openinverter.org wiki - User contributions [en]

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

2026-04-18T15:23:16Z

MoonUnit: Added a link to RSDU coolant port 3D files i created.

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

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

=== '''Housing''' ===
Molex MX150 33472-2002 (key “B”)

'''Pins:'''

22 AWG: Molex 33012-2003

18-20 AWG: Molex 33012-2002

14-16 AWG: Molex 33012-2001

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

=== Internal connectors ===
20-pole Molex: 75757-5101

2-pole temp sensor: S02BA-AIT2-1AK

6-pole encoder: S06B-AIT2-1AK

24-pole inverter: CES-112-02-T-D

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

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

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

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

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

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

[[:File:Zombieverter SDU Wiring.png|Wiring with Zombieverter]]

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

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

'''Buying'''

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

'''Tuning'''

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

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

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

[[Setup FAQ]]

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

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

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

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

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

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

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

==Cooling ==

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

===Small Rear Drive Unit (SRDU)===
[[File:Tesla SRDU cooling.png|none|thumb|Tesla SRDU cooling]]Various step files for printing your own coolant port here:

https://www.printables.com/model/1693168-tesla-model-s-rear-sdu-coolant-port

There are three files - a dxf which is the basic outline if you want to cut your own plate and thread it yourself. There is a BSPT version, which has a 3/8in thread for a hosetail, or a complete version with outlet attached. You will need to make your own choice regarding material to use.
[[Category:Tesla]]
[[Category:Motor]]
[[Category:Inverter]]
[[Category:Gearbox]]

Trouble Shooting

2026-01-07T15:33:51Z

MoonUnit: added para 5 for info on overcurrent error

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum. If you have an issue and find/get a solution, please add to this page.

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

5) [for v9 SDU board, running 5.35R sine, may also apply to other versions of board / software and with no DC HV connected] - the HVIL disable jumper (conn2) needs to be bridged in order to set pin 6 on IC5 high. Additionally, the SDU board needs to be physically installed in the inverter via conn5 and board powered with 12V so that Fault A, B, C and UVLO are also high at IC5. If any of these are low OVERCURRENT is reported.

'''The motor is only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires.

'''The motor turns but is not smooth'''

If you ever have issues getting a stable spinning motor, Always plot your rpm/Fstat as if that is really jumpy it means the encoder signal is dirty.

Shielded cable is a must, without it the encoder pulses are not clean enough. Use either the factory harness or cat5e/cat6 shielded cable. The shield is connected on the 23-pin ampseal connector but not connected on the encoder plug.

'''My motor was spinning when high voltage was cut by a contactor opening or fuse. Now it won't run.'''

The back EMF from the spinning motor fried the inverter. A replacement inverter or full drive unit replacement is needed.

[[Category:Troubleshoot]]

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-16T14:42:05Z

MoonUnit: actuator feedback information

[[File:Charge inlet backshell.jpg|thumb|Backshell showing LED connector at top and actuator middle]]
[[File:CCS inlet rhs.jpg|thumb|Shows 2.7K resistor block on right hand side of inlet, LED connector on top]]
The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are orange plastic 'pass through' mouldings that mount and route the HV DC cables which can be removed, and a cable release for manually releasing the charge port lock pin if it gets stuck in the inlet.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]The charge port inlet has a two part backshell, with DC HV cables exiting via a right angle backshell. These are fairly easily removed but the plastic tabs are weak. The charge port lock actuator screws to the left side of the charge port and a manual wire pull release attaches to it to pull the locking pin back out if required.

The actuator requires 12V across orange and blue wires, reversed to change the actuator direction. The other two wires (red and yellow) from the actuator are a feedback mechanism. If the lock is powered closed (ie pin fully extended), 1K is then measured across red and yellow.

An LED is mounted in the top of the port, above the AC input.

On the right hand side is a resistor block containing a 2.7K resistor between PE and PP.
[[File:14 way connector top side.jpg|thumb|Wire side of 14 way connector, top side. Pin 1 top right: brown-black, pin 8 below it: black.]]
[[File:14 way connector bottom view.jpg|thumb|Bottom view of 14 way connector. Bottom row starts at pin 8, black, at the top]]
There is a 'commoning block' that connects the AC cable shielding, the paired CP/PP cable shielding and PE itself to a common wire (pin 12) into the 14 way connector.

The inlet has only one thermistor, positioned between the two DC HV cables in the inlet.

There is a 3 way AC connector for the on board charger.

The 14 way connector pinout is described below. Pin numbering starts at the top right pin when looking from the wire side of the plug, and is black/brown. Pin 8 starts on right hand side of bottom row, black.

Pinout:
{| class="wikitable"
|+
!Pin
!Colour
!Description
|-
|1
|black/brown
|Shielding of CP/PP pair, also connected to pin 11 and PE earth (pin 12), and shielding of AC cable
|-
|2
|yellow
|Actuator lock feedback, 1K resistance appears across pins 2 and 3 when lock is powered closed.
|-
|3
|red
|Actuator lock feedback, 1K resistance appears across pins 2 and 3 when lock is powered closed.
|-
|4
|blue
|Actuator lock motor
|-
|5
|orange
|Actuator lock motor
|-
|6
|white
|Thermistor, presumed NTC 10K, DC cable pair
|-
|7
|brown
|Thermistor, presumed NTC 10K, DC cable pair
|-
|8
|black
|Charge port LED -ve
|-
|9
|red/black
|Charge port LED +ve
|-
|10
|not used
|not used
|-
|11
|black/brown
|Shielding of CP/PP pair, also connected to pin 1 and PE earth (pin 12), and shielding of AC cable
|-
|12
|black
|PE, also connected to pins 1 and 11
|-
|13
|2 white wires
|PP. One white wire direct to PP pin at inlet, one white wire to one side of detachable 2.7K resistor. Other side
of resistor (thin blue) goes to commoning block and eventually pin 12, PE.
|-
|14
|green
|CP
|}
Note that there are no resistors in the inlet CP to 14 way plug, nor from the inlet PP to the 14 way plug, but there is a 2.7K detachable resistor between PP and PE.

Foccci

2024-06-12T13:02:39Z

MoonUnit: added version 4.5b pinout

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

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

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

On Foccci runs the reference software [[CCS32Clara]] (also referred to as Clara).

