openinverter.org wiki - User contributions [en]

Kia Soul EV Battery

2025-10-24T18:47:21Z

Haand: /* Battery generation 1 was added*/

== Battery generations overview ==

=== 🔋 27 kWh Battery (2015–2017) ===

* '''Battery Capacity:''' 27 kWh usable (30.5 kWh gross) [Generation 1]
* '''Motor Power:''' 81.4 kW (109 hp)
* '''Torque:''' 285 Nm (210 lb-ft)
* '''0–100 km/h:''' ~9.5 seconds
* '''Top Speed:''' 145 km/h (90.1 mph)
* '''Charging:'''
** '''AC:''' 6.6 kW on-board charger
** '''DC Fast Charging:''' CHAdeMO up to 100 kW
* '''Range:''' ~150 km (EPA)
* '''Battery Type:''' Lithium-ion polymer
* '''Voltage:''' 360 V
* '''Weight:''' ~277 kg
* '''Cooling:''' Air-cooled

=== 🔋 30 kWh Battery (2017–2019) ===

* '''Battery Capacity:''' 30 kWh usable (31.8 kWh gross) [Generation 2]
* '''Motor Power:''' 81.4 kW (109 hp)
* '''Torque:''' 285 Nm (210 lb-ft)
* '''0–100 km/h:''' ~9.2 seconds
* '''Top Speed:''' 145 km/h (90.1 mph)
* '''Charging:'''
** '''AC:''' 6.6 kW on-board charger
** '''DC Fast Charging:''' CHAdeMO up to 100 kW
* '''Range:''' ~182 km (EPA)
* '''Battery Type:''' Lithium-ion polymer
* '''Voltage:''' 375 V
* '''Weight:''' ~290 kg
* '''Cooling:''' Air-cooled

=== 🔋 39.2 kWh Battery (2020–2023) ===

* '''Battery Capacity:''' 39.2 kWh usable [Generation 3]
* '''Motor Power:''' 100 kW (136 hp)
* '''Torque:''' 395 Nm
* '''0–100 km/h:''' ~9.9 seconds
* '''Top Speed:''' 157 km/h
* '''Charging:'''
** '''AC:''' 7.2 kW on-board charger
** '''DC Fast Charging:''' CCS up to 100 kW
* '''Range:''' Up to 276 km (WLTP)
* '''Battery Type:''' Lithium-ion polymer
* '''Voltage:''' 327 V
* '''Weight:''' ~317 kg
* '''Cooling:''' Liquid-cooled

=== 🔋 64 kWh Battery (2020–2024) ===

* '''Battery Capacity:''' 64 kWh usable (67.5 kWh gross) [Generation 4]
* '''Motor Power:''' 150 kW (204 hp)
* '''Torque:''' 395 Nm
* '''0–100 km/h:''' ~7.9 seconds
* '''Top Speed:''' 167 km/h
* '''Charging:'''
** '''AC:''' 7.2 kW on-board charger
** '''DC Fast Charging:''' CCS up to 100 kW
* '''Range:''' Up to 452 km (WLTP)
* '''Battery Type:''' Lithium-ion polymer
* '''Voltage:''' 356 V
* '''Weight:''' ~457 kg
* '''Cooling:''' Liquid-cooled

== Battery generation 1 ==
''(Section might also apply for battery generation 2)''

=== General ===
The first generation of the battery consists of 8 modules in two sizes, 4x10S2P and 4x14S2P, building up to 96S2P (approx. 355V) . The battery is of a "blade"-type with air pockets incorporated in between each cell, improving heat dissipation.

The battery should be good to supply 225 Amps (at least for a limited time) which is about 3C as the battery is 2x37.5Ah. The battery should also handle rapid charging OK, especially if forced air circulation is applied.

