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File:CCS setup LIM 2-02.png

2023-05-06T20:41:10Z

Bitterandreal: Bitterandreal uploaded a new version of File:CCS setup LIM 2-02.png

CCS inlet lock

BMW I3 Fast Charging LIM Module

2023-05-06T11:29:36Z

Bitterandreal: updated CCS 2 charge port information.

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

File:CCS setup LIM 2-02.png

2023-05-06T11:26:29Z

Bitterandreal: Bitterandreal uploaded a new version of File:CCS setup LIM 2-02.png

CCS inlet lock

BMW I3 Fast Charging LIM Module

2023-04-20T12:04:56Z

Bitterandreal: minor fixes

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-03-09T19:46:06Z

Bitterandreal: /* Connectors and Pinouts */

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you order a new LIM there is no configuration loaded but our hero Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====Basic shopping list if you want to program a LIM:====

*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|<s>0x512</s>
|<s>Network management edme</s>
|<s>VCU</s>
| <s>200ms</s>
|<s>(constant values) not needed</s>
|-
|<s>0x560</s>
|<s>Network management kombi</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-02-26T15:57:34Z

Bitterandreal: /* Connectors and Pinouts */

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|PE / GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|GND
|Ground (charge port)
|Connected to Pin 4
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you order a new LIM there is no configuration loaded but our hero Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====Basic shopping list if you want to program a LIM:====

*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|<s>0x512</s>
|<s>Network management edme</s>
|<s>VCU</s>
| <s>200ms</s>
|<s>(constant values) not needed</s>
|-
|<s>0x560</s>
|<s>Network management kombi</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-02-26T02:19:31Z

Bitterandreal: /* Contactor Test */

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|GND
|Ground (charge port)
|Connected to Pin 4
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you order a new LIM there is no configuration loaded but our hero Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====Basic shopping list if you want to program a LIM:====

*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|<s>0x512</s>
|<s>Network management edme</s>
|<s>VCU</s>
| <s>200ms</s>
|<s>(constant values) not needed</s>
|-
|<s>0x560</s>
|<s>Network management kombi</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-02-16T12:33:39Z

Bitterandreal: /* CAN communication */ updated needed messages and timing

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|GND
|Ground (charge port)
|Connected to Pin 4
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you order a new LIM there is no configuration loaded but our hero Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====Basic shopping list if you want to program a LIM:====

*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|<s>0x512</s>
|<s>Network management edme</s>
|<s>VCU</s>
| <s>200ms</s>
|<s>(constant values) not needed</s>
|-
|<s>0x560</s>
|<s>Network management kombi</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2022-08-14T14:38:09Z

Bitterandreal: /* Programming a new LIM */

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new it comes without firmware and it needs to be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

== Programming a new LIM ==
If you order a new LIM there is no configuration loaded but our hero Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

He caught a CAN log of the programming session https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. Otherwise he might offers LIM programming as a service.

==== Basic shopping list if you want to program a LIM: ====

* Software : Esys 3.36 from here : <nowiki>https://disk.yandex.ru/d/3XLfVVYHFq8qQw</nowiki>
* pszdata lite from here : <nowiki>https://disk.yandex.ru/d/Y0w0r5T1ElMVdA</nowiki>
* Hardware : LIM (duh!), connectors and pins.
* BMW i3 BDC (Body Domain Controller) basically the main ecu in the i3 the gates all the data around the car. <nowiki>https://www.evbreakers.com/</nowiki>
* Car key from the same car as the BDC.
* BDC simulator : <nowiki>https://www.aliexpress.com/item/1005002317110375.html</nowiki>
* Enet cable : <nowiki>https://bcables.com/</nowiki>
* USB to ethernet adapter if your PC / laptop does not have a spare ethernet port.
* Two extra pins for Conn8 on the BDC to bring out PT CAN.
* DC power supply or 12v battery.

== Charge control ==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

BMW I3 Fast Charging LIM Module

2022-08-14T07:55:58Z

Bitterandreal: Added information about Programming a new LIM

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new it comes without firmware and it needs to be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

== Programming a new LIM ==
If you order a new LIM there is no firmware loaded but our hero Damien managed to program a brand new LIM.

https://openinverter.org/forum/viewtopic.php?p=43848#p43848

Damien also caught a CAN log of the programming session https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. Otherwise he might offering it as a service.

