openinverter.org wiki - User contributions [en]

ZombieVerter VCU

2022-11-22T12:24:39Z

Et0: /* change min and max instruction based on version 1.06A */

{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''KINDLY NOTE:'''
*A fully tested V1a kit is now (Nov2022) available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombie-vcu here]. The boards are now shipping with the Wemos wifi module and all parts will be included in the kit. The Olimex header is still there for those who may prefer that option. See [https://openinverter.org/forum/viewtopic.php?p=48250#p48250 this post] for the Wemos wifi module mounting location.

*''Unless you have a specific reason not to, end users should use a software release from https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.''
|}

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

==Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450h) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450h and of course can be expanded to any number of others. This will be the default firmware for all VCU products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

*[https://github.com/jsphuebner/stm32-car STM32-CAR project]
*[https://github.com/jsphuebner/stm32-sine Openinverter]
*[https://github.com/Isaac96/SimpleISA ISA library]
*Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

*Throttle cal and mapping,
*Precharge and contactor control,
*Temp derating,
*BMS limits,
*for/rev/neutral control,
*Graphing and monitoring,
*Firmware updates via the web interface,
*Cruise control,
*Fuel gauge driver,
*etc

==Hardware==
[[File:Zombv1boardb.jpg|thumb|alt=|Location of remaining parts]]
So you've ordered your kit, first things first, watch the following two videos to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo (Legos to you Yanks).
{| class="wikitable"
|+Parts to be fitted to ZombieVerter VCU
!Name
!Part Numer
!Alternative Part Number
|-
|CONN1
|
|
|-
|IC10
|MCP25625T
|
|-
|IC14
|TJA1020
|MCP2004
|-
|IC19
|NCV7356
|
|-
|IC20
|TJA1055T
|
|-
| IC21, IC22
|AD5160
|
|-
|IC27, IC28, IC29
|FAN3122
|
|}

===The enclosure kit links===

You only need one, but below are two options - one with just the connector, and the other prewired with 3m long leads. The reference part numbers are 211PC562S8009 and 211PC562S0008.

*Enclosure Kit with Header, connector and pins<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
*Connector and pins<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
*Prewired connector with 3M leads (limited colors which will not match standard wire colouring conventions)<ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The kits do not come with M3 screws needed to secure the board to the enclosure (2 need to be slightly longer), and to secure the lid. Nor a gasket for the lid.

'''Note that in addition to the VCU, the inverter and transmission, you will require a specific CANBUS connected shunt''': [[Isabellenhütte Heusler]]

===Build and Configuration Videos===
====ZombieVerter VCU V1 Build Part 1====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 1
|-
!Video!!Highlights
|-
|<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>
'''00:33''' Warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/geZuIbGHh30?t=66s 01:06]''' Recap about the ZombieVerter VCU Build Part 1 
'''[https://youtu.be/geZuIbGHh30?t=184s 03:04]''' How to get one 
'''[https://youtu.be/geZuIbGHh30?t=215s 03:35]''' Design files currently require E10 Patreon membership/contribution if wanting to build your own 
'''[https://youtu.be/geZuIbGHh30?t=268s 04:28]''' Components still requiring soldering 
'''[https://youtu.be/geZuIbGHh30?t=303s 05:03]''' IC19 - 8 pin SOIC for single wire CAN (NCV7356) 
||
'''[https://youtu.be/geZuIbGHh30?t=360s 06:00]''' IC10 - SPI CAN controller and transceiver (MCP25625T) 
'''[https://youtu.be/geZuIbGHh30?t=390s 06:30]''' <del>IC1,3,5,6,7,24,25,26 load driver mosfets (NCV8402)</del> 
'''[https://youtu.be/geZuIbGHh30?t=440s 07:20]''' Do you need these components? 
'''[https://youtu.be/geZuIbGHh30?t=520s 08:40]''' Soldering begins - IC19 
'''[https://youtu.be/geZuIbGHh30?t=550s 09:10]''' Soldering iron for SOIC parts 
'''[https://youtu.be/geZuIbGHh30?t=567s 09:27]''' Applying flux using Damien's favorite Flux, UV80 
'''[https://youtu.be/geZuIbGHh30?t=634s 10:34]''' Magnifier headset 
'''[https://youtu.be/geZuIbGHh30?t=807s 13:27]''' Soldering MCP25625 
'''[https://youtu.be/geZuIbGHh30?t=955s 15:55]''' Suggests getting an phone/computer repair shop to help out if needed 
'''[https://youtu.be/geZuIbGHh30?t=1025s 17:05]''' Using hot air gun to warm the board and position the chip 
'''[https://youtu.be/geZuIbGHh30?t=1174s 19:34]''' <del>Soldering NCV8402s</del> 
'''[https://youtu.be/geZuIbGHh30?t=1408s 23:28]''' Clean soldering with IPA Solvent 
'''[https://youtu.be/geZuIbGHh30?t=1480s 24:40]''' First power up test using bench power supply to limit current to a few hundred mA 
'''[https://youtu.be/geZuIbGHh30?t=1607s 26:47]''' 60mA current draw with no wifi board 
'''[https://youtu.be/geZuIbGHh30?t=1655s 27:35]''' Wifi module 
'''[https://youtu.be/geZuIbGHh30?t=1790s 29:50]''' Power up test with wifi draws 90mA 
'''[https://youtu.be/geZuIbGHh30?t=1825s 30:25]''' Enclosure kit(s) 
'''[https://youtu.be/geZuIbGHh30?t=2162s 36:02]''' Soldering the PCB header (56 pin) 
'''[https://youtu.be/geZuIbGHh30?t=2668s 44:28]''' Installing in the enclosure 
'''[https://youtu.be/geZuIbGHh30?t=3030s 50:30]''' Cameo appearance by Gome cat 
|}

====ZombieVerter VCU V1 Build Part 2====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 2
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>
'''00:34''' Health warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/MUhs9j9R9Mg?t=102s 01:42]''' Intro 
'''[https://youtu.be/MUhs9j9R9Mg?t=200s 03:20]''' Pinouts of the 56 pin connector 
'''[https://youtu.be/MUhs9j9R9Mg?t=256s 04:16]''' Pins 55,56 - Ground and +12V 
'''[https://youtu.be/MUhs9j9R9Mg?t=289s 04:49]''' Pins 53,54 - Reverse and Forward Direction. Apply +12V to the pin for the direction needed. Configurable in the web interface to flip these since direction is relative 
'''[https://youtu.be/MUhs9j9R9Mg?t=452s 07:32]''' Pins 52 - Start. Momentarily apply +12V to send a start signal 
'''[https://youtu.be/MUhs9j9R9Mg?t=495s 08:15]''' Pin 51 - HV Request. Apply +12v to precharge and bring up the high voltage system (and not the drive components) 
'''[https://youtu.be/MUhs9j9R9Mg?t=545s 09:05]''' Pin 50 - General Purpose 12V Input. Reserved for future use 
'''[https://youtu.be/MUhs9j9R9Mg?t=563s 09:23]''' Pin 49 - Brake Input. Connect to brake light switch to apply +12V signaling brakes are applied 
'''[https://youtu.be/MUhs9j9R9Mg?t=615s 10:15]''' Pins 45,46,47,48 - Throttle. +5V power, ground, and 1 or 2 hall effect sensor inputs 
||
'''[https://youtu.be/MUhs9j9R9Mg?t=660s 11:00]''' Pins 25,26,27,28 - 3 CAN bus interfaces. CAN EXT is for vehicle/body communication, CAN EXT 2 for the ISA shunt comms, CAN EXT 3 (with solderable jumpers to change modes) is for general purpose like charger, heater control 
'''[https://youtu.be/MUhs9j9R9Mg?t=885s 14:45]''' Pin 24 - Local Interface Network (LIN) 
'''[https://youtu.be/MUhs9j9R9Mg?t=956s 15:56]''' Pins 16,17,18,19,20,21,22,23 - Toyota Hybrid Inverter specific using async serial comms. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1041s 17:21]''' Pin 15 - Ignition T15 In. Apply +12V to turn Ignition on. Puts VCU in run mode 
'''[https://youtu.be/MUhs9j9R9Mg?t=1134s 18:54]''' Pins 37,38,39,40,41,42 - Toyota Hybrid Transmission shift control 
'''[https://youtu.be/MUhs9j9R9Mg?t=1182s 19:42]''' Pins 35,36 - POT1 & POT2. Digital potentiometer outputs to drive analog gauges (fuel, etc) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1270s 21:10]''' Pins 32,33,34 - Low Side (LS) switches for Inverter Power, Positive side Main Contactor, Precharge Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1401s 23:21]''' Pin 31 - General Purpose +12V Output. LS switch for Negative side Main Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1441s 24:01]''' Pins 12,13,14,29,30 - Toyota Hybrid System controls 
'''[https://youtu.be/MUhs9j9R9Mg?t=1524s 25:24]''' Pins 10,11 - Digital to Analog Converter (DAC) 1 & 2. Reserved for future use - additional analog instruments etc. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1593s 26:33]''' Pins 8,9 - 0-5V Analog Inputs 1 & 2. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1626s 27:06]''' Pins 5,6,7 - Pulse Width Modulation (PWM) 1-3 +12V output signals. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1676s 27:56]''' Pins 3,4 - General Purpose +12V Outputs 2 & 3. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1709s 28:29]''' Pins 1,2 - RS232 Rx/Tx Serial connection for alternation VCU communication (solder jumper configurable). Reserved for future expansion 
'''[https://youtu.be/MUhs9j9R9Mg?t=1811s 30:11]''' CAN bus connected Isabellenhutte Huesler Shunt 
'''[https://youtu.be/MUhs9j9R9Mg?t=2325s 38:45]''' Web Interface 
'''[https://youtu.be/MUhs9j9R9Mg?t=2650s 44:10]''' How to perform a software update via the web interface using a precompiled binary 
'''[https://youtu.be/MUhs9j9R9Mg?t=2852s 47:32]''' UI Features - Commands 
'''[https://youtu.be/MUhs9j9R9Mg?t=3170s 52:50]''' UI Features - Update 
'''[https://youtu.be/MUhs9j9R9Mg?t=3210s 53:30]''' UI Features - Parameters 
'''[https://youtu.be/MUhs9j9R9Mg?t=4290s 1:11:32]''' UI Features - Spot Values 
'''[https://youtu.be/MUhs9j9R9Mg?t=4914s 1:21:54]''' Epilogue 
|}