This battery is most probably not suitable to mount in any EV conversion given the age and early generation, but it might be a good affordable solution for a home battery. It is worth noticing that the large 14S modules has a voltage span (2.5V-4.2V per cell gives 35-58.8V for module) that coincide quite closely with a traditional 48V (36-58V) Lead-acid battery setup. There are plenty of inverters that support 48V-systems. The modules has mounting holes sticking out in each corner, making it ideal for rack mounting.

=== BMS ===
Mounting an external BMS is extremely easy on these modules. One can either use the existing connector (if you can find the mating plug), or use the M6 bolts that conveniently sticks on on both sides for the cell connections. Given that all cell connections are done with easily accessible M6 bolts, it is also easy to reconfigure the modules to another setup than 10S2P or 14S2P, for example 5S4P or 7S4P.

The BMS consists of a single main BMS that received HV-balancing leads from each of the cells. Therefore, there are no slave BMSs in each module. The balancing leads are led out through a single connector (12 pins for 10S, 16 pins for 14S). Each balancing lead is fused just beneath the connector with a 2A fuse. When measuring voltage of each cell, it is much better to remove the plastic cover to expose each battery pole, rather than to measure on the connector as you risk shorting two pins, blowing a fuse.

=== Dimensions ===
Length: Module 430 mm, cells 360 mm

Width: Module 320 mm, cells 270 mm

Height: Module 140 mm, cells 130 mm

Kia Soul EV Battery

2025-10-24T18:16:22Z

Haand: Added general info about the vehicle

Mitsubishi Outlander Rear Inverter

2025-04-22T18:15:44Z

Haand: Added link to .dbc file that is common for OBC/DCDC

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1">Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref name=":2">https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

Link to .dbc file for CAN communication:

https://github.com/haand22/Mitsubishi_Outlander_PHEV.git

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

'''Note''': The rotation for the rear is opposite to convention i.e. forward direction would drive the car backwards (there is an option in zombie to invert direction).

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Resolver & Can Connector ===
The original Connectors:

1x Resolver/Motor Temperature sensor interface [Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1" /><ref name=":2" />] - Black

1x 12V Power/CAN Bus Interface [Hirose GT18WB-14P-HU - 14 way proprietary connector] - Grey

These connectors are unobtainable however Tom DeBree has created a 3d printable connector that utilises TE Pins and Dupont style connector:

https://openinverter.org/forum/viewtopic.php?t=682&start=75

It must be noted Chinese Dupont connectors are not good for much more than testing as they are not a good Fit.

It is recommended to use original motor to inverter cable for an easy life, however if you need to make up a cable or are splicing into the cable due to damaged socket etc, it is important to note that the motor will spin backwards if it runs forward or has a noticeable judder when trying to set off under load (see https://www.youtube.com/watch?v=6fq3Y90fYY8) it is very likely that the polarity of the resolver pairs maybe incorrect. (additional note: increasing "throtramp" in zombie can introduce a judder at low rpms).
{| class="wikitable"
|+
|-
|[[File:Grey 1.jpg|thumb]]
|[[File:Black plug 1.jpg|thumb]]
|-
|[[File:Grey 2.jpg|thumb]]
|[[File:Black 2.jpg|thumb]]
|-
| colspan="2" |[[File:Jst con.jpg|thumb]]
|-
|[[File:Jst rev 1.jpg|thumb]]
|[[File:Jst rev 2.jpg|thumb]]
|-
|[[File:JST Board.jpg|thumb]]
|[[File:JST.jpg|thumb]]
|}

=== OEM Inverter OI modification ===
*[[OEM Inverter OI modification]]

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

Mitsubishi Outlander DCDC OBC

2025-04-22T18:13:47Z

Haand: Added some information regarding power capability. Also added another .dbc file link.

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

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

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

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

==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed voltage that seems to vary some between users. 14.5V is common value, but 14.35V and all the way up to 15V is reported. The converter requires battery voltage between 200V and 400V on the DC bus.

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

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

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

The DCDC is capable of at least 1800W of power. At moderate power levels, the internal temperature is not increased much.

