:]]'''
|A cheap available inverter from the popular Prius hybrid, this
board goes inside that inverter and allows you to control the features of it.
|-
|'''[[Auris/Yaris Inverter:]]'''
|Similar to the Prius board, there's subtle differences between them
and therefore the need for a separate board.
|-
|'''[[Nissan Leaf Gen2 Board]]'''
|Replaces the nissan OEM logic board with a rev 3 openiverter main board
|-
|[[Ford ranger ev board|'''Ford ranger ev board''']]
|openinverter kit for the ford ranger ev
|-
| colspan="2" |[[OEM Repurposing|'''All Control Boards / OEM Inverters''']]
|}

===Use inverter as a battery Charger===
Both the open inverter and some OEM inverters can be used as a battery charger, further saving on component costs. You can read more about how the open inverter and the theory of charging [[Battery Charging|here]].

===Open Inverter Renewables Projects===
Recently added to the forums are projects and discussions around turning the Open Inverter project towards capturing, storing and using renewable energy.

=Open Inverter CAN std.=
*[[Introduction CAN STD|Introduction]]
*[[CAN table CAN STD|CAN table]]
*[[Getting started with CAN bus]]
*[[CAN communication|Setting up Open Inverter CAN Communication]]

=Conversion Projects=
*[[VW Polo 86C Conversion]]
*[[Touran Conversion]]
*[[Audi A2 Conversion]]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=326&hilit=gt86 toyota gt86 nissan leaf motor]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=210 Porsche Boxster 986 Tesla conversion]
*[[VW Beetle 2003 Budget Conversion]]
*[https://openinverter.org/forum/viewforum.php?f=11 Further Projects on the forum]

High Voltage Safety

2024-04-11T10:28:14Z

Bigpie:

High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

=== What is considered high voltage? ===
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

=== Risk Assessment ===
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

High Voltage Safety

2024-04-11T10:20:11Z

Bigpie:

High Voltage Safety

2024-04-11T10:18:24Z

Bigpie:

High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

==== What is considered high voltage? ====
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

High Voltage Safety

2024-04-11T10:13:09Z

Bigpie: Defining what is HV

High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk.

==== What is considered high voltage? ====
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

High Voltage Safety

2024-04-11T10:08:34Z

Bigpie: Created page with "High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk."

Renault Kangoo 36

2024-02-19T09:37:10Z

Bigpie: Adding some more details and link to DBC and application to decode ISO-TP

[[Category:OEM]]
The phase 2 Renault Kangoo 36kWh pack consists of 12 modules, roughly 16kg 14x21x31 cm each in a 2P8S configuration. The usable capacity is apparently 33kWh. It uses a centralised BMS, like the Nissan Leaf, as opposed to a distributed BMS with each module having it's own satellite board. So care must be taken to ensure the cell tap plugs are connected in to the modules in the correct order or the BMS may be damaged. '''Also note the cell taps will have potentially high voltage across them.'''

==== Contactor Box ====
The pack doesn't have a negative contactor, the only way to isolate it is to pull the service disconnect. In the contactor box there's a current sensor, pre-charge resistor, pre-charge relay, main contactor and a 275a 1000V fuse.

The main contactor is 150a rated.
{| class="wikitable"
|+
|[[File:Kangoo Contactor box.jpg|none|thumb]]Contactor box
|[[File:Kangoo Disconnect.jpg|none|thumb]]Manual Service Disconnect socket
|[[File:Kangoo Midpack Fuse.jpg|none|thumb]]Mid Pack Fuse
|}

There are 2 external Low voltage Connectors for the battery pack.

===== Grey Yazaki x =====
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|12v BMS supply via 10a fuse
|-
|2
|x
|
|-
|3
|x
|
|-
|4
|x
|
|-
|5
|x
|
|-
|6
|Yellow
|Can High
|-
|7
|White
|12v Contactor supply via 15a fuse
|-
|8
|x
|
|-
|9
|x
|
|-
|10
|x
|
|-
|11
|x
|
|-
|12
|Blue
|Can Low
|}

====== Black Yazaki 7283-8854-30 ======
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|Ground
|-
|2
|x
|
|-
|3
|Green
|Main Contactor (ground to close)
|-
|4
|x
|
|-
|5
|Blue
|Pre-charge relay (ground to close)
|}

==== BMS ====
Photos of the wiring below show the correct connection orientation for the BMS and the cell taps to the modules.
{| class="wikitable"
|+
|[[File:PXL 20220624 072610756.jpg|none|thumb]]
|[[File:PXL 20220624 072540901.jpg|none|thumb]]
|[[File:PXL 20220624 072941220.jpg|none|thumb]]
|}
I've started putting together a DBC file, but this only covers the standard CAN frames.