====ZombieVerter VCU V1 Part 3====
{| class="wikitable"
|+ZombieVerter VCU V1 Part 3
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/oPb4vMO17B4</youtube>
'''[https://youtu.be/oPb4vMO17B4?t=38s 00:38]''' Intro/Recap of part 2 
'''[https://youtu.be/oPb4vMO17B4?t=64s 01:04]''' Description of 2018 Nissan Leaf components used in the video 
'''[https://youtu.be/oPb4vMO17B4?t=227s 03:47]''' VCU, wiring harness, 12V battery, ISA shunt, contactors 
'''[https://youtu.be/oPb4vMO17B4?t=426s 07:06]''' 12V battery - negative to chassis ground with fuse, and ground to VCU pin 55 
'''[https://youtu.be/oPb4vMO17B4?t=472s 07:52]''' 12V battery - positive to PDM positive terminal and distribution block 
'''[https://youtu.be/oPb4vMO17B4?t=522s 08:42]''' 12V battery - permanent fused +12v from PDM positive terminal to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=554s 09:14]''' 12V battery - permanent fused +12v to vcu, relay controlled by VCU for switched +12v to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=641s 10:41]''' 12V battery - permanent fused +12v to contactor coil positives 
'''[https://youtu.be/oPb4vMO17B4?t=657s 10:57]''' 12V battery - permanent fused +12v to switch to provide things like T15 on signal to VCU 
'''[https://youtu.be/oPb4vMO17B4?t=762s 12:42]''' Other end of permanent 12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=803s 13:23]''' Other end of switched +12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=816s 13:36]''' Other end of switched 12v ground connection 
'''[https://youtu.be/oPb4vMO17B4?t=838s 13:52]''' Twisted pair wires from EV CAN CAN EXT 2 High (pin 28) and CAN EXT 2 Low (pin 27) to inverter 
'''[https://youtu.be/oPb4vMO17B4?t=946s 15:46]''' To use the PDM for charging, wire control pilot (CP) and plug present (PP) from PDM to charge socket 
'''[https://youtu.be/oPb4vMO17B4?t=989s 16:29]''' High voltage setup and controlling it with the VCU 
'''[https://youtu.be/oPb4vMO17B4?t=1028s 17:08]''' Positive and precharge contactors (only 2 for the test rig - usually would have a negative contactor as well) 
'''[https://youtu.be/oPb4vMO17B4?t=1060s 17:40]''' High voltage positive and negative junction. The ISA shunt connected between negative and PDM to distribute high voltage negative to the components 

'''[https://youtu.be/oPb4vMO17B4?t=1093s 18:13]''' V1 ISA shunt connection to PDM after the contactors/precharge system to monitor high voltage applied to the drivetrain 
'''[https://youtu.be/oPb4vMO17B4?t=1131s 18:51]''' Contactor control using negative side connections via VCU (very brief description) 
||
'''[https://youtu.be/oPb4vMO17B4?t=1315s 21:55]''' Leaf PDM Internals, starting with high voltage connections 
'''[https://youtu.be/oPb4vMO17B4?t=1388s 23:08]''' Leaf PDM Internals, single phase AC charging connections 
'''[https://youtu.be/oPb4vMO17B4?t=1438s 23:49]''' CCS type 2 socket connections 
'''[https://youtu.be/oPb4vMO17B4?t=1490s 24:50]''' Gome Cat comes in to say hello 
'''[https://youtu.be/oPb4vMO17B4?t=1545s 25:45]''' Control switches. +12v, forward input, terminal 15 input, start input, high voltage request input. 
'''[https://youtu.be/oPb4vMO17B4?t=1584s 26:24]''' Step 1 is close switch providing +12v to the forward input and T15 connections to enable "ignition on" mode 
'''[https://youtu.be/oPb4vMO17B4?t=1605s 26:45]''' Step 2 is toggle start input to activate precharge, closing of main contactor, and inverter main relay (assuming all conditions are met) 
'''[https://youtu.be/oPb4vMO17B4?t=1645s 27:25]''' Example throttle from mid 2000s BMW. Two channel hall effect sensor 
'''[https://youtu.be/oPb4vMO17B4?t=1726s 28:46]''' Charging description when plugging in charger cable 
'''[https://youtu.be/oPb4vMO17B4?t=1771s 29:31]''' Throttle Calibration using spot values for '''pot''' and '''pot2''' in auto refresh mode while pressing the pedal across it's range, noting the min/max and recording the min+10 for '''potmin''', and max-10 for '''potmax''' for each pot under parameters. Also select dual channel '''potmode''' if using two channels (will not work in single channel mode with 2 channels wired up) 
'''[https://youtu.be/oPb4vMO17B4?t=2257s 37:37]''' Running the motor 
'''[https://youtu.be/oPb4vMO17B4?t=2407s 40:07]''' Checking status, observing parameters 
'''[https://youtu.be/oPb4vMO17B4?t=2864s 47:44]''' Problems/gotchas - '''PRECHARGE''' error (no high voltage supply, '''udc''' not > '''udcsw''' within 5s) 
'''[https://youtu.be/oPb4vMO17B4?t=3016s 50:16]''' Problems/gotchas - too high '''udcmin''' setting and no motor spin, '''potum''' will not go positive 
'''[https://youtu.be/oPb4vMO17B4?t=3239s 53:59]''' Problems/gotchas - too low '''udcmax''' (max voltage to allow regen) - motor spins without slowing when throttle released 
'''[https://youtu.be/oPb4vMO17B4?t=3373s 56:13]''' Explanation of '''udclim''' as redundant cutoff voltage to shut off contactors 
'''[https://youtu.be/oPb4vMO17B4?t=3400s 56:40]''' Explanation of '''idcmax''' and '''idcmin''' current limits 
'''[https://youtu.be/oPb4vMO17B4?t=3420s 57:00]''' Explanation of '''tmphsmax''' heatsink max temp too low, and min setting allowed of 50C 
'''[https://youtu.be/oPb4vMO17B4?t=3548s 59:08]''' Problems/gotchas - '''throtmax''' too low, no motor spin 
'''[https://youtu.be/oPb4vMO17B4?t=3706s 1:01:46]''' Charging example using '''Leaf_PDM''' - seems incomplete, see below 
'''[https://youtu.be/oPb4vMO17B4?t=3780s 1:03:00]''' Wifi Connection to the VCU and upgrading firmware 
'''[https://youtu.be/oPb4vMO17B4?t=3983s 1:06:23]''' Resolve update fail/hang - activity led stops flashing, no data on web interface (power cycle) 
'''[https://youtu.be/oPb4vMO17B4?t=4225s 1:10:25]''' Gome cat in it's natural habitat 
'''[https://youtu.be/oPb4vMO17B4?t=4399s 1:13:19]''' Causes of wifi issues 
'''[https://youtu.be/oPb4vMO17B4?t=4609s 1:16:49]''' Initializing the ISA shunt 
'''[https://youtu.be/oPb4vMO17B4?t=4855s 1:20:55]''' Demonstrating regen 
'''[https://youtu.be/oPb4vMO17B4?t=4931s 1:22:11]''' Automatic charge start/stop using Leaf PDM 
'''[https://youtu.be/oPb4vMO17B4?t=5043s 1:24:03]''' Epilogue 
|}