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

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

== Pin description ==

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

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

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

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

=== Internal connectors ===
{| class="wikitable"
|+
!short name
!description
|-
|UART TX
|Provides logging information, 921600 Baud. See also https://github.com/uhi22/ccs32clara/blob/main/doc/clara_user_manual.md#serial-logging
|-
|UART RX
|Not used
|-
|SWCLK
|for flashing with STLINK
|-
|SWDIO
|for flashing with STLINK
|}

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

File:Foccci 4.5b pinout.png

2024-06-12T13:01:48Z

MoonUnit:

Foccci (v4.5b) pinout

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-06T17:05:47Z

MoonUnit:

[[File:Charge inlet backshell.jpg|thumb|Backshell showing LED connector at top and actuator middle]]
[[File:CCS inlet rhs.jpg|thumb|Shows 2.7K resistor block on right hand side of inlet, LED connector on top]]
The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are orange plastic 'pass through' mouldings that mount and route the HV DC cables which can be removed, and a cable release for manually releasing the charge port lock pin if it gets stuck in the inlet.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]The charge port inlet has a two part backshell, with DC HV cables exiting via a right angle backshell. These are fairly easily removed but the plastic tabs are weak. The charge port lock actuator screws to the left side of the charge port and a manual wire pull release attaches to it to pull the locking pin back out if required.

The actuator requires 12V across orange and blue wires, reversed to change the actuator direction. The other two wires (red and yellow) from the actuator are probably a feedback mechanism, but is not resistance-based feedback.

An LED is mounted in the top of the port, above the AC input.

On the right hand side is a resistor block containing a 2.7K resistor between PE and PP.
[[File:14 way connector top side.jpg|thumb|Wire side of 14 way connector, top side. Pin 1 top right: brown-black, pin 8 below it: black.]]
[[File:14 way connector bottom view.jpg|thumb|Bottom view of 14 way connector. Bottom row starts at pin 8, black, at the top]]
There is a 'commoning block' that connects the AC cable shielding, the paired CP/PP cable shielding and PE itself to a common wire (pin 12) into the 14 way connector.

The inlet has only one thermistor, positioned between the two DC HV cables in the inlet.

There is a 3 way AC connector for the on board charger.

The 14 way connector pinout is described below. Pin numbering starts at the top right pin when looking from the wire side of the plug, and is black/brown. Pin 8 starts on right hand side of bottom row, black.

Pinout:
{| class="wikitable"
|+
!Pin
!Colour
!Description
|-
|1
|black/brown
|Shielding of CP/PP pair, also connected to pin 11 and PE earth (pin 12), and shielding of AC cable
|-
|2
|yellow
|Actuator lock feedback, presumed
|-
|3
|red
|Actuator lock feedback, presumed
|-
|4
|blue
|Actuator lock motor
|-
|5
|orange
|Actuator lock motor
|-
|6
|white
|Thermistor, presumed NTC 10K, DC cable pair
|-
|7
|brown
|Thermistor, presumed NTC 10K, DC cable pair
|-
|8
|black
|Charge port LED -ve
|-
|9
|red/black
|Charge port LED +ve
|-
|10
|not used
|not used
|-
|11
|black/brown
|Shielding of CP/PP pair, also connected to pin 1 and PE earth (pin 12), and shielding of AC cable
|-
|12
|black
|PE, also connected to pins 1 and 11
|-
|13
|2 white wires
|PP. One white wire direct to PP pin at inlet, one white wire to one side of detachable 2.7K resistor. Other side
of resistor (thin blue) goes to commoning block and eventually pin 12, PE.
|-
|14
|green
|CP
|}
Note that there are no resistors in the inlet CP to 14 way plug, nor from the inlet PP to the 14 way plug, but there is a 2.7K detachable resistor between PP and PE.

Category:Hyundai

2024-06-06T16:59:02Z

MoonUnit: changed link to point at redirected target page, which I moved because I misspelt the title

[[Hyundai Ioniq CCS Charge Inlet 91684-G7010|Hyundai Ioniq CCS charge inlet]]

Hyundia Ioniq CCS Charge Inlet 9184-G7010

2024-06-06T16:57:00Z

MoonUnit: MoonUnit moved page Hyundia Ioniq CCS Charge Inlet 9184-G7010 to Hyundai Ioniq CCS Charge Inlet 91684-G7010: misspelt original page

#REDIRECT [[Hyundai Ioniq CCS Charge Inlet 91684-G7010]]

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-06T16:57:00Z

MoonUnit: MoonUnit moved page Hyundia Ioniq CCS Charge Inlet 9184-G7010 to Hyundai Ioniq CCS Charge Inlet 91684-G7010: misspelt original page

[[File:Charge inlet backshell.jpg|thumb|Backshell showing LED connector at top and actuator middle]]
[[File:CCS inlet rhs.jpg|thumb|Shows 2.7K resistor block on right hand side of inlet, LED connector on top]]
The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are plastic 'pass through' mouldings that mount and route the HV DC cables, and a cable release for manually releasing the charge port lock pin.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]The charge port inlet has a two part backshell, with DC HV cables exiting via a right angle backshell. These are fairly easily removed but the plastic tabs are weak. The charge port lock actuator screws to the left side of the charge port and a manual wire pull release attaches to it to pull the locking pin back out.

An LED is mounted in the top of the port, above the AC input.

On the right hand side is a resistor block containing a 2.7K resistor between PE and PP.
[[File:14 way connector top side.jpg|thumb|Wire side of 14 way connector, top side. Pin 1 top right: brown-black, pin 8 below it: black.]]
[[File:14 way connector bottom view.jpg|thumb|Bottom view of 14 way connector. Bottom row starts at pin 8, black, at the top]]
There is a 'commoning block' that connects the AC cable shielding, the paired CP/PP cable shielding and PE itself to a common wire into the 14 way connector.

The inlet has only one thermistor, positioned between the two DC HV cables in the inlet.

There is a 3 way AC connector for the on board charger.

The 14 way connector pinout is described below. Pin numbering starts at the top right pin when looking from the wire side of the plug, and is black/brown. Pin 8 starts on right hand side of bottom row, black.

Pinout:
{| class="wikitable"
|+
!Pin
!Colour
!Description
|-
|1
|black/brown
|Shielding of CP/PP pair, also connected to pin 11 and PE earth (pin 12), and shielding of AC cable
|-
|2
|yellow
|Actuator lock feedback, presumed
|-
|3
|red
|Actuator lock feedback, presumed
|-
|4
|blue
|Actuator lock motor
|-
|5
|orange
|Actuator lock motor
|-
|6
|white
|Thermistor, presumed NTC 10K, DC cable pair
|-
|7
|brown
|Thermistor, presumed NTC 10K, DC cable pair
|-
|8
|black
|Charge port LED -ve
|-
|9
|red/black
|Charge port LED +ve
|-
|10
|not used
|not used
|-
|11
|black/brown
|Shielding of CP/PP pair, also connected to pin 1 and PE earth (pin 12), and shielding of AC cable
|-
|12
|black
|PE, also connected to pins 1 and 11
|-
|13
|2 white wires
|PP. One white wire direct to PP pin at inlet, one white wire to one side of detachable 2.7K resistor. Other side
of resistor (thin blue) goes to commoning block and eventually pin 12, PE.
|-
|14
|green
|CP
|}
Note that there are no resistors in the inlet CP to 14 way plug, but there is a 2.7K detachable resistor between PP and PE.