DBC file: https://github.com/jamiejones85/DBC-files/blob/master/Kangoo.dbc

For the BMS to send out can frame a message on 0x423 needs to be sent.

When driving the contents of the 0x423 message is
{| class="wikitable"
|0x07
|0x1D
|0x00
|0x02
|0x5D
|0x80
|0x5D
|0xD8
|}
When charging the contents of 0x423 is
{| class="wikitable"
|0x0B
|0x1D
|0x00
|0x02
|0xB2
|0x20
|0xB2
|0xD9
|}
And When rapid charging the contents of 0x423 is
{| class="wikitable"
|0x07
|0x1E
|0x00
|0x01
|0x5D
|0x20
|0xB2
|0xC7
|}
I've not yet tested what affect these different messages have, if any.

==== ISO-TP ====
To get the individual cell voltages and some other information, ISO TP requests are required. I've written some code that'll decode these. Will be extending to run on an ESP32 to make the ISO-TP requests and decode.

https://github.com/jamiejones85/Kangoo36_canDecode

File:PXL 20220624 072941220.jpg

2024-02-19T09:26:53Z

Bigpie:

BMS Wiring 3

File:PXL 20220624 072540901.jpg

2024-02-19T09:26:28Z

Bigpie:

BMS Wiring 2

File:PXL 20220624 072610756.jpg

2024-02-19T09:25:59Z

Bigpie:

BMS Wiring 1

Renault Kangoo 36

2024-02-01T09:36:21Z

Bigpie:

Renault Kangoo 36

2024-02-01T09:18:25Z

Bigpie: Adding extra details

[[Category:OEM]]
The phase 2 Renault Kangoo 36kWh pack consists of 12 modules, roughly 16kg 14x21x31 cm each. The usable capacity is apparently 33kWh. It uses a centralised BMS, like the Nissan Leaf, as opposed to a distributed BMS with each module having it's own satellite board. So care must be taken to ensure the cell tap plugs are connected in to the modules in the correct order or the BMS may be damaged. '''Also note the cell taps will have potentially high voltage across them.'''

==== Contactor Box ====
The pack doesn't have a negative contactor, the only way to isolate it is to pull the service disconnect. In the contactor box there's a current sensor, pre-charge resistor, pre-charge relay, main contactor and a 275a 1000V fuse.

The main contactor is 150a rated.
{| class="wikitable"
|+
|[[File:Kangoo Contactor box.jpg|none|thumb]]Contactor box
|[[File:Kangoo Disconnect.jpg|none|thumb]]Manual Service Disconnect socket
|[[File:Kangoo Midpack Fuse.jpg|none|thumb]]Mid Pack Fuse
|}

There are 2 external Low voltage Connectors for the battery pack.

===== Grey Yazaki x =====
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|12v BMS supply via 10a fuse
|-
|2
|x
|
|-
|3
|x
|
|-
|4
|x
|
|-
|5
|x
|
|-
|6
|Yellow
|Can High
|-
|7
|White
|12v Contactor supply via 15a fuse
|-
|8
|x
|
|-
|9
|x
|
|-
|10
|x
|
|-
|11
|x
|
|-
|12
|Blue
|Can Low
|}

====== Black Yazaki 7283-8854-30 ======
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|Ground
|-
|2
|x
|
|-
|3
|Green
|Main Contactor (ground to close)
|-
|4
|x
|
|-
|5
|Blue
|Pre-charge relay (ground to close)
|}

==== BMS ====

File:Kangoo Midpack Fuse.jpg

2024-02-01T09:13:02Z

Bigpie:

Kangoo Midpack Fuse

File:Kangoo Disconnect.jpg

2024-02-01T09:11:37Z

Bigpie:

Kangoo Disconnect

File:Kangoo Contactor box.jpg

2024-02-01T09:10:29Z

Bigpie:

Kangoo Contactor box

Renault Kangoo 36

2024-02-01T09:07:00Z

Bigpie: Adding low voltage pin out

[[Category:OEM]]
The phase 2 Renault Kangoo 36kWh pack consists of 12 modules, roughly 16kg 14x21x31 cm each. The usable capacity is apparently 33kWh.