==Installation==
'''Pin Out Diagram'''[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|none|thumb|List of connections to system components (GS450 application)]]

Further information for a GS450 system can be found here: [[Lexus GS450h Drivetrain]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

==Initial start-up and testing==
===Wifi Setup===
The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter (or zom_vcu) PASSWORD: inverter123

'''NOTE:''' Recent units have a new wifi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.14.1 on the 192.168.4.0/24 subnet) to your device.

Then navigate to 192.168.4.1 to see the huebner inverter dashboard.

===Configuration Setup===
Get familiar with the interface and check that all of the parameters make sense. If in doubt, make sure the default value is set. At each stage the current state of the system and any error can be seen on the interface, for example '''opmode''' and '''lasterr'''. Press refresh at the top of the screen to update the values.

You will need the HV supply connected, which can be a lower voltage (50-100V), current limited power supply for test purposes. Set '''udcmin''' to some value below that (e.g. 50V for a 100V supply) and '''udcsw''' to 10V lower than the supply.

*Apply the '''Ignition T15 in''' 12V signal. The relay supplying 12V to the inverter should now be on.

*Check the accelerator by applying it gradually and watching / refreshing the interface. You should see values at '''pot''' change as the pedal is pressed. '''potmin''' should be set just below where your off-throttle position is, and '''potmax''' just above the value seen at maximum travel [note this used to be the opposite prior to version 1.06A). Same for '''pot2min''' and '''pot2max''', if they are electrically connected. The resulting value as a 0-100 value can be seen at '''potnom'''.

''If it does not show up, check for errors and check that throtmax is not set to zero! Check that tmpm is less than tmpmmax, as it can derate the potnom value down as far as zero!''

* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

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

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

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

*Once the contactors are on, select forwards direction. For example if '''dirmode''' is set to "Switch" then a 12V signal applied to the Forward input will work.

*Carefully apply the accelerator and the motor should begin to turn. Do not spin the motor up to any speed if you are using a test power supply.
*
*Note: Leaf VCU requires minimum of 180v to operate, it is also sensible to test with rev limit set to 1000 RPM.
*

==Software==

[https://github.com/damienmaguire/Stm32-vcu '''Github for the project:''' https://github.com/damienmaguire/Stm32-vcu]

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.'''

'''GD variant:'''

''Status as of November 20 2021''

''Early boards fitted with the GigaDevices '''GD32F107''' aka "GD chip" require different firmware routines than '''STM32F107''' equipped boards. See this [https://openinverter.org/forum/viewtopic.php?p=33758#p33758 Zombieverter VCU Support Thread forum post]''

''The GigaDevices `[https://www.gigadevice.com/products/microcontrollers/gd32/arm-cortex-m3/connectivity-line/gd32f107-series/ GD32F107] was chosen as an alternative to the ST equivalent due to microchip shortages during the COVID-19 pandemic. A specific branch of firmware code for the GD32F107 variant is found here: https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie However development of this variant was abandoned shortly after it's release.''

''As of this writing , The [https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie GD_Zombie] branch has fallen behind and substantially diverged from the primary code base. It has been suggested that work needs to be done to make the present firmware chip agnostic via detection routines. See this [https://openinverter.org/forum/viewtopic.php?p=34220#p34220 Zombieverter Development Thread forum post]. As of this writing that work has yet to be undertaken and remains to be organized and completed. And issue has be devoted to tracking this progress here: [https://github.com/damienmaguire/Stm32-vcu/issues/21 Issue #21]''

Here is a link to a post with a pre compiled bin and hex for the GD_Zombie created by Damien on the 23/11/21; [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 ZombieVerter VCU Support - Page 9 - openinverter forum] This is based on the 16/6/21 code it is '''not''' an update. Ensure you rename the binaries to stm32_vcu.xxx to ensure no wifi issues.

''UPDATE November 23 2021''

''Updated information about the necessary edits to make to the STM32 based firmware have been posted in a [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 forum post here.] In order to get the firmware to compile and run on the '''GD32F107''' you must make the following changes:''

''In the file "'''anain.cpp'''" @ line 68:''

''<code>68 - // adc_start_conversion_regular(ADC1); // Comment out for GD MCU</code>In the file'' ''"'''stm32_can.cpp'''" @ starting at line 305 modify as follows :''

''<code>305 - gpio_set_mode(GPIO_BANK_CAN2_RE_RX, GPIO_MODE_INPUT, GPIO_CNF_INPUT_PULL_UPDOWN, GPIO_CAN2_RE_RX);</code>''

''<code>306 - gpio_set(GPIO_BANK_CAN2_RE_RX, GPIO_CAN2_RE_RX);</code>''

''<code>307 - // Configure CAN pin: TX.-</code>''

''<code>308 - gpio_set_mode(GPIO_BANK_CAN2_RE_TX, GPIO_MODE_OUTPUT_50_MHZ, GPIO_CNF_OUTPUT_ALTFN_PUSHPULL, GPIO_CAN2_RE_TX);</code>''

If you properly clone the repository with '''git''' on the command line that looks like this;

<code>git clone --recurse-submodules git@github.com:damienmaguire/Stm32-vcu.git</code>

That recursively pulls in copies of '''''libopeninv''''', etc and tracks them... Hence your file-path should look like

<code>./Stm32-vcu/libopeninv/src/</code>

within the '''''libopeninv''''' src (source) directory you will find '''''anain.cpp''''' and '''''stm32_can.cpp'''''

Make the above changes to these files for the '''GigaDevices GD32F107'''.

== Software update==

As supplied, both the ESP8266 (the wifi plug-in board) and the STM32 (main MPU) are pre-loaded.

The "UART Update" field on the GUI can be given a '''stm32_vcu.bin''' file to update the firmware. Note that at this time, loading via Windows 10 is suspect and may lock you out of the board. Ubuntu works best.

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases'''.

By using the ST-Link V2 in-circuit loader, '''.hex''' files can be sent to the board to initialize a fresh STM32 MCU, or if it can't be loaded via the bootloader.

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases'''.

The connections needed to use the ST-Link loader are shown below:
[[File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg|none|thumb]]

===Initializing an ISA Shunt ===
Under Comms in the web interface, there is now an ISAMode option. By default its in "Normal". If you want to initialize a new shunt, connect it up, power on the shunt and vcu, select "Init", hit save parameters to flash. Power cycle the vcu and shunt at same time (they should be on same 12v feed anyway). The shunt will initialize. Select ISAMode "normal", save to flash again and reboot again. The shunt should now be up and running.
==Supported OEM Hardware==

* Nissan Leaf Gen1/2/3 inverter via CAN
* Nissan Leaf Gen2 PDM (Charger and DCDC)
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - currently type 2 only, type 1 under development
* Lexus GS450h inverter / gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* Mid-2000s VAG CAN support
* [[Chevrolet Volt Water Heater|Opel Ampera / Chevy Volt 6.5kw cabin heater]]

== Troubleshooting ==

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

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

Tesla Model S/X GEN2 Charger

2022-08-03T12:06:48Z

Et0: /* Functionality of external CAN bus */ correction

[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
The Tesla GEN2 charger is a single/three phase 10kW AC charger that was fitted in the Model S from 2012 until it was replaced in the 2016 'facelift' model with GEN3.

One or two GEN2 chargers are installed beneath the rear seats in the model s for ac charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase ac charging.