==Connections==

=== Signal Connector ===

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

Note: Although the above pin numbers, for the 13 pin external connector, match the Mitsubishi wiring diagram the numbers marked on the connector are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ). IGCT +12V power should not be powered permanently, this will create problems for using the charger. Recommended to only have the Charger powered with Ignition on or charging.

NOTE: If using the pp detect in zombie to perform charging, set interface to Chademo as the zombie code currently (as of 28/10/24) assumed permanently powered, assuming your IGCT is wired into a relay that is triggered by Low contactor output (and DCDC enable powered by relay on high output).

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

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

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

The External to Internal wiring harness is as follows:

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

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

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

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

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

The OBC is capable of delivering 12A DC. Dependent on your system voltage, the power output may be limited below 3.7 kW. For example, for a 250V system, the power output is only 12*250 = 3kW.

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

https://github.com/haand22/Mitsubishi_Outlander_PHEV.git

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

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

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. '''The requested current should be limited to 12A, going above this results in strange current delivery. If 13A is requested, charging does not even start.'''

Charger will only start charging if EVSE CP is connected and requested current is below EVSE limit.
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (0x20=standby, 0x21=error, 0x22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = AC Supply Current x 10
- B7 = DC side current x 10 (should equal commanded current)
0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

'''Parallel charger control:'''

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

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

'''Charger voltage control:'''

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

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

<syntaxhighlight lang="C">
CAN_FRAME incoming;

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

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

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

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

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

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

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

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

'''DCDC aux voltage control'''

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

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

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

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

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

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

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

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

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

==References==
<references />
[[Category:Mitsubishi]]
[[Category:Charger]]
[[Category:DC/DC]]

VW EGolf Battery

2024-08-30T06:47:20Z

Haand: Added some pictures

== Versions ==

* Gen1 2014 -2017 24.2 kWh Panasonic cells
* Gen2 2017-onwards 35.8 kWh Samsung cells

== Overview ==
[[File:2020 e-Golf Battery pack.jpg|thumb|2020 e-Golf Battery pack]]
Packs are 88 cells in series making a nominal pack voltage of 325v (3.7v per cell).

== Gen2 Battery pack ==
The pack consists of:

8 master modules (4s3p)

9 full slave modules (4s3p)

10 half slave modules (2s3p)

Total pack is 88s3p. Each cell is 37 Ah, 3.7 V, each cell cluster 37*3=111 Ah. The pack interconnections is of 35 mm^2 copper busbars, both stiff and flexible mixed. The chemistry of the cells is NCM111 or NCM333.

Every master module communicates over CAN (500 kbs) and the most important bits has been backwards engineered by the champs in this forum (kudos to them!). Every master module consumes about 30 mA when awake and powered from 12V.

This is what can be read and controlled over CAN:

- Read every cell voltage, accuracy 1 mV

- Read temperature of every module, 1 sensor per module. Accuracy 0.5 degC

- Read balancing status for every cell (on/off)

- Control balancing on/off for every cell (on/off)

The master modules seems to be very resistant against malconnections. I have not broken any masters, even though I messed up the connections many times. At some times, I have felt heat purge through the cover of the PCB when I messed up some blue connectors, but they seem to not take damage. So don't worry too much.... ;)

=== Dismantling ===
'''!!! SAFETY WARNING !!!'''

'''The contactor/precharge circuit has a charged capacitor bank inside the battery pack.''' '''This must be bled manually using external resistor at disassembly.'''

'''''Proceed with cation during pack disassembly!'''''
[[File:2020 e-Golf Battery pack without cover.jpg|thumb|2020 e-Golf battery pack with protective cover removed.]]

There are just a few screws and nuts holding the cover in place. Then pry around the edge all around too remove the glue holding it in place. There are several videos on Youtube walking through the process.

=== Wiring ===
The modules are connected with busbars. These are probably of least interest as these might be hard to reuse later given their unique shapes.

In the pack you'll find two main cables harnesses, one orange and one black.