==== Basic shopping list if you want to program a LIM: ====

* Software : Esys 3.36 from here : <nowiki>https://disk.yandex.ru/d/3XLfVVYHFq8qQw</nowiki>
* pszdata lite from here : <nowiki>https://disk.yandex.ru/d/Y0w0r5T1ElMVdA</nowiki>
* Hardware : LIM (duh!), connectors and pins.
* BMW i3 BDC (Body Domain Controller) basically the main ecu in the i3 the gates all the data around the car. <nowiki>https://www.evbreakers.com/</nowiki>
* Car key from the same car as the BDC.
* BDC simulator : <nowiki>https://www.aliexpress.com/item/1005002317110375.html</nowiki>
* Enet cable : <nowiki>https://bcables.com/</nowiki>
* USB to ethernet adapter if your PC / laptop does not have a spare ethernet port.
* Two extra pins for Conn8 on the BDC to bring out PT CAN.
* DC power supply or 12v battery.

== Charge control ==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

BMW I3 Fast Charging LIM Module

2022-08-14T07:38:47Z

Bitterandreal: new LIM comes without firmware

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new it comes without firmware and it needs to be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

==Charge control==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

BMW I3 Fast Charging LIM Module

2022-08-04T19:39:33Z

Bitterandreal: /* CCS DC charging */

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIMs are available new from BMW spare parts suppliers for € 240, but it is not confirmed if they come with firmware loaded, or if they need to be programmed at the dealer.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

==Charge control==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

BMW I3 Fast Charging LIM Module

2022-08-04T16:45:08Z

Bitterandreal: /* AC charging */ IEC61851 charging sequence diagram

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIMs are available new from BMW spare parts suppliers for € 240, but it is not confirmed if they come with firmware loaded, or if they need to be programmed at the dealer.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

==Charge control==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

[https://www.researchgate.net/figure/CCS-Charging-sequence-with-a-simplified-architecture-on-system-level_fig14_338586995 CCS-Charging-sequence.jpg]

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since most of the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

File:IEC61851 charging sequence.png

2022-08-04T16:43:21Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T15:50:41Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T14:08:24Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T13:01:56Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T12:59:51Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T12:58:40Z

Bitterandreal: Bitterandreal reverted File:IEC61851 charging sequence.png to an old version

standard IEC61851 charging sequence
No error, charging terminated by user

File:IEC61851 charging sequence.png

2022-08-04T12:58:20Z

Bitterandreal: Bitterandreal uploaded a new version of File:IEC61851 charging sequence.png

standard IEC61851 charging sequence
No error, charging terminated by user

BMW I3 Fast Charging LIM Module

2022-07-27T12:48:38Z

Bitterandreal: /* AC charging */ added standard IEC61851 / J1772 charging sequence diagram.

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIMs are available new from BMW spare parts suppliers for € 240, but it is not confirmed if they come with firmware loaded, or if they need to be programmed at the dealer.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545<ref>https://www.auto-click.co.uk/805-587-545</ref>
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control (Contactor coil resistance needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==
=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here]. Alternative board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ from EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SEA J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)

Make sure to match these if you want to use a different charge port. Some brands use different resistor values.

The CP communication is similar for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used and it would be nice to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS setup LIM 2-02.png|none|alt=BMW i3 CCS inlet lock actuator|BMW i3 CCS inlet lock actuator]]
[[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033] ([https://openinverter.org/forum/viewtopic.php?p=32096#p32096 ref. jon volk])
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

==Charge control==
The EVSE (charging station) shares its limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# Charge Port Voltage Sense feedback with contactors open needs to be above 60V
## Fault set in 0x272 byte 2
# Ignition in 0x12F byte 2 needs to toggle from to OFF 0x88 to ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
# HV battery voltage to be present at vehicle side of contactors
# Charge Port door state is closed, feedback in 0x272 byte 2
# 12V permanent to be connected to the LIM
# Ignition in 0x12F byte 2 needs be ON 0x8a
# LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

===Battery-dependent charging current control===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|could also be sent by BMS
|-
| 0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
| Main LIM control
| VCU
|200ms
|needed
|-
|0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
|VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
| 0x03C
|Vehicle status
|VCU
|200ms
|(constant values) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
| 0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|0x51A
|Network management
|VCU
|200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
|200ms
|(constant values) needed?
|-
|0x512
|Network management edme
|VCU
|200ms
|(constant values) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
| VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
| Min. available voltage from the CCS charger.
| LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
|0x337
|Inlet lock status
|LIM
|
|
|}

==LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
! ISO 15118
!ISO 15118-20
!Cars
!Used until
!Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
| 61 35 9 353 646
|x
|x
|
|
|BMW i3
|Jul 2014
|x
|-
| 61 35 9 380 352
|x
|x
|?
|
|BMW i3
|Nov 2015
|
|-
| 61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
|2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
| x
|?
|BMW i3
Mini cooper SE
|now
|
|}
===Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

===Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
|TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
|LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols==

===Signaling circuit===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|600x600px|standard IEC61851 / J1772 charging sequence.]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

[https://www.researchgate.net/figure/CCS-Charging-sequence-with-a-simplified-architecture-on-system-level_fig14_338586995 CCS-Charging-sequence.jpg]

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since most of the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

File:IEC61851 charging sequence.png

2022-07-27T12:46:19Z

Bitterandreal:

standard IEC61851 charging sequence
No error, charging terminated by user

BMW I3 Fast Charging LIM Module

2021-12-02T09:31:11Z

Bitterandreal: /* Wiring notes */

BMW I3 Fast Charging LIM Module

2021-12-01T14:02:43Z

Bitterandreal: Added information to the charging protocols and rearranged the document.

BMW I3 Fast Charging LIM Module

2021-11-29T08:00:29Z

Bitterandreal: /* Wiring Diagram notes */

BMW I3 Fast Charging LIM Module

2021-11-29T07:35:55Z

Bitterandreal: /* Charge control */

File:CCS1 vs CCS2 signaling circuit 2.png

2021-11-29T07:34:57Z

Bitterandreal:

lower level signaling circuit for CCS1 and CCS2

BMW I3 Fast Charging LIM Module

2021-11-29T07:30:38Z

Bitterandreal: AC charging notes and lower level signaling circuit diagram for CCS1 / CCS2

File:CCS1 vs CCS2 signaling circuit.png

2021-11-29T07:23:03Z

Bitterandreal:

the lower level signaling circuit for CCS1 and CCS2 charging

BMW I3 Fast Charging LIM Module

2021-10-27T06:46:55Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-26T17:48:26Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-26T15:32:44Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-26T12:17:50Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-26T11:03:16Z

Bitterandreal: /* Fast charge contactor control */

BMW I3 Fast Charging LIM Module

2021-10-24T17:22:02Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-24T13:05:46Z

Bitterandreal: /* Charge port */

BMW I3 Fast Charging LIM Module

2021-10-23T21:43:05Z

Bitterandreal: /* Charge port and lock feedback */

BMW I3 Fast Charging LIM Module

2021-10-23T10:05:11Z

Bitterandreal: CP - GND resistance info added

BMW I3 Fast Charging LIM Module

2021-09-29T11:59:04Z

Bitterandreal: /* CAN communication */

BMW I3 Fast Charging LIM Module

2021-09-29T11:31:32Z

Bitterandreal: /* On board charger control */

BMW I3 Fast Charging LIM Module

2021-09-29T11:25:51Z

Bitterandreal: /* Charge control */

BMW I3 Fast Charging LIM Module

2021-09-28T23:44:36Z

Bitterandreal: /* Duosida inlet lock feedback */

BMW I3 Fast Charging LIM Module

2021-09-28T23:38:21Z

Bitterandreal: /* LIM control */

BMW I3 Fast Charging LIM Module

2021-09-28T23:22:42Z

Bitterandreal: /* CCS charging sequence */

BMW I3 Fast Charging LIM Module

2021-09-28T12:34:58Z

Bitterandreal: CCS charging sequence logs, CAN communication updated

BMW I3 Fast Charging LIM Module

2021-09-28T11:12:49Z

Bitterandreal: /* LIM peripheral boards */

File:CCS2-inlet.jpg

2021-09-28T10:50:43Z

Bitterandreal:

CCS2-inlet

BMW I3 Fast Charging LIM Module

2021-09-28T10:26:34Z

Bitterandreal: /* Large fast charging contactor control board */

File:Gigavac contactor driver circuit.png

2021-09-28T10:10:45Z

Bitterandreal:

Gigavac contactor driver circuit

BMW I3 Fast Charging LIM Module

2021-09-26T16:04:50Z

Bitterandreal: /* Large fast charging contactor control board */