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]
Charger Dimensions: 500x300x100mm

== Replacement control boards ==
replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

== Charger connection ==
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
!B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
!A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
|GND
|
|
|CANL
|Proximity
|
|}
[[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

===Connector part numbers===
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

==Programming==
you'll need a st-link v2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

* st-link programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119

====Two options:====
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#Or commercial software: https://openinverter.org/files/stm32_charger.zip

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

==External CAN bus==
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with to bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V4aB3 does not need this modification. If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.

If the charger is the first/last device on your CAN bus there is nothing else to do. If it is somewhere in the middle you have to remove the bus termination resistor R1.

Before doing this be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 20b, 217, 219, 21b, 227, 229, 22b, 237, 239, 23b, 247, 249, 24b, 327, 329, 32b, 347, 349, 34b, 357, 359, 35b, 367, 368, 369, 36b, 377, 379, 37b, 537, 539, 53b, 717, 719, 71b.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol - up to version 1.06.R
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
|Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''

|
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%

{| class="wikitable"
|+Charger CAN protocol - after version 1.06.R
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|
|==1 enable charging
|SoC
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
|Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|
|0 when off, 5 when charging
|
|
|}
[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

==Commercial charger firmware==
In addition to the open source firmware there is also a commercial firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
*CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

==='''Connecting to the Web interface'''===
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

===Registration===
If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.
[[File:Tesla Charger Serial.png|frame]]
The firmware will work without registration but charging time is limited to 5 minutes. To overcome this, a board-specific pin must be bought. In order to do this the firmware and web interface must be installed and working.

Go to the [https://openinverter.org/shop/index.php?route=product/product&product_id=67 openinverter webshop] and check out as many pins as you need. When checking out add the serial number(s) of your board(s) in the order option. You will find the serial number on the bottom of the page as last spot value.

You will then receive an email containing one pin for each board. Enter the pin in the web interface in the "pin" parameter. When the pin is correct it will be automatically saved to flash and your board is ready to be used.

==Commercial firmware usage manual==
===Parameters===
The firmware exports a number of parameters to be modified by the user. All modifications are temporary until you hit "Save Parameters to Flash" at the top of the page.

We will go over all of them.

====idclim====
This parameter is mainly relevant for CAN operation. It is transmitted via CAN to let the vehicle know how much DC current the charger can deliver. Each charger module maxes out at about 15.5A so the maximum total charging current is 46.5A. Since the total power is also limited to 10 kW it depends on the output voltage as well. There is no need to be exact on this, the firmware will automatically limit the AC input current to each module to the hardware maximum.

====iaclim====
This is the per-module AC current limit. When charging from a 3-phase outlet (see below) each module will be allowed this current. When charging from single phase, this current will be equally distributed between the enabled chargers.

====idcspnt====
DC charge current limit. An additional limit to charge power. It is also mapped to the CAN bus so if you have a BMS that calculates a maximum charge current you can forward this to the charger.

====chargerena====
Here you can program which charger modules you want to enable. It is a flag channel, so 1 means "Module 1 enabled", 2 means "Module 2 enabled" and 4 means "Module 3 enabled". Combining these flags enables multiple modules, e.g. 5=4+1 enables modules 1 and 3. 7=4+2+1 enables all modules. This is the default. The parameter can not be directly changed, but you have to type "set chargerena 5" next to where it says "Send Custom Command" on the top of the page and then press the button.

====udcspnt====
This modifies the constant voltage setpoint of the chargers. This value is transmitted directly to the modules without further processing. It lets you add a constant voltage phase to your charge process. When reaching this voltage the chargers will control the current to maintain this voltage.

====udclim====
This parameters specifies a charge end condition. When the voltage is hit the charging process stops and will not resume until you re-plug the charge cable. If you wish to add a constant voltage phase and control charge end by your BMS, set this parameter higher than udcspnt.

====timelim====
Another charge end condition. Charge only for the specified time in minutes.

====inputype====
*'''Type2''': Specifies one or more modules are operated on ONE common phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' (pilot signal) are distributed equally over the enabled modules. For example if you enable all 3 modules, the cable allows 32A but the EVSE only allows 16A, every module will run at 16/3=5.3A. Charging will start automatically as soon as proximity and a valid pilot signal is detected.
*'''Type2-3P''': Specifies each module is connected to a different phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' are allowed for each module.
*'''Type-2Auto''': relies on input D2 to indicate that 3 phase is present (from external relay), to allow charging on either single or three phase automatically.
*'''Type1''': Like '''Type2''' but ''cablelim'' is always assumed 40A.
*'''Manual''': Specifies one or more modules are operated on ONE common phase, power is distributed like in '''Type2''' mode. Charging starts as soon as the enable pin "D1" goes high. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.
*'''Manual-3P''': Specifies that each module is connected to a different phase of 3-phase outlet. Each module is allowed ''iaclim'' AC current. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.

====cancontrol====
When on, expect charging instructions via CAN message 0x102 as described above. Charging will start when the enable bit is set. when no CAN message is received for 1s, charging will stop. Note that the digital enable input "D1" also needs to high to allow charging. Also the autostart conditions apply when enabled.

====idckp/idcki====
Can be used to tune the control loop of the DC current PI controller.

====pin====
Software pin, obtained by registration.

== Additional Resources ==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

== Common Issues ==

* The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
* If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.
* People had problems with unreliable connectivity between ESP8266 & the charger board [https://openinverter.org/wiki/Olimex_MOD-WIFI-ESP8266#Common_Issues]
* Firmware '''1.09''' and '''1.10''' can lose the CAN map, making the logic board go silent, reset instructions here: [https://openinverter.org/forum/viewtopic.php?p=40617&sid=e2369fea2b502a419f55e5aac10fe169#p40617]

[[Category:OEM]]
[[Category:Tesla]]
[[Category:Charger]]

Tesla Model S/X GEN2 Charger

2022-05-10T10:37:16Z

Et0: /* inputype */

[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
The Tesla GEN2 charger is a single/three phase 10kW AC charger that was fitted in the Model S from 2012 until it was replaced in the 2016 'facelift' model with GEN3.

One or two GEN2 chargers are installed beneath the rear seats in the model s for ac charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase ac charging.

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]
Charger Dimensions: 500x300x100mm

== Replacement control boards ==
replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

== Charger connection ==
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
!B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
!A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
|GND
|
|
|CANL
|Proximity
|
|}
[[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

===Connector part numbers===
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

==Programming==
you'll need a st-link v2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

* st-link programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119

====Two options:====
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#Or commercial software: https://openinverter.org/files/stm32_charger.zip

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

==External CAN bus==
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with to bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V4aB3 does not need this modification. If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.

If the charger is the first/last device on your CAN bus there is nothing else to do. If it is somewhere in the middle you have to remove the bus termination resistor R1.

Before doing this be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 217, 219, 227, 229, 237, 239, 247, 249, 327, 329, 347, 349, 357, 359, 367, 368, 369, 377, 379, 537, 539, 717, 719, 20B, 21B, 22B, 23B, 24B, 32B, 34B, 35B, 36B, 37B, 42C, 43C, 44C, 45C, 53B, 71B.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
|Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''
Doesn't belong here, will

move to Byte 5 after 1.06.R!
|Like Byte 4
for versions

after 1.06.R
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%.[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

==Commercial charger firmware==
In addition to the open source firmware there is also a commercial firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
*CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

==='''Connecting to the Web interface'''===
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

===Registration===
If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.
[[File:Tesla Charger Serial.png|frame]]
The firmware will work without registration but charging time is limited to 5 minutes. To overcome this, a board-specific pin must be bought. In order to do this the firmware and web interface must be installed and working.

Go to the [https://openinverter.org/shop/index.php?route=product/product&product_id=67 openinverter webshop] and check out as many pins as you need. When checking out add the serial number(s) of your board(s) in the order option. You will find the serial number on the bottom of the page as last spot value.

You will then receive an email containing one pin for each board. Enter the pin in the web interface in the "pin" parameter. When the pin is correct it will be automatically saved to flash and your board is ready to be used.

==Commercial firmware usage manual==
===Parameters===
The firmware exports a number of parameters to be modified by the user. All modifications are temporary until you hit "Save Parameters to Flash" at the top of the page.

We will go over all of them.