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-06T07:11:54Z

MoonUnit: text edits

[[File:Charge inlet backshell.jpg|thumb|Backshell showing LED connector at top and actuator middle]]
[[File:CCS inlet rhs.jpg|thumb|Shows 2.7K resistor block on right hand side of inlet, LED connector on top]]
The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are plastic 'pass through' mouldings that mount and route the HV DC cables, and a cable release for manually releasing the charge port lock pin.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]The charge port inlet has a two part backshell, with DC HV cables exiting via a right angle backshell. These are fairly easily removed but the plastic tabs are weak. The charge port lock actuator screws to the left side of the charge port and a manual wire pull release attaches to it to pull the locking pin back out.

An LED is mounted in the top of the port, above the AC input.

On the right hand side is a resistor block containing a 2.7K resistor between PE and PP.
[[File:14 way connector top side.jpg|thumb|Wire side of 14 way connector, top side. Pin 1 top right: brown-black, pin 8 below it: black.]]
[[File:14 way connector bottom view.jpg|thumb|Bottom view of 14 way connector. Bottom row starts at pin 8, black, at the top]]
There is a 'commoning block' that connects the AC cable shielding, the paired CP/PP cable shielding and PE itself to a common wire into the 14 way connector.

The inlet has only one thermistor, positioned between the two DC HV cables in the inlet.

There is a 3 way AC connector for the on board charger.

The 14 way connector pinout is described below. Pin numbering starts at the top right pin when looking from the wire side of the plug, and is black/brown. Pin 8 starts on right hand side of bottom row, black.

Pinout:
{| class="wikitable"
|+
!Pin
!Colour
!Description
|-
|1
|black/brown
|Shielding of CP/PP pair, also connected to pin 11 and PE earth (pin 12), and shielding of AC cable
|-
|2
|yellow
|Actuator lock feedback, presumed
|-
|3
|red
|Actuator lock feedback, presumed
|-
|4
|blue
|Actuator lock motor
|-
|5
|orange
|Actuator lock motor
|-
|6
|white
|Thermistor, presumed NTC 10K, DC cable pair
|-
|7
|brown
|Thermistor, presumed NTC 10K, DC cable pair
|-
|8
|black
|Charge port LED -ve
|-
|9
|red/black
|Charge port LED +ve
|-
|10
|not used
|not used
|-
|11
|black/brown
|Shielding of CP/PP pair, also connected to pin 1 and PE earth (pin 12), and shielding of AC cable
|-
|12
|black
|PE, also connected to pins 1 and 11
|-
|13
|2 white wires
|PP. One white wire direct to PP pin at inlet, one white wire to one side of detachable 2.7K resistor. Other side
of resistor (thin blue) goes to commoning block and eventually pin 12, PE.
|-
|14
|green
|CP
|}
Note that there are no resistors in the inlet CP to 14 way plug, but there is a 2.7K detachable resistor between PP and PE.

File:14 way connector bottom view.jpg

2024-06-06T06:47:11Z

MoonUnit:

14 way connector, wire side bottom view

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-06T06:45:26Z

MoonUnit:

File:14 way connector top side.jpg

2024-06-06T06:44:08Z

MoonUnit:

Wire side of 14 way connector, top side.

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:52:47Z

MoonUnit:

File:CCS inlet rhs.jpg

2024-06-05T07:47:23Z

MoonUnit:

CCS inlet right hand side showing 2.7K resistor block

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:44:51Z

MoonUnit:

[[File:Charge inlet backshell.jpg|thumb|Backshell showing LED connector at top and actuator middle]]
The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are plastic 'pass through' mouldings that mount and route the HV DC cables, and a cable release for manually releasing the charge port lock pin.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]

File:Charge inlet backshell.jpg

2024-06-05T07:43:56Z

MoonUnit:

Charge inlet backshell

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:41:58Z

MoonUnit:

The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are plastic 'pass through' mouldings that mount and route the HV DC cables, and a cable release for manually releasing the charge port lock pin.

[[File:Hyundai CCS charge port.jpg|thumb|Full cable assembly with charge inlet, battery connector, OBC connector]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:35:05Z

MoonUnit:

The Hyundai Ioniq AE CCS Charge Inlet part number 91864-G7010 combines a Type 2 charge port (single phase) with a CCS2 DC inlet. The full part is shown below with approx. 2M of shielded DC cable, a TE AMP+ connector for the Hyundai battery pack, connector to onboard charger and 14-way plug presumably connecting to the car's charge controller. There are plastic 'pass through' mouldings that mount and route the HV DC cables, and a cable release for manually releasing the charge port lock pin.

[[File:Hyundai CCS charge port.jpg|thumb]]
[[File:CCS inlet.jpg|thumb|CCS inlet. Charge port LED shown at top]]

File:CCS inlet.jpg

2024-06-05T07:34:21Z

MoonUnit:

CCS inlet

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:31:55Z

MoonUnit:

File:Hyundai CCS charge port.jpg

2024-06-05T07:30:05Z

MoonUnit:

Hyundai Ioniq AE 91864-G7010 charge port assembly

Category:Hyundai

2024-06-05T07:24:06Z

MoonUnit:

[[Hyundia Ioniq CCS Charge Inlet 9184-G7010|Hyundai Ioniq CCS charge inlet]]

Category:Hyundai

2024-06-05T07:22:35Z

MoonUnit:

[[Hyundai Ioniq CCS Charge Inlet 91864-G7010|Hyundai Ioniq CCS charge inlet]]

Category:Hyundai

2024-06-05T07:19:52Z

MoonUnit:

[[Hyundai Ioniq CCS Charge Inlet 91864-G7010|Hyundia Ioniq CCS charge inlet]]

Hyundai Ioniq CCS Charge Inlet 91684-G7010

2024-06-05T07:17:27Z

MoonUnit: creating page

Category:Hyundai

2024-06-05T07:05:44Z

MoonUnit: deleted sub category

Category:Hyundai

2024-06-05T07:01:42Z

MoonUnit: adding a sub category

Hyundai Ioniq AE CCS combo charge inlet

Toyota Prius Gen2 Inverter

2024-03-07T20:08:59Z

MoonUnit:

[[File:Prius Gen 2 inverter montage.jpg|alt=|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 inverter internals.jpg|alt=|thumb|Internal look at the Prius Gen2 Inverter]]
[[File:Prius Gen 2 Layout.jpg|thumb]]

The Toyota Prius is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Large part availability, Priuses have been made in large numbers for 20 years and spares are inexpensive.
* High affordability. Prius inverters are available for around $150 from scrapyards everywhere.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.
* Respectable performance. Rated for 50kW output, but tested to handle 600v, and [https://www.youtube.com/watch?v=y6mlXahM9B0 350+A for MG2 inverter, 250+A for MG1 inverter], 360kW total (480hp)
* Ease of re-purposing. Emulating the original ECU seems reasonably feasible.