* Black = 12V cabling, U30, Ignition, CAN H, CAN L etc. Connects all master modules
* Orange = Balancing leads between slaves and masters + temperature leads of the slaves

The orange cabling is actually 8 separate harnesses. First thing is to unwrap most of the orange tape to find the 8 separate smaller harnesses.

Each harness has:

- One black connector = Temperature leads to the master

- One red connector = Balancing leads to master

- Two, three or four blue connectors = Balancing leads and temperature leads from slaves. More on this later...

Note that the orange harnesses is all different and must be matched with the correct master module. More on that later.

=== Module configuration ===
[[File:Module PCBs.jpg|thumb|Master and slave module without protective top cover on]]
Every master modules is uniquely configured for a set of either full of half slave connections.

"2" means half-slave 2S3P

"4" means fill-slave 4S3P

* CMC1 = 2 + 2 + 2 + 2
* CMC2 = 4 + 2 + 2
* CMC3 = 2 + 2
* CMC4 = 4 + 2
* CMC5 = 4 + 4
* CMC6 = 4 + 4
* CMC7 = 4 + 4
* CMC8 = 4 + 2

Note: CMC 5/6/7 and CMC 4/8 share the same configuration, therefore, the orange cable harness is interchangeable between those.

The master is always the most negative. From the positive pole of the master, the first slave's negative connects, and so on.

(-) Master (+)(-) Slave #1 (+)(-) Slave #2 (+)(-) Slave #3 (+)(-) Slave #4 (+)

The orange cable harness with 4 blue connectors goes to CMC1.

* The only CMC with 4 slaves
* Slave #1 blue connector with one of the cables yellow
* Slave #2 blue connector with one of the cables red
* Slave #3 blue connector with one of the cables purple
* Slave #4 blue connector with one of the cables green

The orange cable harness with 3 blue connectors goes to CMC2.

* The only CMC with 3 slaves
* Slave #1 blue connector with one of the cables yellow
* Slave #2 blue connector with one of the cables purple
* Slave #3 blue connector with one of the cables green

For the rest of the cable harnesses with only 2 blue connectors, it's a bit more tricky. As it happens, slave #1 will always have the blue connector with the yellow cable (among others, but let's focus on the yellow). If the blue connector with the yellow cable has:

* 4 cables in total, the first slave is a half module. This means the cable harness is for CMC3.
* 6 cables in total, the first slave is a full module This means CMC 4/5/6/7/8

If the other connector than the one with a yellow cable has:

* 4 cables, then its for CMC 4 and 8
* 6 cables, then its for CMC 5, 6 and 7

=== Connecting to the master modules on CAN ===
In order to make the master modules behave "nicely" and send and respond on CAN as expected, they need all prerequisites fulfilled:

* The right orange cable to the right amount of slaves and the right type of slave (as per above).
* All brown wires from the black connector to GND
* All green and red, green and yellow wires from the black connector to +12V (TO BE CONFIRMED)
* Master (+) terminal connected to Slave 1 (-)
* Slave 1 (+) connected to Slave 2 (-) and so on...

The cell temperature and balancing status is reported continuously.

The cell voltages are only transmitted as response to a message:

CAN standard: 0xBA:

*Byte 0: 0x45
*Byte 1: 0x1
* Byte 2: 0x28
* Byte 3: 0x0
* Byte 4: 0x0
* Byte 5: 0x0
* Byte 6: 0x0
* Byte 7: 0x30

For testing, I've been using CANKing. Works well enough and has the functionality needed for this.

All CAN communications are documented in this DBC file. This file is based on the works of Tom-evnut, but complemented and cleaned up by me.

<nowiki>https://github.com/haand22/VW-e-Golf.git</nowiki>

File:Module PCBs.jpg

2024-08-30T06:46:47Z

Haand:

Slave and master module without protective top cover. The slave PCB is not so populated. The master PCB has a lot of components.