====idclim====
This parameter is mainly relevant for CAN operation. It is transmitted via CAN to let the vehicle know how much DC current the charger can deliver. Each charger module maxes out at about 15.5A so the maximum total charging current is 46.5A. Since the total power is also limited to 10 kW it depends on the output voltage as well. There is no need to be exact on this, the firmware will automatically limit the AC input current to each module to the hardware maximum.

====iaclim====
This is the per-module AC current limit. When charging from a 3-phase outlet (see below) each module will be allowed this current. When charging from single phase, this current will be equally distributed between the enabled chargers.

====idcspnt====
DC charge current limit. An additional limit to charge power. It is also mapped to the CAN bus so if you have a BMS that calculates a maximum charge current you can forward this to the charger.

====chargerena====
Here you can program which charger modules you want to enable. It is a flag channel, so 1 means "Module 1 enabled", 2 means "Module 2 enabled" and 4 means "Module 3 enabled". Combining these flags enables multiple modules, e.g. 5=4+1 enables modules 1 and 3. 7=4+2+1 enables all modules. This is the default. The parameter can not be directly changed, but you have to type "set chargerena 5" next to where it says "Send Custom Command" on the top of the page and then press the button.

====udcspnt====
This modifies the constant voltage setpoint of the chargers. This value is transmitted directly to the modules without further processing. It lets you add a constant voltage phase to your charge process. When reaching this voltage the chargers will control the current to maintain this voltage.

====udclim====
This parameters specifies a charge end condition. When the voltage is hit the charging process stops and will not resume until you re-plug the charge cable. If you wish to add a constant voltage phase and control charge end by your BMS, set this parameter higher than udcspnt.

====timelim====
Another charge end condition. Charge only for the specified time in minutes.

====inputype====
*'''Type2''': Specifies one or more modules are operated on ONE common phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' (pilot signal) are distributed equally over the enabled modules. For example if you enable all 3 modules, the cable allows 32A but the EVSE only allows 16A, every module will run at 16/3=5.3A. Charging will start automatically as soon as proximity and a valid pilot signal is detected.
*'''Type2-3P''': Specifies each module is connected to a different phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' are allowed for each module.
*'''Type-2Auto''': relies on input D2 to indicate that 3 phase is present (from external relay), to allow charging on either single or three phase automatically.
*'''Type1''': Like '''Type2''' but ''cablelim'' is always assumed 40A.
*'''Manual''': Specifies one or more modules are operated on ONE common phase, power is distributed like in '''Type2''' mode. Charging starts as soon as the enable pin "D1" goes high. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.
*'''Manual-3P''': Specifies that each module is connected to a different phase of 3-phase outlet. Each module is allowed ''iaclim'' AC current. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.

====cancontrol====
When on, expect charging instructions via CAN message 0x102 as described above. Charging will start when the enable bit is set. when no CAN message is received for 1s, charging will stop. Note that the digital enable input "D1" also needs to high to allow charging. Also the autostart conditions apply when enabled.

====idckp/idcki====
Can be used to tune the control loop of the DC current PI controller.

====pin====
Software pin, obtained by registration.

== Additional Resources ==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

== Common Issues ==

* The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
* If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.

[[Category:OEM]]
[[Category:Tesla]]
[[Category:Charger]]

Tesla Model S/X GEN2 Charger

2022-05-10T10:33:30Z

Et0: /* Charger connection */

[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
The Tesla GEN2 charger is a single/three phase 10kW AC charger that was fitted in the Model S from 2012 until it was replaced in the 2016 'facelift' model with GEN3.

One or two GEN2 chargers are installed beneath the rear seats in the model s for ac charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase ac charging.

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]
Charger Dimensions: 500x300x100mm

== Replacement control boards ==
replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

== Charger connection ==
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
!B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
!A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
|GND
|
|
|CANL
|Proximity
|
|}
[[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

===Connector part numbers===
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

==Programming==
you'll need a st-link v2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

* st-link programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119

====Two options:====
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#Or commercial software: https://openinverter.org/files/stm32_charger.zip

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

==External CAN bus==
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with to bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V4aB3 does not need this modification. If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.

If the charger is the first/last device on your CAN bus there is nothing else to do. If it is somewhere in the middle you have to remove the bus termination resistor R1.

Before doing this be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 217, 219, 227, 229, 237, 239, 247, 249, 327, 329, 347, 349, 357, 359, 367, 368, 369, 377, 379, 537, 539, 717, 719, 20B, 21B, 22B, 23B, 24B, 32B, 34B, 35B, 36B, 37B, 42C, 43C, 44C, 45C, 53B, 71B.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
|Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''
Doesn't belong here, will

move to Byte 5 after 1.06.R!
|Like Byte 4
for versions

after 1.06.R
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%.[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

==Commercial charger firmware==
In addition to the open source firmware there is also a commercial firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
*CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

==='''Connecting to the Web interface'''===
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

===Registration===
If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.
[[File:Tesla Charger Serial.png|frame]]
The firmware will work without registration but charging time is limited to 5 minutes. To overcome this, a board-specific pin must be bought. In order to do this the firmware and web interface must be installed and working.

Go to the [https://openinverter.org/shop/index.php?route=product/product&product_id=67 openinverter webshop] and check out as many pins as you need. When checking out add the serial number(s) of your board(s) in the order option. You will find the serial number on the bottom of the page as last spot value.

You will then receive an email containing one pin for each board. Enter the pin in the web interface in the "pin" parameter. When the pin is correct it will be automatically saved to flash and your board is ready to be used.

==Commercial firmware usage manual==
===Parameters===
The firmware exports a number of parameters to be modified by the user. All modifications are temporary until you hit "Save Parameters to Flash" at the top of the page.

We will go over all of them.

====idclim====
This parameter is mainly relevant for CAN operation. It is transmitted via CAN to let the vehicle know how much DC current the charger can deliver. Each charger module maxes out at about 15.5A so the maximum total charging current is 46.5A. Since the total power is also limited to 10 kW it depends on the output voltage as well. There is no need to be exact on this, the firmware will automatically limit the AC input current to each module to the hardware maximum.

====iaclim====
This is the per-module AC current limit. When charging from a 3-phase outlet (see below) each module will be allowed this current. When charging from single phase, this current will be equally distributed between the enabled chargers.

====idcspnt====
DC charge current limit. An additional limit to charge power. It is also mapped to the CAN bus so if you have a BMS that calculates a maximum charge current you can forward this to the charger.

====chargerena====
Here you can program which charger modules you want to enable. It is a flag channel, so 1 means "Module 1 enabled", 2 means "Module 2 enabled" and 4 means "Module 3 enabled". Combining these flags enables multiple modules, e.g. 5=4+1 enables modules 1 and 3. 7=4+2+1 enables all modules. This is the default. The parameter can not be directly changed, but you have to type "set chargerena 5" next to where it says "Send Custom Command" on the top of the page and then press the button.

====udcspnt====
This modifies the constant voltage setpoint of the chargers. This value is transmitted directly to the modules without further processing. It lets you add a constant voltage phase to your charge process. When reaching this voltage the chargers will control the current to maintain this voltage.

====udclim====
This parameters specifies a charge end condition. When the voltage is hit the charging process stops and will not resume until you re-plug the charge cable. If you wish to add a constant voltage phase and control charge end by your BMS, set this parameter higher than udcspnt.

====timelim====
Another charge end condition. Charge only for the specified time in minutes.

====inputype====
*'''Type2''': Specifies one or more modules are operated on ONE common phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' (pilot signal) are distributed equally over the enabled modules. For example if you enable all 3 modules, the cable allows 32A but the EVSE only allows 16A, every module will run at 16/3=5.3A. Charging will start automatically as soon as proximity and a valid pilot signal is detected.
*'''Type2-3P''': Specifies each module is connected to a different phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' are allowed for each module.
*'''Type1''': Like '''Type2''' but ''cablelim'' is always assumed 40A.
*'''Manual''': Specifies one or more modules are operated on ONE common phase, power is distributed like in '''Type2''' mode. Charging starts as soon as the enable pin "D1" goes high. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.
*'''Manual-3P''': Specifies that each module is connected to a different phase of 3-phase outlet. Each module is allowed ''iaclim'' AC current. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.

====cancontrol====
When on, expect charging instructions via CAN message 0x102 as described above. Charging will start when the enable bit is set. when no CAN message is received for 1s, charging will stop. Note that the digital enable input "D1" also needs to high to allow charging. Also the autostart conditions apply when enabled.

====idckp/idcki====
Can be used to tune the control loop of the DC current PI controller.