There are 2 external Low voltage Connectors

===== Grey Yazaki x =====
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|12v BMS supply via 10a fuse
|-
|2
|x
|
|-
|3
|x
|
|-
|4
|x
|
|-
|5
|x
|
|-
|6
|Yellow
|Can High
|-
|7
|White
|12v Contactor supply via 15a fuse
|-
|8
|x
|
|-
|9
|x
|
|-
|10
|x
|
|-
|11
|x
|
|-
|12
|Blue
|Can Low
|}

====== Black Yazaki 7283-8854-30 ======
{| class="wikitable"
|+
!Pin
!Internal Wire
!Function
|-
|1
|Black
|Ground
|-
|2
|x
|
|-
|3
|Green
|Main Contactor (ground to close)
|-
|4
|x
|
|-
|5
|Blue
|Pre-charge relay (ground to close)
|}

Renault Kangoo 36

2024-01-31T19:39:05Z

Bigpie:

[[Category:OEM]]
The phase 2 Renault Kangoo 36kWh pack consists of 12 modules, roughly 16kg 14x21x31 cm each. The usable capacity is apparently 33kWh.

Renault

2024-01-31T19:37:18Z

Bigpie:

=== Batteries ===
[[Renault Kangoo 36]] Battery (Phase 2)
[[Category:Renault]]

Main Page Old

2024-01-31T19:36:14Z

Bigpie: /* OEM Parts: */

The openinverter project mainly aims to reuse existing components from production electric vehicles. We also aim to give some general guidelines on how to convert a vehicle to electric drive.

= Before you begin: =
'''Please take the time to read.'''

You undertake '''your''' project at '''your own risk.'''

'''The information provided on this wiki and the support forums is intended as information only'''. The Open Inverter project and contributors to the forums and this wiki take no responsibility for how you use the information on this site, nor any liability for injuries, or death, that may result from your actions.

'''Developers's time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to pay them directly for their time.

Read more about [[Application Support]].

'''Consider donating to the many developers''' that have made all this possible and to help keep making things possible:

[https://www.patreon.com/openinverter www.patreon.com/openinverter],

https://www.evbmw.com/,

https://www.paypal.com/paypalme/celeron55

[https://openinverter.org/forum/index.php '''Always check the forums'''], new developments and solutions are coming along every day, questions being answered, or perhaps you can answer. we work better as a community sharing our knowledge...

'''...update this wiki.''' Answers and solutions should find their way here so they don't remain buried in a 30 page long support thread. To edit the wiki, login with your forum credentials.

'''Welcome to the open inverter community'''

= Legalities=
*[[Legalities|Legalities around conversion projects]]
Different countries have different legislation, if you want your car to certified for the road in your country please take the time to review this section. It might save you going down the wrong direction and creating something that can never be driven, or incur costs.
= Introduction =
The open inverter started as a scratch built inverter and control board led by Johannes Hübner who designed and built his open open source AC motor controller dubbed the "open inverter".

Since then, the community has established and documented hardware and software approaches to reuse OEM inverters with the Open control board, and has more recently started on controlling OEM inverters over CAN, a process which doesn't require replacing any internal parts.

The main goal of the open inverter community is to reverse engineer many of these components for use in a variety of projects such as:

* EV conversion
* Energy storage
* Power generation
* Charging infrastructure
* etc.

Open inverter projects now span over many different areas surrounding PEV, HEV, and PHEV components, such as:
* Motor Controllers
* 1-3 phase power converters
* DC/DC converters
* buck/boost converters
* Battery Management Systems (BMS)
* Vehicle integration
* etc.

As a result, there is a growing collection of open source software and hardware designed for the never ending list of OEM parts.

There's a variety of methods of repurposing these OEM components. Methods here are generally chosen with future proofing in mind , reducing chances of firmware or software updates from the manufacture "bricking" or blocking the open source control efforts.

such efforts include:

* Mainboard/brain replacement
*[[Getting started with CAN bus|CANBUS/LINBUS]]
*[[wikipedia:Synchronous_serial_communication|Sync serial]]
*[[wikipedia:FlexRay|FlexRay]]
*[[wikipedia:Pulse-width_modulation|PWM]]
* Sirmware/software reprogramming
* etc.

Resulting in many bespoke boards running the main open inverter software or other open/semi-open source code designed to ether replace OEM motherboards or VCUs.

This has lead to a large collection of different boards and software, many with redundant features. To unify many of these development projects, the community at large is focused on making a set of standard VCUs and replacement control boards which handle the ever growing list of OEM components.