The Gen2 Prius (2004-2009 model years) has a variety of useful components inside the inverter package:
* 2 high power inverters, for the 2 motors MG1 (starter) capable of handling 250 amps, and MG2 (drive motor) capable of handling 350 amps.
* A DC-DC converter to provide 12v and up to 100amps power supply to the automotive systems and accessories.
* A tertiary power inverter to run the A/C, CAN controlled via the "BEAN" (????) network
* A boost module to boost the 200v battery pack up to 500v, which looks to be able to function as a battery charger (wish list for future development)
* See this video for a thorough disassembly and explanation of the Gen2 Inverter (Timestamp 1:15:30): https://www.youtube.com/watch?v=Y7Vm-C4MsW8&t=4531
* See this video for a more brief explanation of the above noted disassembled Gen2 HV System Operation: https://www.youtube.com/watch?v=UxuqHcUbSQ0

Note that there is also a [[Toyota_Prius_Gen3_Board]] for the 2010-2015 model years.

== Replacement Controllers ==

Re-purposing a Prius Gen2 Inverter outside of a Prius is done simply with add-on controllers that replace the vehicle's wiring harness and ECU.

* [[Toyota Prius Gen2 EVBMW Throughhole Board]] - Details on the now-deprecated EVBMW "Blue Pill"-based easy-to-solder controller board, diagrams, instructions, pinouts, etc. Don't use this.
* [[Toyota Prius Gen2 Inverter Controller]] - Details on the newer OpenInverter controller board and kits to repurpose the Gen 2 Prius inverter. Use this.

== 32-pin Prius Inverter Pin mapping ==

Note: Wire colors on the male/female side of the 32-pin "i10" connector do not match. The inverter-side plug uses an almost unique color scheme, but the wiring harness side reuses many colors - unique only to a given shielded cable (of which there are 5), plus some extra unbundled wires. To save time chasing wires, you can find anything in the same bundle, and know the rest by noting which other colors are in that cable. There are also a few loose wires not bundled into a cable or shielded.

Note 2: The 12v supply rail for the "i9" connector also changes color at the wiring harness. The thicker blue loose wire is positive, the thick loose white-black wire is the ground.

Note 3: There is also an enclosure safety connector, this is the thin blue loose wire on the wiring harness.

[[File:Prius_Inverter_-_Pin_Numbering_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_3.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_5.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_4.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_6.jpg|thumb|500x500px|32-pin Prius Inverter Colors]]
[[File:Prius_Inverter_Wire_Colors_7.jpg|thumb|500x500px|32-pin Prius Inverter Harness Connections]]
[[File:Prius_Inverter_Wire_Colors_8.jpg|thumb|500x500px|32-pin Prius Inverter i9 12v DC]]
[[File:Prius_Inverter_Wire_Colors_9.jpg|thumb|500x500px|32-pin Prius Inverter Harness Cables]]

{| class="wikitable"
|-
! Pin # !! Designation !! Description!!Wire Color
(Inverter Side)

(See pictures to the right)
!Wire Color
(Harness Side)
|-
|1||||vacant||
|
|-
|2||GIVA||MG1 Phase Current V||LightGreen
|White - Cable 1
|-
|3|| GIVB ||MG1 Phase Current V|| Purple-Red
|Black - Cable 1
|-
|4|| GUU ||MG1 PWM U - Speed Signal Wave||Blue
|Black - Cable 2
|-
|5|| GVU ||MG1 PWM V - Speed Signal Wave||Blue-Red
|Green - Cable 2
|-
|6|| GWU ||MG1 PWM W - Speed Signal Wave||Yellow
|Yellow - Cable 2
|-
|7|| MIVA || MG2 Phase Current V ||LightGreen-Black
|Green - Cable 3
|-
|8|| MIVB ||MG2 Phase Current V||Purple-Yellow
|White - Cable 3
|-
|9|| MUU ||MG2 PWM U - Speed Signal Wave|| Blue-Black
|Black - Cable 4
|-
|10|| MVU ||MG2 PWM V - Speed Signal Wave|| Blue-Yellow
|White - Cable 4
|-
|11|| MWU ||MG2 PWM W - Speed Signal Wave|| Yellow-Black
|Red - Cable 4
|-
|12|| VH ||Inverter Capacitor Voltage||Purple
|Yellow - Cable 3
|-
|13|| CPWM ||Boost converter PWM switch signal||Blue
|Black - Cable 5
|-
|14|| CT ||Boost converter temperature sensor||Green-Red
|Red - Cable 5
|-
|15|| VL ||Boost converter input voltage||Purple-White
|Yellow - Cable 5
|-
|16|| GINV || Inverter Ground ||Black-White
|Yellow - Cable 4
|-
|17||||vacant||
|
|-
|18|| GIWA ||MG1 Phase Current W||Grey
|Red - Cable 1
|-
|19|| GIWB || MG1 Phase Current W ||Grey-Black
|Green - Cable 1
|-
|20|| GSDN ||MG1 Shutdown||Brown-Black
|Red - Cable 2
|-
|21|| GIVT ||MG1 Inverter Temperature||Green-Black
|White - Cable 2
|-
|22|| GFIV ||MG1 Inverter Fail||White-Grey
|Grey
|-
|23|| MIWA ||MG2 Phase Current W||Grey-Green
|Red - Cable 3
|-
|24|| MIWB ||MG2 Phase Current W||Grey-Red
|Black - Cable 3
|-
|25|| MSDN ||MG2 Shutdown||Brown
|Green - Cable 4
|-
|26|| MIVT ||MG2 Inverter Temperature||Green
|Light Blue - Cable 4
|-
|27|| MFIV ||MG2 Inverter Fail||White
|Green
|-
|28|| OVH ||Overvoltage||Pink
|Brown
|-
|29|| CSDN ||Boost converter shutdown signal||Brown-White
|White - Cable 5
|-
|30|| FCV ||Boost converter fail signal||White-Red
|White
|-
|31|| OVL ||Boost converter over voltage signal||Pink-Blue
|Black
|-
|32|| GCNV ||Boost converter ground||Black-Red
|Green - Cable 5
|}

(Article continues below)

 
[[File:Toyota gen2 dimension.png|thumb]]

== DC-DC Converter ==
[[File:Prius Gen 2 inverter lower casing internals.png|thumb|300x300px|Prius gen 2 inverter lower casing internals]]
[[File:Gen2 Prius DC-DC Connections.jpg|thumb|Prius Gen2 DC-DC connections.|284x284px]]
[[File:Prius GEN 2 C 5 Connector Pinout.png|alt=|thumb|DC-DC converter "C 5" connector]]
The onboard DC-DC Converter is powered by the high voltage traction battery to supply 12v and up to 100A for low-voltage automotive components and 12 battery maintenance, equivalent to an alternator or generator. Direct control of the converter is simple, only one 12v wire connected to Pin#1 of connector "C5" is necessary to activate it, but a second input can be added at Pin#4, to enhance control.

All 6-pin connectors are Yazaki 7283-7062-40, including the resolver connections on the transaxle.