====pin====
Software pin, obtained by registration.

== Additional Resources ==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

== Common Issues ==

* The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
* If you do NOT use the external CAN bus on that version '''remember to close the solder jumper''' next to R1 under the WiFi module.

[[Category:OEM]]
[[Category:Tesla]]
[[Category:Charger]]

File:Zomb-con-et.png

2022-03-08T16:18:37Z

Et0: Et0 uploaded a new version of File:Zomb-con-et.png

List of connections and connector reference

ZombieVerter VCU

2021-11-30T17:24:30Z

Et0: /* Software */

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following two videos to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo (Legos to you Yanks).

The current list of parts to be fitted:<syntaxhighlight>
CONN1
IC10 = MCP25625T
IC14 = TJA1020 OR MCP2004
IC19 = NCV7356
IC20 = TJA1055T
IC21, 22 = AD5160
IC27, 28, 29 = FAN3122
</syntaxhighlight>

And the positions on the V1 board.
[[File:Zombv1boardb.jpg|none|thumb]]

===The enclosure kit links===

You only need one, but below are two options - one with just the connector, and the other prewired with 3M long leads.

::Enclosure Kit with Header, connector and pins :

::::https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

::Prewired connector with 3M leads :

::::https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

'''Note that in addition to the VCU, the inverter and transmission, you will require a specific CANBUS connected shunt''': [[Isabellenhütte Heusler]]

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>

== Installation ==
'''Pin Out Diagram'''[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|none|thumb|List of connections to system components (GS450 application)]]

Further information for a GS450 system can be found here: [[Lexus GS450h Inverter]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Initial start-up and testing (Instructions for GS450H application) ==
The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.4.1 to see the huebner inverter dashboard.

Get familiar with the interface and check that all of the parameters make sense. If in doubt, make sure the default value is set. At each stage the current state of the system and any error can be seen on the interface, for example '''opmode''' and '''lasterr'''. Press refresh at the top of the screen to update the values.

You will need the HV supply connected, which can be a lower voltage (50-100V), current limited power supply for test purposes. Set '''udcmin''' to some value below that (e.g. 50V for a 100V supply) and '''udcsw''' to 10V lower than the supply.

* Apply the '''Ignition T15 in''' 12V signal. The relay supplying 12V to the inverter should now be on.

* Check the accelerator by applying it gradually and watching / refreshing the interface. You should see values at '''pot''' change as the pedal is pressed. '''potmin''' should be set just above where your off-throttle position is, and '''potmax''' just below the value seen at maximum travel. Same for '''pot2min''' and '''pot2max''', if they are electrically connected. The resulting value as a 0-100 value can be seen at '''potnom'''.

''If it does not show up, check for errors and check that throtmax is not set to zero! Check that tmpm is less than tmpmmax, as it can derate the potnom value down as far as zero!''

* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

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

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

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

* Once the contactors are on, select forwards direction. For example if '''dirmode''' is set to "Switch" then a 12V signal applied to the Forward input will work.

* Carefully apply the accelerator and the motor should begin to turn. Do not spin the motor up to any speed if you are using a test power supply.

== Software==

[https://github.com/damienmaguire/Stm32-vcu '''Github for the project:''' https://github.com/damienmaguire/Stm32-vcu]

Various binaries can be found in the support thread, for example https://openinverter.org/forum/viewtopic.php?p=33379#p33379

'''GD variant:'''

''Status as of November 20 2021''

''Early boards fitted with the GigaDevices '''GD32F107''' aka "GD chip" require different firmware routines than '''STM32F107''' equipped boards. See this [https://openinverter.org/forum/viewtopic.php?p=33758#p33758 Zombieverter VCU Support Thread forum post]''

''The GigaDevices `[https://www.gigadevice.com/products/microcontrollers/gd32/arm-cortex-m3/connectivity-line/gd32f107-series/ GD32F107] was chosen as an alternative to the ST equivalent due to microchip shortages during the COVID-19 pandemic. A specific branch of firmware code for the GD32F107 variant is found here: https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie However development of this variant was abandoned shortly after it's release.''

''As of this writing , The [https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie GD_Zombie] branch has fallen behind and substantially diverged from the primary code base. It has been suggested that work needs to be done to make the present firmware chip agnostic via detection routines. See this [https://openinverter.org/forum/viewtopic.php?p=34220#p34220 Zombieverter Development Thread forum post]. As of this writing that work has yet to be undertaken and remains to be organized and completed. And issue has be devoted to tracking this progress here: [https://github.com/damienmaguire/Stm32-vcu/issues/21 Issue #21]''

Here is a link to a post with a pre compiled bin and hex for the GD_Zombie created by Damien on the 23/11/21; [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 ZombieVerter VCU Support - Page 9 - openinverter forum] This is based on the 16/6/21 code it is '''not''' an update. Ensure you rename the binaries to stm32_vcu.xxx to ensure no wifi issues.

''UPDATE November 23 2021''

''Updated information about the necessary edits to make to the STM32 based firmware have been posted in a [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 forum post here.] In order to get the firmware to compile and run on the '''GD32F107''' you must make the following changes:''

''In the file "'''anain.cpp'''" @ line 68:''

''<code>68 - // adc_start_conversion_regular(ADC1); // Comment out for GD MCU</code>In the file'' ''"'''stm32_can.cpp'''" @ starting at line 305 modify as follows :''

''<code>305 - gpio_set_mode(GPIO_BANK_CAN2_RE_RX, GPIO_MODE_INPUT, GPIO_CNF_INPUT_PULL_UPDOWN, GPIO_CAN2_RE_RX);</code>''

''<code>306 - gpio_set(GPIO_BANK_CAN2_RE_RX, GPIO_CAN2_RE_RX);</code><code>307 - // Configure CAN pin: TX.-</code><code>308 - gpio_set_mode(GPIO_BANK_CAN2_RE_TX, GPIO_MODE_OUTPUT_50_MHZ, GPIO_CNF_OUTPUT_ALTFN_PUSHPULL, GPIO_CAN2_RE_TX);</code>''

If you properly clone the repository with '''git''' on the command line that looks like this;

<code>git clone --recurse-submodules git@github.com:damienmaguire/Stm32-vcu.git</code>

That recursively pulls in copies of '''''libopeninv''''', etc and tracks them... Hence your file-path should look like

<code>./Stm32-vcu/libopeninv/src/</code>

within the '''''libopeninv''''' src (source) directory you will find '''''anain.cpp''''' and '''''stm32_can.cpp'''''

Make the above changes to these files for the '''GigaDevices GD32F107'''.

== Software update ==

As supplied, both the ESP32 (the wifi plug-in board) and the STM32 (main MPU) are pre-loaded.

The "UART Update" field on the GUI can be given a '''stm32_vcu.bin''' file to update the firmware. Note that at this time, loading via Windows 10 is suspect and may lock you out of the board. Ubuntu works best.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11673 stm32_vcu.bin] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

By using the ST-Link V2 in-circuit loader, '''.hex''' files can be sent to the board to initialize a fresh STM32 MCU, or if it can't be loaded via the bootloader.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11674 stm32_vcu.hex] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

The connections needed to use the ST-Link loader are shown below:
[[File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg|none|thumb]]

=== Initializing an ISA Shunt ===
Under Comms in the web interface, there is now an ISAMode option. By default its in "Normal". If you want to initialize a new shunt, connect it up, power on the shunt and vcu, select "Init", hit save parameters to flash. Power cycle the vcu and shunt at same time (they should be on same 12v feed anyway). The shunt will initialize. Select ISAMode "normal", save to flash again and reboot again. The shunt should now be up and running.

==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-11-30T17:15:50Z

Et0: /* rearranged a section */

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following two videos to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo (Legos to you Yanks).

The current list of parts to be fitted:<syntaxhighlight>
CONN1
IC10 = MCP25625T
IC14 = TJA1020 OR MCP2004
IC19 = NCV7356
IC20 = TJA1055T
IC21, 22 = AD5160
IC27, 28, 29 = FAN3122
</syntaxhighlight>

And the positions on the V1 board.
[[File:Zombv1boardb.jpg|none|thumb]]

===The enclosure kit links===

You only need one, but below are two options - one with just the connector, and the other prewired with 3M long leads.