File:2020 e-Golf Battery pack.jpg

2024-08-30T06:45:25Z

Haand:

2020 e-Golf Battery pack

VW EGolf Battery

2024-08-30T06:44:38Z

Haand: Small format change

== Versions ==

* Gen1 2014 -2017 24.2 kWh Panasonic cells
* Gen2 2017-onwards 35.8 kWh Samsung cells

== Overview ==
Packs are 88 cells in series making a nominal pack voltage of 325v (3.7v per cell).

== Gen2 Battery pack ==
The pack consists of:

8 master modules (4s3p)

9 full slave modules (4s3p)

10 half slave modules (2s3p)

Total pack is 88s3p. Each cell is 37 Ah, 3.7 V, each cell cluster 37*3=111 Ah. The pack interconnections is of 35 mm^2 copper busbars, both stiff and flexible mixed. The chemistry of the cells is NCM111 or NCM333.

Every master module communicates over CAN (500 kbs) and the most important bits has been backwards engineered by the champs in this forum (kudos to them!). Every master module consumes about 30 mA when awake and powered from 12V.

This is what can be read and controlled over CAN:

- Read every cell voltage, accuracy 1 mV

- Read temperature of every module, 1 sensor per module. Accuracy 0.5 degC

- Read balancing status for every cell (on/off)

- Control balancing on/off for every cell (on/off)

The master modules seems to be very resistant against malconnections. I have not broken any masters, even though I messed up the connections many times. At some times, I have felt heat purge through the cover of the PCB when I messed up some blue connectors, but they seem to not take damage. So don't worry too much.... ;)

=== Dismantling ===
'''!!! SAFETY WARNING !!!'''

'''The contactor/precharge circuit has a charged capacitor bank inside the battery pack.''' '''This must be bled manually using external resistor at disassembly.'''

'''''Proceed with cation during pack disassembly!'''''
[[File:2020 e-Golf Battery pack without cover.jpg|thumb|2020 e-Golf battery pack with protective cover removed.]]

There are just a few screws and nuts holding the cover in place. Then pry around the edge all around too remove the glue holding it in place. There are several videos on Youtube walking through the process.

=== Wiring ===
The modules are connected with busbars. These are probably of least interest as these might be hard to reuse later given their unique shapes.

In the pack you'll find two main cables harnesses, one orange and one black.

* Black = 12V cabling, U30, Ignition, CAN H, CAN L etc. Connects all master modules
* Orange = Balancing leads between slaves and masters + temperature leads of the slaves

The orange cabling is actually 8 separate harnesses. First thing is to unwrap most of the orange tape to find the 8 separate smaller harnesses.

Each harness has:

- One black connector = Temperature leads to the master

- One red connector = Balancing leads to master

- Two, three or four blue connectors = Balancing leads and temperature leads from slaves. More on this later...

Note that the orange harnesses is all different and must be matched with the correct master module. More on that later.

=== Module configuration ===
Every master modules is uniquely configured for a set of either full of half slave connections.

"2" means half-slave 2S3P

"4" means fill-slave 4S3P

* CMC1 = 2 + 2 + 2 + 2
* CMC2 = 4 + 2 + 2
* CMC3 = 2 + 2
* CMC4 = 4 + 2
* CMC5 = 4 + 4
* CMC6 = 4 + 4
* CMC7 = 4 + 4
* CMC8 = 4 + 2

Note: CMC 5/6/7 and CMC 4/8 share the same configuration, therefore, the orange cable harness is interchangeable between those.

The master is always the most negative. From the positive pole of the master, the first slave's negative connects, and so on.

(-) Master (+)(-) Slave #1 (+)(-) Slave #2 (+)(-) Slave #3 (+)(-) Slave #4 (+)

The orange cable harness with 4 blue connectors goes to CMC1.

* The only CMC with 4 slaves
* Slave #1 blue connector with one of the cables yellow
* Slave #2 blue connector with one of the cables red
* Slave #3 blue connector with one of the cables purple
* Slave #4 blue connector with one of the cables green

The orange cable harness with 3 blue connectors goes to CMC2.