The 6-pin "C5" connector terminal positions and harness-side colors:

{| class="wikitable"
|-
! Pin # !! Designation !! Description !! Wire Color
|-
|1||IGCT|| 12v+ || Blue
|-
|2||ID1|| Not Needed || Purple
|-
|3||S||B+ (opt)|| White
|-
|4||NODD|| 0-5v+ ||Ppl/Gld
|-
|5||VLO||Not Needed||Blue
|-
|6|||| ||Vacant
|}

The case of the inverter must be vehicle ground (12v battery negative terminal), just as an alternator or generator would be.

With the HV bus energized and switched 12v applied to Pin#1 of "C5", the DC-DC will produce 13.2-15.2 Vdc on the large C6 single-conductor connector nearby, which is equivalent to a 12v alternator/generator positive terminal. Depending on voltage applied to pin 4 (if used), output can be tailored; when grounded, it will act as a "KILL" input and DC-DC output will drop to zero. No base load is required to produce voltage.

'''Note:''' The output at C6 (large grey connector) is not internally fused and not disabled unless power to Pin#1 of C5 is off, or Pin#4 is grounded, but the DC-DC converter can only produce output when the HV bus is energized.

Note on Limitations - The DC-DC system is not designed to charge up a low 12v battery and certainly not one that's completely dead, doing so can damage the inverter/converter. Pin#1 can be tied directly to the same ignition switch signal as the control board receives as this circuit draws only about 6.3mA.

 

== Buck/Boost Converter ==

The inverter also has an onboard buck/boost converter that - when needed - can boost the ~200v battery pack up to 600v to send to the motors, and buck down high voltage generated by the motors in regen mode to recharge the batteries. See 'Charging' section below for how the buck/boost converter has been used for AC charging. See link below for another method of controlling the buck/boost converter.

''Alternative Method:'' [https://openinverter.org/wiki/Operating_the_buck/boost_converter_for_a_low_voltage_CCS_charging_application Control of Prius Gen2 Buck/Boost converter for low voltage CCS charging]

== Inverter Cooling ==

The inverter is liquid cooled, coolant enters at the front and exits the rear of the inverter housing from the o-ring port connected to the Hybrid Synergy Drive (HSD) cooling system reservoir. Some type of circulating pump and radiator are needed to use Toyota inverters, many compact options are available.

== Wiring ==
Details on connectors and terminals have been posted on the IH8MUD website: https://www.ih8mud.com/tech/WireHarnessRepairParts.php

Alternatively, the Toyota wire repair book can be found here: https://www.toyota-tech.eu/wire_harness_rm/RM06H0E.pdf

Please use either or both of the above to identify the connector and terminal numbers needed for your project.
{| class="wikitable"
|+
!Connector
!Male
!Female
|-
|C5
|90980-10988
|90980-10987
|-
|B+ (DC-DC output)
|
|90980-11963
|-
|32-pin connector
|
|TE 1318747-1 (& 1123343-1 for pins)
|-
|28-pin connector (on inverter logic board)
|
|TE 1565380-1 (& 1123343-1 for pins)
|}

== Charging ==
The gen 2 can only charge in buck mode. So maximum charge voltage is limited to the rectified AC input. E.G. From a 230 VAC source the inverter can only charge up to around 320VDC

'''Relevant Parameters'''

Charge mode:Buck

Chargecur: 1.5

Chargekp 20

Chargeki: 10

Chargeflt 2 dig

Charge pwmmin: 10 (Change this to get equivalent to min battery voltage.)

udcswbuck: x (HV bus voltage at which point Ground signal is used to control AC and HV battery relays)

'''Relevant Pins'''

* CSDN (pin 29 on inverter)
** Shuts down high and low IGBTs when fed 12v, via 470R
** When CSDN is HIGH both IGBTs are OFF.
* CPWM(pin 31 on control board, 13 on inverter)
** Enables charge mode when fed 12v via 470R
** When CPWM is HIGH, the LOW side IGBT is on(shorts out battery), when CPWM is LOW the HIGH side IGBT is on.
* Forward and reverse (11 and 12 on control board)
** Both must be high to enable charging
* DCSW switch(15 in control board)
** Controls DC relay switch.

'''Physical setup'''

* 240v AC plugs into two MG1 phases, with a precharge resistor always on.
** Relay controlled by DCSW pin connected to ground side of relay signal wires.
* HV Battery connected with precharge resistor
** Relay controlled from DCSW pin connect to ground side of relay wires.
* CPWM to 12v via 470R resistor. Pulled high to when you want to charge
* CSDN pin to 12v via 470R resistor. Pulled high to when you want to charge
** CSDN pin also tied to DCSW signal pin, which pulls it down when precharge is complete.

'''Process'''

# Fwd and reverse signals high, relays open
# CPWM and CSDN pulled high via 470R .
# Connect AC input voltage with precharge
## DCSW will then close relays and pull down CSDN pin to activate charging.
# Activate buck on charger. (By manual web interface or does just having FWD and Reverse high activate this?
# To stop, can change chargecur to 0 or switch off inverter power.

== Offgrid AC Use ==

There has been moderate success using the Prius Gen 2 inverter to generate AC outlet voltages for offgrid use.

See: https://openinverter.org/forum/viewtopic.php?p=22886

See: https://github.com/jsphuebner/stm32-island

== External Links ==

https://www.youtube.com/watch?v=Xl87abBl9-A - Physical destructive teardown of the Gen2 inverter.

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

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-05T10:11:24Z

MoonUnit: /* Control of the buck/boost converter */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

File:Possible ccs take off.png

2024-03-05T10:02:28Z

MoonUnit:

Possible CCS take off points circled in red

Toyota Prius Gen2 Inverter

2024-03-04T21:21:12Z

MoonUnit: /* Buck/Boost Converter */

[[File:Prius Gen 2 inverter montage.jpg|alt=|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 inverter internals.jpg|alt=|thumb|Internal look at the Prius Gen2 Inverter]]
[[File:Prius Gen 2 Layout.jpg|thumb]]

The Toyota Prius is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Large part availability, Priuses have been made in large numbers for 20 years and spares are inexpensive.
* High affordability. Prius inverters are available for around $150 from scrapyards everywhere.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.
* Respectable performance. Rated for 50kW output, but tested to handle 600v, and [https://www.youtube.com/watch?v=y6mlXahM9B0 350+A for MG2 inverter, 250+A for MG1 inverter], 360kW total (480hp)
* Ease of re-purposing. Emulating the original ECU seems reasonably feasible.