::Enclosure Kit with Header, connector and pins :

::::https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

::Prewired connector with 3M leads :

::::https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

'''Note that in addition to the VCU, the inverter and transmission, you will require a specific CANBUS connected shunt''': [[Isabellenhütte Heusler]]

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>

== Installation ==
'''Pin Out Diagram'''[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|none|thumb|List of connections to system components (GS450 application)]]

Further information for a GS450 system can be found here: [[Lexus GS450h Inverter]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Initial start-up and testing (Instructions for GS450H application) ==
The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.4.1 to see the huebner inverter dashboard.

Get familiar with the interface and check that all of the parameters make sense. If in doubt, make sure the default value is set. At each stage the current state of the system and any error can be seen on the interface, for example '''opmode''' and '''lasterr'''. Press refresh at the top of the screen to update the values.

You will need the HV supply connected, which can be a lower voltage (50-100V), current limited power supply for test purposes. Set '''udcmin''' to some value below that (e.g. 50V for a 100V supply) and '''udcsw''' to 10V lower than the supply.

* Apply the '''Ignition T15 in''' 12V signal. The relay supplying 12V to the inverter should now be on.

* Check the accelerator by applying it gradually and watching / refreshing the interface. You should see values at '''pot''' change as the pedal is pressed. '''potmin''' should be set just above where your off-throttle position is, and '''potmax''' just below the value seen at maximum travel. Same for '''pot2min''' and '''pot2max''', if they are electrically connected. The resulting value as a 0-100 value can be seen at '''potnom'''.

''If it does not show up, check for errors and check that throtmax is not set to zero! Check that tmpm is less than tmpmmax, as it can derate the potnom value down as far as zero!''

* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

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

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

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

* Once the contactors are on, select forwards direction. For example if '''dirmode''' is set to "Switch" then a 12V signal applied to the Forward input will work.

* Carefully apply the accelerator and the motor should begin to turn. Do not spin the motor up to any speed if you are using a test power supply.

== Software==

'''GD variant:'''

''Status as of November 20 2021''

''Early boards fitted with the GigaDevices '''GD32F107''' aka "GD chip" require different firmware routines than '''STM32F107''' equipped boards. See this [https://openinverter.org/forum/viewtopic.php?p=33758#p33758 Zombieverter VCU Support Thread forum post]''

''The GigaDevices `[https://www.gigadevice.com/products/microcontrollers/gd32/arm-cortex-m3/connectivity-line/gd32f107-series/ GD32F107] was chosen as an alternative to the ST equivalent due to microchip shortages during the COVID-19 pandemic. A specific branch of firmware code for the GD32F107 variant is found here: https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie However development of this variant was abandoned shortly after it's release.''

''As of this writing , The [https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie GD_Zombie] branch has fallen behind and substantially diverged from the primary code base. It has been suggested that work needs to be done to make the present firmware chip agnostic via detection routines. See this [https://openinverter.org/forum/viewtopic.php?p=34220#p34220 Zombieverter Development Thread forum post]. As of this writing that work has yet to be undertaken and remains to be organized and completed. And issue has be devoted to tracking this progress here: [https://github.com/damienmaguire/Stm32-vcu/issues/21 Issue #21]''

Here is a link to a post with a pre compiled bin and hex for the GD_Zombie created by Damien on the 23/11/21; [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 ZombieVerter VCU Support - Page 9 - openinverter forum] This is based on the 16/6/21 code it is '''not''' an update. Ensure you rename the binaries to stm32_vcu.xxx to ensure no wifi issues.

''UPDATE November 23 2021''

''Updated information about the necessary edits to make to the STM32 based firmware have been posted in a [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 forum post here.] In order to get the firmware to compile and run on the '''GD32F107''' you must make the following changes:''

''In the file "'''anain.cpp'''" @ line 68:''

''<code>68 - // adc_start_conversion_regular(ADC1); // Comment out for GD MCU</code>In the file'' ''"'''stm32_can.cpp'''" @ starting at line 305 modify as follows :''

''<code>305 - gpio_set_mode(GPIO_BANK_CAN2_RE_RX, GPIO_MODE_INPUT, GPIO_CNF_INPUT_PULL_UPDOWN, GPIO_CAN2_RE_RX);</code>''

''<code>306 - gpio_set(GPIO_BANK_CAN2_RE_RX, GPIO_CAN2_RE_RX);</code><code>307 - // Configure CAN pin: TX.-</code><code>308 - gpio_set_mode(GPIO_BANK_CAN2_RE_TX, GPIO_MODE_OUTPUT_50_MHZ, GPIO_CNF_OUTPUT_ALTFN_PUSHPULL, GPIO_CAN2_RE_TX);</code>''

If you properly clone the repository with '''git''' on the command line that looks like this;

<code>git clone --recurse-submodules git@github.com:damienmaguire/Stm32-vcu.git</code>

That recursively pulls in copies of '''''libopeninv''''', etc and tracks them... Hence your file-path should look like

<code>./Stm32-vcu/libopeninv/src/</code>

within the '''''libopeninv''''' src (source) directory you will find '''''anain.cpp''''' and '''''stm32_can.cpp'''''

Make the above changes to these files for the '''GigaDevices GD32F107'''.

'''ST Variant:'''

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

== Software update ==

As supplied, both the ESP32 (the wifi plug-in board) and the STM32 (main MPU) are pre-loaded.

The "UART Update" field on the GUI can be given a '''stm32_vcu.bin''' file to update the firmware. Note that at this time, loading via Windows 10 is suspect and may lock you out of the board. Ubuntu works best.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11673 stm32_vcu.bin] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

By using the ST-Link V2 in-circuit loader, '''.hex''' files can be sent to the board to initialize a fresh STM32 MCU, or if it can't be loaded via the bootloader.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11674 stm32_vcu.hex] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

The connections needed to use the ST-Link loader are shown below:
[[File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg|none|thumb]]

=== Initializing an ISA Shunt ===
Under Comms in the web interface, there is now an ISAMode option. By default its in "Normal". If you want to initialize a new shunt, connect it up, power on the shunt and vcu, select "Init", hit save parameters to flash. Power cycle the vcu and shunt at same time (they should be on same 12v feed anyway). The shunt will initialize. Select ISAMode "normal", save to flash again and reboot again. The shunt should now be up and running.

==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-11-04T18:41:04Z

Et0: /* Hardware */

ZombieVerter VCU

2021-11-04T18:40:22Z

Et0: /* Hardware */

File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg

2021-11-04T18:39:07Z

Et0:

ST-Link V2 connection

File:Zombv1boardb.jpg

2021-11-04T18:29:09Z

Et0:

PCB placements

Isabellenhütte Heusler

2021-10-30T15:52:54Z

Et0: /* Corrected link for ISA datasheet*/

Isabellenhütte produce a number of high precision DC current measurement devices for use in electric vehicles. These devices read and communicate current and voltage information via CAN messages with a high degree of accuracy. They produce several models with a current measurement with a range of up to ±2500A.

== IVT-S Current Measurement Device ==
[[File:IVT-S front and behind image .jpg|thumb|IVT-S 1000A current shunt front and rear]]

The IVT-S current measurement device, often referred to as a current shunt, is one of the most popular current measurement devices for use with open source EVs due to its high precision, modularity and relatively low price point. The IVT-S comes in a number of current ranges to suit the peak usage and budget of your EV - 100A/300A/500A/1000A/2500A.

== Programming The IVT-S With an Arduino Due with CAN or DM VCU Control Board ==
From the factory the ISA shunt does not output many parameters and not in a format that is readable to the library. It defaults to big endian and the arduino is written in little endian. Fortunately, friend Jack at EVTV took care of that and installed a configuration option in the library. To use the shunt the following steps are required;
# If you haven't used an Arduino Due board before, install "Arduino SAM Boards (32-bits ARM Cortex-M3)" from the Arduino Boards Manager
# Install "DueTimer" and "can_due" from the Arduino Library Manager.
# Install the [https://github.com/collin80/due_wire due_wire] and [https://github.com/collin80/Wire_EEPROM Wire_EEPROM] libraries from GitHub.
# Install the [https://openinverter.org/forum/download/file.php?id=3829 ISA library]. There is an error in this library if you download it from the EV-TV site: <code>ISA.cpp</code> specifies <code>#include <ISA2.h></code>, but the file is actually named <code>ISA.h</code>. This has been fixed in the version linked to here.
# Load up the [https://openinverter.org/forum/download/file.php?id=3830 demo sketch] on a due with a can transceiver or any of the VCUs (via the programming USB port).
# Now connect to the Due native USB port with your serial monitor and choose the initialise option (enter i into serial monitor)
# Reboot and normal data should be pumped out.