* The only CMC with 3 slaves
* Slave #1 blue connector with one of the cables yellow
* Slave #2 blue connector with one of the cables purple
* Slave #3 blue connector with one of the cables green

For the rest of the cable harnesses with only 2 blue connectors, it's a bit more tricky. As it happens, slave #1 will always have the blue connector with the yellow cable (among others, but let's focus on the yellow). If the blue connector with the yellow cable has:

* 4 cables in total, the first slave is a half module. This means the cable harness is for CMC3.
* 6 cables in total, the first slave is a full module This means CMC 4/5/6/7/8

If the other connector than the one with a yellow cable has:

* 4 cables, then its for CMC 4 and 8
* 6 cables, then its for CMC 5, 6 and 7

=== Connecting to the master modules on CAN ===
In order to make the master modules behave "nicely" and send and respond on CAN as expected, they need all prerequisites fulfilled:

* The right orange cable to the right amount of slaves and the right type of slave (as per above).
* All brown wires from the black connector to GND
* All green and red, green and yellow wires from the black connector to +12V (TO BE CONFIRMED)
* Master (+) terminal connected to Slave 1 (-)
* Slave 1 (+) connected to Slave 2 (-) and so on...

The cell temperature and balancing status is reported continuously.

The cell voltages are only transmitted as response to a message:

CAN standard: 0xBA:

*Byte 0: 0x45
*Byte 1: 0x1
* Byte 2: 0x28
* Byte 3: 0x0
* Byte 4: 0x0
* Byte 5: 0x0
* Byte 6: 0x0
* Byte 7: 0x30

For testing, I've been using CANKing. Works well enough and has the functionality needed for this.

All CAN communications are documented in this DBC file. This file is based on the works of Tom-evnut, but complemented and cleaned up by me.

<nowiki>https://github.com/haand22/VW-e-Golf.git</nowiki>

VW EGolf Battery

2024-08-30T06:42:12Z

Haand: Updated format and added some more info

== Versions ==

* Gen1 2014 -2017 24.2 kWh Panasonic cells
* Gen2 2017-onwards 35.8 kWh Samsung cells

== Overview ==
Packs are 88 cells in series making a nominal pack voltage of 325v (3.7v per cell).

== Gen2 Battery pack ==
The pack consists of:

8 master modules (4s3p)

9 full slave modules (4s3p)

10 half slave modules (2s3p)

Total pack is 88s3p. Each cell is 37 Ah, 3.7 V, each cell cluster 37*3=111 Ah. The pack interconnections is of 35 mm^2 copper busbars, both stiff and flexible mixed. The chemistry of the cells is NCM111 or NCM333.

Every master module communicates over CAN (500 kbs) and the most important bits has been backwards engineered by the champs in this forum (kudos to them!). Every master module consumes about 30 mA when awake and powered from 12V.

This is what can be read and controlled over CAN:

- Read every cell voltage, accuracy 1 mV

- Read temperature of every module, 1 sensor per module. Accuracy 0.5 degC

- Read balancing status for every cell (on/off)

- Control balancing on/off for every cell (on/off)

The master modules seems to be very resistant against malconnections. I have not broken any masters, even though I messed up the connections many times. At some times, I have felt heat purge through the cover of the PCB when I messed up some blue connectors, but they seem to not take damage. So don't worry too much.... ;)

=== Dismantling ===
'''!!! SAFETY WARNING !!!'''

'''The contactor/precharge circuit has a charged capacitor bank inside the battery pack.''' '''This must be bled manually using external resistor at disassembly.'''

'''''Proceed with cation during pack disassembly!'''''
[[File:2020 e-Golf Battery pack without cover.jpg|thumb|2020 e-Golf battery pack with protective cover removed.]]

There are just a few screws and nuts holding the cover in place. Then pry around the edge all around too remove the glue holding it in place. There are several videos on Youtube walking through the process.