The Gen2 Prius (2004-2009 model years) has a variety of useful components inside the inverter package:
* 2 high power inverters, for the 2 motors MG1 (starter) capable of handling 250 amps, and MG2 (drive motor) capable of handling 350 amps.
* A DC-DC converter to provide 12v and up to 100amps power supply to the automotive systems and accessories.
* A tertiary power inverter to run the A/C, CAN controlled via the "BEAN" (????) network
* A boost module to boost the 200v battery pack up to 500v, which looks to be able to function as a battery charger (wish list for future development)
* See this video for a thorough disassembly and explanation of the Gen2 Inverter (Timestamp 1:15:30): https://www.youtube.com/watch?v=Y7Vm-C4MsW8&t=4531
* See this video for a more brief explanation of the above noted disassembled Gen2 HV System Operation: https://www.youtube.com/watch?v=UxuqHcUbSQ0

Note that there is also a [[Toyota_Prius_Gen3_Board]] for the 2010-2015 model years.

== Replacement Controllers ==

Re-purposing a Prius Gen2 Inverter outside of a Prius is done simply with add-on controllers that replace the vehicle's wiring harness and ECU.

* [[Toyota Prius Gen2 EVBMW Throughhole Board]] - Details on the now-deprecated EVBMW "Blue Pill"-based easy-to-solder controller board, diagrams, instructions, pinouts, etc. Don't use this.
* [[Toyota Prius Gen2 Inverter Controller]] - Details on the newer OpenInverter controller board and kits to repurpose the Gen 2 Prius inverter. Use this.

== 32-pin Prius Inverter Pin mapping ==

Note: Wire colors on the male/female side of the 32-pin "i10" connector do not match. The inverter-side plug uses an almost unique color scheme, but the wiring harness side reuses many colors - unique only to a given shielded cable (of which there are 5), plus some extra unbundled wires. To save time chasing wires, you can find anything in the same bundle, and know the rest by noting which other colors are in that cable. There are also a few loose wires not bundled into a cable or shielded.

Note 2: The 12v supply rail for the "i9" connector also changes color at the wiring harness. The thicker blue loose wire is positive, the thick loose white-black wire is the ground.

Note 3: There is also an enclosure safety connector, this is the thin blue loose wire on the wiring harness.

[[File:Prius_Inverter_-_Pin_Numbering_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_3.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_5.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_4.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_6.jpg|thumb|500x500px|32-pin Prius Inverter Colors]]
[[File:Prius_Inverter_Wire_Colors_7.jpg|thumb|500x500px|32-pin Prius Inverter Harness Connections]]
[[File:Prius_Inverter_Wire_Colors_8.jpg|thumb|500x500px|32-pin Prius Inverter i9 12v DC]]
[[File:Prius_Inverter_Wire_Colors_9.jpg|thumb|500x500px|32-pin Prius Inverter Harness Cables]]

{| class="wikitable"
|-
! Pin # !! Designation !! Description!!Wire Color
(Inverter Side)

(See pictures to the right)
!Wire Color
(Harness Side)
|-
|1||||vacant||
|
|-
|2||GIVA||MG1 Phase Current V||LightGreen
|White - Cable 1
|-
|3|| GIVB ||MG1 Phase Current V|| Purple-Red
|Black - Cable 1
|-
|4|| GUU ||MG1 PWM U - Speed Signal Wave||Blue
|Black - Cable 2
|-
|5|| GVU ||MG1 PWM V - Speed Signal Wave||Blue-Red
|Green - Cable 2
|-
|6|| GWU ||MG1 PWM W - Speed Signal Wave||Yellow
|Yellow - Cable 2
|-
|7|| MIVA || MG2 Phase Current V ||LightGreen-Black
|Green - Cable 3
|-
|8|| MIVB ||MG2 Phase Current V||Purple-Yellow
|White - Cable 3
|-
|9|| MUU ||MG2 PWM U - Speed Signal Wave|| Blue-Black
|Black - Cable 4
|-
|10|| MVU ||MG2 PWM V - Speed Signal Wave|| Blue-Yellow
|White - Cable 4
|-
|11|| MWU ||MG2 PWM W - Speed Signal Wave|| Yellow-Black
|Red - Cable 4
|-
|12|| VH ||Inverter Capacitor Voltage||Purple
|Yellow - Cable 3
|-
|13|| CPWM ||Boost converter PWM switch signal||Blue
|Black - Cable 5
|-
|14|| CT ||Boost converter temperature sensor||Green-Red
|Red - Cable 5
|-
|15|| VL ||Boost converter input voltage||Purple-White
|Yellow - Cable 5
|-
|16|| GINV || Inverter Ground ||Black-White
|Yellow - Cable 4
|-
|17||||vacant||
|
|-
|18|| GIWA ||MG1 Phase Current W||Grey
|Red - Cable 1
|-
|19|| GIWB || MG1 Phase Current W ||Grey-Black
|Green - Cable 1
|-
|20|| GSDN ||MG1 Shutdown||Brown-Black
|Red - Cable 2
|-
|21|| GIVT ||MG1 Inverter Temperature||Green-Black
|White - Cable 2
|-
|22|| GFIV ||MG1 Inverter Fail||White-Grey
|Grey
|-
|23|| MIWA ||MG2 Phase Current W||Grey-Green
|Red - Cable 3
|-
|24|| MIWB ||MG2 Phase Current W||Grey-Red
|Black - Cable 3
|-
|25|| MSDN ||MG2 Shutdown||Brown
|Green - Cable 4
|-
|26|| MIVT ||MG2 Inverter Temperature||Green
|Light Blue - Cable 4
|-
|27|| MFIV ||MG2 Inverter Fail||White
|Green
|-
|28|| OVH ||Overvoltage||Pink
|Brown
|-
|29|| CSDN ||Boost converter shutdown signal||Brown-White
|White - Cable 5
|-
|30|| FCV ||Boost converter fail signal||White-Red
|White
|-
|31|| OVL ||Boost converter over voltage signal||Pink-Blue
|Black
|-
|32|| GCNV ||Boost converter ground||Black-Red
|Green - Cable 5
|}

(Article continues below)

 
[[File:Toyota gen2 dimension.png|thumb]]

== DC-DC Converter ==
[[File:Prius Gen 2 inverter lower casing internals.png|thumb|300x300px|Prius gen 2 inverter lower casing internals]]
[[File:Gen2 Prius DC-DC Connections.jpg|thumb|Prius Gen2 DC-DC connections.|284x284px]]
[[File:Prius GEN 2 C 5 Connector Pinout.png|alt=|thumb|DC-DC converter "C 5" connector]]
The onboard DC-DC Converter is powered by the high voltage traction battery to supply 12v and up to 100A for low-voltage automotive components and 12 battery maintenance, equivalent to an alternator or generator. Direct control of the converter is simple, only one 12v wire connected to Pin#1 of connector "C5" is necessary to activate it, but a second input can be added at Pin#4, to enhance control.

All 6-pin connectors are Yazaki 7283-7062-40, including the resolver connections on the transaxle.