Watch this process being carried out using a Nissan Leaf VCU control board (link coming soon)

== Programming The IVT-S With an Arduino Uno and CAN Bus Shield ==
By default, the IVT-S will put a current reading on the CAN bus at 500kb/s every 20ms. You can read this data [[Getting started with an IVT-S and Arduino Uno CAN bus shield|with an Arduino Uno and CAN bus shield]].

== Links ==
IVT-S Current and voltage sensors for battery management systems ([https://www.isabellenhuette.de/en/precision-measurement/standard-products/ivt-series/ here])

IVT-S Datasheet ([https://www.isabellenhuetteusa.com/wp-content/uploads/2021/08/Datasheet_IVT-S_V1.02.pdf here])

IVT-S Arduino Library Files from EVTV ([http://store.evtv.me/proddetail.php?prod=1kshunt here]). Note: it's been reported that the header file ISA.h contains several errors.

== Connections ==
The IVT-S uses Molex DuraClik connectors which can be purchased from RS, Digi-Key and Mouser (among others). Despite what it says in the Isabellenhütte data sheet, the correct part numbers are as shown below.

Note that the DuraClik terminals are absolutely tiny and the [https://www.molex.com/molex/products/part-detail/application_toolin/0638190500 official Molex crimp tool] is very expensive. It is possible to get a decent crimp using a cheap and widely-available SN-28B 24-30AWG crimp tool, but you will need a bit of patience and very good eyesight. The connectors also have a retainer to permanently lock the terminals in place and you should seal the final assembly with UV glue. [https://youtu.be/oBM6ABD5Tsg Here] is an excellent video that shows you how to do this.
{| class="wikitable"
|+Isabellenhütte IVT-S Molex connector part numbers
!Description
!Molex part number
!Mouser part number
|-
|2-pin DuraClik header
|502351-0200
|538-502351-0200
|-
|4-pin DuraClik header
|502351-0400
|538-502351-0400
|-
|DuraClik crimp terminal
|50212-8100
|538-50212-8100
|-
|2-pin DuraClik retainer
|505152-0200
|538-505152-0200
|-
|4-pin DuraClik retainer
|505152-0400
|538-505152-0400
|}

ZombieVerter VCU

2021-10-28T15:07:02Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-28T14:55:49Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-28T14:52:46Z

Et0: /* Software */

File:Zomb-con-et.png

2021-10-28T14:45:41Z

Et0: Et0 uploaded a new version of File:Zomb-con-et.png

List of connections and connector reference

ZombieVerter VCU

2021-10-27T22:52:21Z

Et0: /* Initial start-up and testing (Instructions for GS450H application) */

ZombieVerter VCU

2021-10-27T22:48:59Z

Et0: /* Software */

ZombieVerter VCU

2021-10-27T22:48:14Z

Et0: /* Initial start-up and testing (Instructions for GS450H application) */

ZombieVerter VCU

2021-10-27T22:47:43Z

Et0: /* Initial start-up and testing (Instructions for GS450H application) */

ZombieVerter VCU

2021-10-27T22:46:17Z

Et0: /* Initial start-up and testing (Instructions for GS450H application) */

ZombieVerter VCU

2021-10-27T22:44:56Z

Et0: /* Software */

ZombieVerter VCU

2021-10-27T22:43:54Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-27T21:42:29Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-27T21:40:47Z

Et0:

File:Zomb-con-et.png

2021-10-27T21:39:48Z

Et0: Et0 uploaded a new version of File:Zomb-con-et.png

List of connections and connector reference

ZombieVerter VCU

2021-10-20T11:10:24Z

Et0: /* Software */

Lexus GS450h Drivetrain

2021-10-19T15:34:53Z

Et0: /* GS450h Transmission */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
'''update:''' the dedicated gs450h VCU is now replaced with the [[ZombieVerter VCU|zombierverter]]. the general premise of control is the same.

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

'''Note:''' Toyota Camry hybrid (NAFTA market) use a variety of similar inverter models with similar logic boards. Independent tests are ongoing to verify which (if any) will offer functionally with the GS450h platform. At present data has not been sufficiently collected to verify which specific Camry inverters do or do not work for this application.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

Weight: 40 LBs

Dimensions: 14" x 9-1/2" x 8-1/2"
== GS450h Converter ==
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with charfgers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, Leaf, Volt, etc).

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

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

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

== GS450h Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.
[[File:Image.png|none|thumb|Picture showing main connections]]

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
[[File:Oilpump.png|300x300px]]

[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]

[[File:Oil Pump.png|386x386px]]

[[File:Oil Pump2.png|400x400px]]

The metal case is the ground.

Black (pin 6) is PWM in from your controller.

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020

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

Bolts (4) 90080-10197 $2.76 ea

Gasket (1) 35142-30010 $14

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

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

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

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

==Control Board==
''NOTE: this info refers to a deprecated version of the VCU, not the Zombieverter''

An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:

[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards/gs450h-vcm-fully-built-and-tested Lexus GS450H VCM Fully Built and Tested]

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now reverse torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

File:Image.png

2021-10-19T15:34:02Z

Et0:

Picture showing main connections

ZombieVerter VCU

2021-10-14T20:20:01Z

Et0:

ZombieVerter VCU

2021-10-14T16:18:46Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-14T16:15:37Z

Et0: /* added connection schema */

File:Zomb-con-et.png

2021-10-14T16:13:34Z

Et0:

List of connections and connector reference

ZombieVerter VCU

2021-10-12T15:13:30Z

Et0: /* Hardware */

ZombieVerter VCU

2021-10-12T15:13:07Z

Et0: /* Links to wiring diagrams and shunts */

Lexus GS450h Drivetrain

2021-10-12T15:08:12Z

Et0: /* Control Board */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
'''update:''' the dedicated gs450h VCU is now replaced with the [[ZombieVerter VCU|zombierverter]]. the general premise of control is the same.

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

'''Note:''' Toyota Camry hybrid (NAFTA market) use a variety of similar inverter models with similar logic boards. Independent tests are ongoing to verify which (if any) will offer functionally with the GS450h platform. At present data has not been sufficiently collected to verify which specific Camry inverters do or do not work for this application.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

Weight: 40 LBs

Dimensions: 14" x 9-1/2" x 8-1/2"
== GS450h Converter ==
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with charfgers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, Leaf, Volt, etc).

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

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

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

== GS450h Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
[[File:Oilpump.png|300x300px]]

[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]

[[File:Oil Pump.png|386x386px]]

[[File:Oil Pump2.png|400x400px]]

The metal case is the ground.

Black (pin 6) is PWM in from your controller.

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020

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

Bolts (4) 90080-10197 $2.76 ea

Gasket (1) 35142-30010 $14

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

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

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

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

==Control Board==
''NOTE: this info refers to a deprecated version of the VCU, not the Zombieverter''

An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:

[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards/gs450h-vcm-fully-built-and-tested Lexus GS450H VCM Fully Built and Tested]

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now reverse torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Lexus GS450h Drivetrain

2021-10-12T15:00:35Z

Et0: /* adding link to schematic and shunt */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
'''update:''' the dedicated gs450h VCU is now replaced with the [[ZombieVerter VCU|zombierverter]]. the general premise of control is the same.

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

'''Note:''' Toyota Camry hybrid (NAFTA market) use a variety of similar inverter models with similar logic boards. Independent tests are ongoing to verify which (if any) will offer functionally with the GS450h platform. At present data has not been sufficiently collected to verify which specific Camry inverters do or do not work for this application.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

Weight: 40 LBs

Dimensions: 14" x 9-1/2" x 8-1/2"
== GS450h Converter ==
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with charfgers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, Leaf, Volt, etc).

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

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

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

== GS450h Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
[[File:Oilpump.png|300x300px]]

[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]

[[File:Oil Pump.png|386x386px]]

[[File:Oil Pump2.png|400x400px]]

The metal case is the ground.

Black (pin 6) is PWM in from your controller.

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020

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

Bolts (4) 90080-10197 $2.76 ea

Gasket (1) 35142-30010 $14

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

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

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

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

==Control Board==
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:

[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards/gs450h-vcm-fully-built-and-tested Lexus GS450H VCM Fully Built and Tested]

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now reverse torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]