=== Wiring ===
The modules are connected with busbars. These are probably of least interest as these might be hard to reuse later given their unique shapes.

In the pack you'll find two main cables harnesses, one orange and one black.

* Black = 12V cabling, U30, Ignition, CAN H, CAN L etc. Connects all master modules
* Orange = Balancing leads between slaves and masters + temperature leads of the slaves

The orange cabling is actually 8 separate harnesses. First thing is to unwrap most of the orange tape to find the 8 separate smaller harnesses.

Each harness has:

- One black connector = Temperature leads to the master

- One red connector = Balancing leads to master

- Two, three or four blue connectors = Balancing leads and temperature leads from slaves. More on this later...

Note that the orange harnesses is all different and must be matched with the correct master module. More on that later.

=== Module configuration ===
Every master modules is uniquely configured for a set of either full of half slave connections.

"2" means half-slave 2S3P

"4" means fill-slave 4S3P

* CMC1 = 2 + 2 + 2 + 2
* CMC2 = 4 + 2 + 2
* CMC3 = 2 + 2
* CMC4 = 4 + 2
* CMC5 = 4 + 4
* CMC6 = 4 + 4
* CMC7 = 4 + 4
* CMC8 = 4 + 2

Note: CMC 5/6/7 and CMC 4/8 share the same configuration, therefore, the orange cable harness is interchangeable between those.

The master is always the most negative. From the positive pole of the master, the first slave's negative connects, and so on.

(-) Master (+)(-) Slave #1 (+)(-) Slave #2 (+)(-) Slave #3 (+)(-) Slave #4 (+)

The orange cable harness with 4 blue connectors goes to CMC1.

- The only CMC with 4 slaves

- Slave #1 blue connector with one of the cables yellow

- Slave #2 blue connector with one of the cables red

- Slave #3 blue connector with one of the cables purple

- Slave #4 blue connector with one of the cables green

The orange cable harness with 3 blue connectors goes to CMC2.

- The only CMC with 3 slaves

- Slave #1 blue connector with one of the cables yellow

- Slave #2 blue connector with one of the cables purple

- Slave #3 blue connector with one of the cables green

For the rest of the cable harnesses with only 2 blue connectors, it's a bit more tricky. As it happens, slave #1 will always have the blue connector with the yellow cable (among others, but let's focus on the yellow). If the blue connector with the yellow cable has:

- 4 cables in total, the first slave is a half module. This means the cable harness is for CMC3.

- 6 cables in total, the first slave is a full module This means CMC 4/5/6/7/8

If the other connector than the one with a yellow cable has:

- 4 cables, then its for CMC 4 and 8

- 6 cables, then its for CMC 5, 6 and 7

=== Connecting to the master modules on CAN ===
In order to make the master modules behave "nicely" and send and respond on CAN as expected, they need all prerequisites fulfilled:

* The right orange cable to the right amount of slaves and the right type of slave (as per above).
* All brown wires from the black connector to GND
* All green and red, green and yellow wires from the black connector to +12V (TO BE CONFIRMED)
* Master (+) terminal connected to Slave 1 (-)
* Slave 1 (+) connected to Slave 2 (-) and so on...

The cell temperature and balancing status is reported continuously.

The cell voltages are only transmitted as response to a message:

===== Identified CAN standard: 0xBA =====

* Byte 0: 0x45
* Byte 1: 0x1
* Byte 2: 0x28
* Byte 3: 0x0
* Byte 4: 0x0
* Byte 5: 0x0
* Byte 6: 0x0
* Byte 7: 0x30

For testing, I've been using CANKing. Works well enough and has the functionality needed for this.

All CAN communications are documented in this DBC file. This file is based on the works of Tom-evnut, but complemented and cleaned up by me.

<nowiki>https://github.com/haand22/VW-e-Golf.git</nowiki>

File:2020 e-Golf Battery pack without cover.jpg

2024-08-30T06:33:09Z

Haand:

e-Golf battery pack from 2020 with the top cover removed.