The 6-pin "C5" connector terminal positions and harness-side colors:

{| class="wikitable"
|-
! Pin # !! Designation !! Description !! Wire Color
|-
|1||IGCT|| 12v+ || Blue
|-
|2||ID1|| Not Needed || Purple
|-
|3||S||B+ (opt)|| White
|-
|4||NODD|| 0-5v+ ||Ppl/Gld
|-
|5||VLO||Not Needed||Blue
|-
|6|||| ||Vacant
|}

The case of the inverter must be vehicle ground (12v battery negative terminal), just as an alternator or generator would be.

With the HV bus energized and switched 12v applied to Pin#1 of "C5", the DC-DC will produce 13.2-15.2 Vdc on the large C6 single-conductor connector nearby, which is equivalent to a 12v alternator/generator positive terminal. Depending on voltage applied to pin 4 (if used), output can be tailored; when grounded, it will act as a "KILL" input and DC-DC output will drop to zero. No base load is required to produce voltage.

'''Note:''' The output at C6 (large grey connector) is not internally fused and not disabled unless power to Pin#1 of C5 is off, or Pin#4 is grounded, but the DC-DC converter can only produce output when the HV bus is energized.

Note on Limitations - The DC-DC system is not designed to charge up a low 12v battery and certainly not one that's completely dead, doing so can damage the inverter/converter. Pin#1 can be tied directly to the same ignition switch signal as the control board receives as this circuit draws only about 6.3mA.

 

== Buck/Boost Converter ==

The inverter also has an onboard buck/boost converter that - when needed - can boost the ~200v battery pack up to 600v to send to the motors, and buck down high voltage generated by the motors in regen mode to recharge the batteries. See 'Charging' section below for how the buck/boost converter has been used for AC charging. See link below for another method of controlling the buck/boost converter.

''Main Article:'' [https://openinverter.org/wiki/Operating_the_buck/boost_converter_for_a_low_voltage_CCS_charging_application Control of Buck/Boost converter for low voltage CCS charging]

== Inverter Cooling ==

The inverter is liquid cooled, coolant enters at the front and exits the rear of the inverter housing from the o-ring port connected to the Hybrid Synergy Drive (HSD) cooling system reservoir. Some type of circulating pump and radiator are needed to use Toyota inverters, many compact options are available.

== Wiring ==
Details on connectors and terminals have been posted on the IH8MUD website: https://www.ih8mud.com/tech/WireHarnessRepairParts.php

Alternatively, the Toyota wire repair book can be found here: https://www.toyota-tech.eu/wire_harness_rm/RM06H0E.pdf

Please use either or both of the above to identify the connector and terminal numbers needed for your project.
{| class="wikitable"
|+
!Connector
!Male
!Female
|-
|C5
|90980-10988
|90980-10987
|-
|B+ (DC-DC output)
|
|90980-11963
|-
|32-pin connector
|
|TE 1318747-1 (& 1123343-1 for pins)
|-
|28-pin connector (on inverter logic board)
|
|TE 1565380-1 (& 1123343-1 for pins)
|}

== Charging ==
The gen 2 can only charge in buck mode. So maximum charge voltage is limited to the rectified AC input. E.G. From a 230 VAC source the inverter can only charge up to around 320VDC

'''Relevant Parameters'''

Charge mode:Buck

Chargecur: 1.5

Chargekp 20

Chargeki: 10

Chargeflt 2 dig

Charge pwmmin: 10 (Change this to get equivalent to min battery voltage.)

udcswbuck: x (HV bus voltage at which point Ground signal is used to control AC and HV battery relays)

'''Relevant Pins'''

* CSDN (pin 29 on inverter)
** Shuts down high and low IGBTs when fed 12v, via 470R
** When CSDN is HIGH both IGBTs are OFF.
* CPWM(pin 31 on control board, 13 on inverter)
** Enables charge mode when fed 12v via 470R
** When CPWM is HIGH, the LOW side IGBT is on(shorts out battery), when CPWM is LOW the HIGH side IGBT is on.
* Forward and reverse (11 and 12 on control board)
** Both must be high to enable charging
* DCSW switch(15 in control board)
** Controls DC relay switch.

'''Physical setup'''

* 240v AC plugs into two MG1 phases, with a precharge resistor always on.
** Relay controlled by DCSW pin connected to ground side of relay signal wires.
* HV Battery connected with precharge resistor
** Relay controlled from DCSW pin connect to ground side of relay wires.
* CPWM to 12v via 470R resistor. Pulled high to when you want to charge
* CSDN pin to 12v via 470R resistor. Pulled high to when you want to charge
** CSDN pin also tied to DCSW signal pin, which pulls it down when precharge is complete.

'''Process'''

# Fwd and reverse signals high, relays open
# CPWM and CSDN pulled high via 470R .
# Connect AC input voltage with precharge
## DCSW will then close relays and pull down CSDN pin to activate charging.
# Activate buck on charger. (By manual web interface or does just having FWD and Reverse high activate this?
# To stop, can change chargecur to 0 or switch off inverter power.

== Offgrid AC Use ==

There has been moderate success using the Prius Gen 2 inverter to generate AC outlet voltages for offgrid use.

See: https://openinverter.org/forum/viewtopic.php?p=22886

See: https://github.com/jsphuebner/stm32-island

== External Links ==

https://www.youtube.com/watch?v=Xl87abBl9-A - Physical destructive teardown of the Gen2 inverter.

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

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T21:18:15Z

MoonUnit:

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software.

Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism to feed the "low" voltage from the pack to the DC input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that it's set low from the beginning.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red (confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails in theory without its own pre-charge circuitry but that might not be wise. Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T21:16:12Z

MoonUnit:

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [url][[Toyota Prius Gen2 Inverter]][/url] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software.

Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism to feed the "low" voltage from the pack to the DC input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that it's set low from the beginning.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red (confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails in theory without its own pre-charge circuitry but that might not be wise. Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T21:06:22Z

MoonUnit: new page text

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack.

Step 1 is to demonstrate control of the Prius buck/boost converter.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [url][[Toyota Prius Gen2 Inverter]][/url] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism to feed the low voltage from the pack to the DC input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that it's set low from the beginning.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red (confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to output voltage to the DC bus rails in theory without its own pre-charge circuitry but that might not be wise. Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above).

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [url]https://openinverter.org/forum/viewtopic.php?t=4745<nowiki>t[/url] which may mean a higher rate is possible. More info needed.</nowiki>

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T20:56:04Z

MoonUnit: new page text

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack.

Step 1 is to demonstrate control of the Prius buck/boost converter.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [url][[Toyota Prius Gen2 Inverter]][/url] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism to feed the low voltage from the pack to the DC input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that it's set low from the beginning.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red (confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to output voltage to the DC bus rails in theory without its own pre-charge circuitry but that might not be wise. Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above).

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [url]https://openinverter.org/forum/viewtopic.php?t=4745<nowiki>t[/url] which may mean a higher rate is possible. More info needed.</nowiki>

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T20:53:51Z

MoonUnit: new page text

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack.