=== Many of the VCU and replacement boards consist of these 3 main parts: ===
{| class="wikitable"
|+
!Hardware
!Firmware
!Web Interface
|-
|The design and development of the [[Main Board Version 3|control hardware]] based around an STM32F103 chip. This provides the control signals to the power stage and on to the attached components.
|The development of the code that goes on the STM32F103 chips and determines, amongst other things what signals are sent to the power stage and the attached components.
|Using an ESP8266 chip, the development of a simple [[Web Interface|web based interface]] to adjust the parameters on the firmware chip and to display values returned from the chip, for example motor speed (RPM).
|}

= Getting Started =

'''Please note:''' Performing a 'full' EV conversion can often be more straight forward than trying to make small modifications to OEM vehicles - an OEM system will normally require a set of components all talking to each other and keeping each other happy! Trying to, for example, add a different battery charger, or bypassing certain restrictions will often require significant reverse engineering of the existing system to ensure that the new component(s) do not cause errors or problems in the system which can avalanche into significant problems! A full EV conversion, in comparison, can usually focus on just keeping one component happy at a time (although integrating these different components can still require a lot of work).

The Community is focused on the electrical systems required for an EV, and may not be best placed to assist with mechanical issues specific to your vehicle.

===Glossary of Terms===
It is recommended you read the '''[[Glossary of Terms]]''' before you begin. Often you'll find TLAs (three letter acronyms) peppered through the support forum and on this wiki, take the time to familiarise yourself with them before hand, remember this exists, or bookmark/favourite it so you can referent back to it.

===EV conversions:===
A few main parts are needed for an EV conversion, such as:
*[[Motors]]
*[[:Category:Inverter|Inverter]]
**('''Note:''' ZombieVerter projects require a matched pair of Inverter and Motor as they would have come out of a vehicle)
*[[Batteries]]
*[[:Category:Charger|Chargers / Charge Controllers]]
*[[:Category:DC/DC|DC/DC Converters]]
*[[:Category:HVJB|HV Junction Box]]
*[[Heaters]]
*[[:Category:HVAC|HVAC]]
*Brake Assist
**[[Vacuum Pumps]]
**Electronic Brake Boosters
*[[:Category:Power Steering|Power Steering]]
*[[Rapid Charging]]
*[[VCU Comparison]]

Existing information on these items can be found on the [[EV Conversion Parts]] page.

===OEM Parts: ===
A variety of [[:Category:OEM|OEM]] parts members of the community have reversed engineered for custom use cases:
*[[:Category:BMW|BMW]]
*[[:Category:Chevrolet|Chevrolet]]
*[[:Category:Ford|Ford]]
*[[:Category:Hyundai|Hyundai]]
*[[Isabellenhütte Heusler]]
*[[:Category:Land Rover|Land Rover/Jaguar]]
*[[:Category:Mercedes-Benz|Mercedes-Benz]]
*[[:Category:Mitsubishi|Mitsubishi]]
*[[Nissan]]
*[[:Category:Opel|Opel/Vauxhall]]
*[[Renault]]
*[[:Category:Tesla|Tesla]]
*[[Toyota|Toyota/Lexus]]
*[[:Category:VAG|VAG (VW, Audi, Skoda, Seat, Porsche, ...)]]
*[[:Category:Volvo|Volvo]] 

===Required skills/Knowledge===
[[Category:Request_for_Review]]
To perform a successful EV conversion, you may require the following skills and/or knowledge (this is not an exhaustive list)

*You will need to have the skills, knowledge and tools required to perform significant mechanical work on your vehicle. A service or workshop manual will be useful.
*Basic DC electrical knowledge, such as using a multimeter, soldering, identifying components.
*A willingness and ability to troubleshoot problems (mechanical, electrical, code...).
*Safety in relation to high voltage DC systems. '''HV DC can be more dangerous than AC mains voltages!'''
*Basic understanding on the purposes of various EV components (motor, inverter, DC-DC...)
*A grasp of 3 phase motor control concepts can be useful (especially if using an openinverter control board)
*An understanding of CAN (and other digital communication systems) will be very useful
*The legal restrictions and requirements for your country/state

===FAQ===

*[[Common Inverter FAQ]] - questions common to all hardware variants
*[[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
*[[Electronics Basics]] - general advice for troubleshooting electronic circuits
*[[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
*[[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money

=Mechanical Design Database=
[[Mechanical design database|'''Mechanical design database''']]

here you will find measurements, models, files, etc for a variety of components such as:

*adapter plates
*motor couplers
*drive shaft flanges
*battery mounts
*etc.

=Open Inverter Projects=

===Open Inverter (Core Project/s)===
{| class="wikitable"
!
!Description / Notes
|-
|'''ZombieVerter VCU'''
*[[ZombieVerter VCU]]
*[[Web Interface (ZombieVerter VCU)|Web Interface]]
*[[OEM component compatibility]]
|Designed around a matched pair of Inverter and Motor taken from the original OEM vehicle the ZombieVerter is there to make those two components believe they are still in the original vehicle and are fed necessary commands to act as if they still are and interpret and responses back from the equipment for feedback (regen / rpm / etc)
|-
|'''Open Inverter Hardware'''
*[[Hardware Theory of Operation]]
*[[Schematics and Instructions]] - for the "vanilla" inverter kit.
*[[Mini Mainboard]]
*[[Main Board Version 3]]
*[[Main Board Version 2]]
*[[Main Board Version 1]]
*[[Sense Boards]]
*[[Gate Driver]]
*[[Sensor Board|Legacy Sensor Board]]
*[[OEM Repurposing]]
|Quite flexible in its application. The Open Inverter can be used to build a custom inverter itself where you supply the high power and high voltage components to create your own inverter, or to be used as the basis to take over control of OEM inverters so that they can drive nearly any attached motor to that inverter.
|-
| rowspan="3" |'''Open Inverter Software'''
*[[Using FOC Software]]
*[[Downloads]]
*[[Features]]
*[[Web Interface]]
*[[Battery Charging]]
*[[Errors]]
*[[CAN communication]]
*[[Parameters]] (Tune your inverter)
*[[Configuration Files]]
*[[Software Theory of Operation]]
*[[Open Inverter Testing]]
|Two of the more important software aspects to master are below.
|-
|'''CAN communication'''

Common across boards is the ability to communicate with a CAN Bus, which is a 'control area network' or a technical way of saying how various components, sensors, controls, etc communicate with one another within the car. '''Read more about [[CAN communication|CAN Communication]]'''

There is also a project to standardise the messages across the various control boards, [[Introduction CAN STD|read more]]
|-
|'''Parameters'''

The openinverter firmware uses a set of about 70 parameters to adapt it to different inverter power stages, motors and position feedback systems. Also it lets you calibrate the throttle pedal, change regenerative braking settings and so on.

Parameter definitions can be found here: [[Parameters]]

Working parameter sets can be found in the [https://openinverter.org/parameters openinverter parameter database]
|}

===Open Inverter Related Projects (Control Boards/VCUs)===
{| class="wikitable"
|+
!Project
!Description / Notes
|-
|'''[[Tesla|Tesla Small Drive and Large Drive Units:]]'''
|Commonly there is a large drive unit and small drive unit available from the Model S. 
These combine the inverter and motor into a single package.

The control boards for these replace the existing control board within them.
|-
|'''[[Lexus GS450h Drivetrain]]:'''
|The GS450h contains a gearbox (where the motors are located).
Using the [[ZombieVerter VCU]], the inverter and the gearbox itself provide

a powerful set up suitable for rear wheel drive set ups, replacing the existing longitudinally mounted gearbox.
|-
|'''[[Toyota Prius Gen3 Board|Prius Generation 3 Inverter:]]'''
|A cheap available inverter from the popular Prius hybrid, this
board goes inside that inverter and allows you to control the features of it.
|-
|'''[[Auris/Yaris Inverter:]]'''
|Similar to the Prius board, there's subtle differences between them
and therefore the need for a separate board.
|-
|'''[[Nissan Leaf Gen2 Board]]'''
|Replaces the nissan OEM logic board with a rev 3 openiverter main board
|-
|[[Ford ranger ev board|'''Ford ranger ev board''']]
|openinverter kit for the ford ranger ev
|-
| colspan="2" |[[OEM Repurposing|'''All Control Boards / OEM Inverters''']]
|}

===Use inverter as a battery Charger===
Both the open inverter and some OEM inverters can be used as a battery charger, further saving on component costs. You can read more about how the open inverter and the theory of charging [[Battery Charging|here]].

===Open Inverter Renewables Projects===
Recently added to the forums are projects and discussions around turning the Open Inverter project towards capturing, storing and using renewable energy.

=Open Inverter CAN std.=
*[[Introduction CAN STD|Introduction]]
*[[CAN table CAN STD|CAN table]]
*[[Getting started with CAN bus]]
*[[CAN communication|Setting up Open Inverter CAN Communication]]

=Conversion Projects=
*[[VW Polo 86C Conversion]]
*[[Touran Conversion]]
*[[Audi A2 Conversion]]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=326&hilit=gt86 toyota gt86 nissan leaf motor]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=210 Porsche Boxster 986 Tesla conversion]
*[[VW Beetle 2003 Budget Conversion]]
*[https://openinverter.org/forum/viewforum.php?f=11 Further Projects on the forum]