Step 1 is to demonstrate control of the Prius buck/boost converter.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [url][[Toyota Prius Gen2 Inverter]][/url] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated voltage sense wire
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|?
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism to feed the low voltage from the pack to the DC input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that it's set low from the beginning.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red (confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to output voltage to the DC bus rails in theory without its own pre-charge circuitry but that might not be wise. Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above).

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [url]https://openinverter.org/forum/viewtopic.php?t=4745<nowiki>t[/url] which may mean a higher rate is possible. More info needed.</nowiki>

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

Operating the buck/boost converter for a low voltage CCS charging application

2024-03-04T20:46:38Z

MoonUnit: new page text

File:Pwm circuit hold low.png

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MoonUnit:

Basic example for holding PWM low at boot up

File:IPM wiring.jpg

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MoonUnit:

block diagram of the buck/boost wiring

Operating the buck/boost converter for a low voltage CCS charging application

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MoonUnit: new page text

File:Clanger boost idea.png

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MoonUnit:

Boosted HV output / EVSE input

File:Prius Gen2 inverter schematic.gif

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MoonUnit:

buck-boost

Toyota Prius Gen2 Inverter

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MoonUnit: /* Boost Converter */

[[File:Prius Gen 2 inverter montage.jpg|alt=|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 inverter internals.jpg|alt=|thumb|Internal look at the Prius Gen2 Inverter]]
[[File:Prius Gen 2 Layout.jpg|thumb]]

The Toyota Prius is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Large part availability, Priuses have been made in large numbers for 20 years and spares are inexpensive.
* High affordability. Prius inverters are available for around $150 from scrapyards everywhere.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.
* Respectable performance. Rated for 50kW output, but tested to handle 600v, and [https://www.youtube.com/watch?v=y6mlXahM9B0 350+A for MG2 inverter, 250+A for MG1 inverter], 360kW total (480hp)
* Ease of re-purposing. Emulating the original ECU seems reasonably feasible.

The Gen2 Prius (2004-2009 model years) has a variety of useful components inside the inverter package:
* 2 high power inverters, for the 2 motors MG1 (starter) capable of handling 250 amps, and MG2 (drive motor) capable of handling 350 amps.
* A DC-DC converter to provide 12v and up to 100amps power supply to the automotive systems and accessories.
* A tertiary power inverter to run the A/C, CAN controlled via the "BEAN" (????) network
* A boost module to boost the 200v battery pack up to 500v, which looks to be able to function as a battery charger (wish list for future development)
* See this video for a thorough disassembly and explanation of the Gen2 Inverter (Timestamp 1:15:30): https://www.youtube.com/watch?v=Y7Vm-C4MsW8&t=4531
* See this video for a more brief explanation of the above noted disassembled Gen2 HV System Operation: https://www.youtube.com/watch?v=UxuqHcUbSQ0

Note that there is also a [[Toyota_Prius_Gen3_Board]] for the 2010-2015 model years.

== Replacement Controllers ==

Re-purposing a Prius Gen2 Inverter outside of a Prius is done simply with add-on controllers that replace the vehicle's wiring harness and ECU.

* [[Toyota Prius Gen2 EVBMW Throughhole Board]] - Details on the now-deprecated EVBMW "Blue Pill"-based easy-to-solder controller board, diagrams, instructions, pinouts, etc. Don't use this.
* [[Toyota Prius Gen2 Inverter Controller]] - Details on the newer OpenInverter controller board and kits to repurpose the Gen 2 Prius inverter. Use this.

== 32-pin Prius Inverter Pin mapping ==

Note: Wire colors on the male/female side of the 32-pin "i10" connector do not match. The inverter-side plug uses an almost unique color scheme, but the wiring harness side reuses many colors - unique only to a given shielded cable (of which there are 5), plus some extra unbundled wires. To save time chasing wires, you can find anything in the same bundle, and know the rest by noting which other colors are in that cable. There are also a few loose wires not bundled into a cable or shielded.

Note 2: The 12v supply rail for the "i9" connector also changes color at the wiring harness. The thicker blue loose wire is positive, the thick loose white-black wire is the ground.

Note 3: There is also an enclosure safety connector, this is the thin blue loose wire on the wiring harness.

[[File:Prius_Inverter_-_Pin_Numbering_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_3.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_2.jpg|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_5.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_4.jpg|thumb|500x500px|32-pin Prius Harness Pin Numbering]]
[[File:Prius_Inverter_Wire_Colors_6.jpg|thumb|500x500px|32-pin Prius Inverter Colors]]
[[File:Prius_Inverter_Wire_Colors_7.jpg|thumb|500x500px|32-pin Prius Inverter Harness Connections]]
[[File:Prius_Inverter_Wire_Colors_8.jpg|thumb|500x500px|32-pin Prius Inverter i9 12v DC]]
[[File:Prius_Inverter_Wire_Colors_9.jpg|thumb|500x500px|32-pin Prius Inverter Harness Cables]]

{| class="wikitable"
|-
! Pin # !! Designation !! Description!!Wire Color
(Inverter Side)

(See pictures to the right)
!Wire Color
(Harness Side)
|-
|1||||vacant||
|
|-
|2||GIVA||MG1 Phase Current V||LightGreen
|White - Cable 1
|-
|3|| GIVB ||MG1 Phase Current V|| Purple-Red
|Black - Cable 1
|-
|4|| GUU ||MG1 PWM U - Speed Signal Wave||Blue
|Black - Cable 2
|-
|5|| GVU ||MG1 PWM V - Speed Signal Wave||Blue-Red
|Green - Cable 2
|-
|6|| GWU ||MG1 PWM W - Speed Signal Wave||Yellow
|Yellow - Cable 2
|-
|7|| MIVA || MG2 Phase Current V ||LightGreen-Black
|Green - Cable 3
|-
|8|| MIVB ||MG2 Phase Current V||Purple-Yellow
|White - Cable 3
|-
|9|| MUU ||MG2 PWM U - Speed Signal Wave|| Blue-Black
|Black - Cable 4
|-
|10|| MVU ||MG2 PWM V - Speed Signal Wave|| Blue-Yellow
|White - Cable 4
|-
|11|| MWU ||MG2 PWM W - Speed Signal Wave|| Yellow-Black
|Red - Cable 4
|-
|12|| VH ||Inverter Capacitor Voltage||Purple
|Yellow - Cable 3
|-
|13|| CPWM ||Boost converter PWM switch signal||Blue
|Black - Cable 5
|-
|14|| CT ||Boost converter temperature sensor||Green-Red
|Red - Cable 5
|-
|15|| VL ||Boost converter input voltage||Purple-White
|Yellow - Cable 5
|-
|16|| GINV || Inverter Ground ||Black-White
|Yellow - Cable 4
|-
|17||||vacant||
|
|-
|18|| GIWA ||MG1 Phase Current W||Grey
|Red - Cable 1
|-
|19|| GIWB || MG1 Phase Current W ||Grey-Black
|Green - Cable 1
|-
|20|| GSDN ||MG1 Shutdown||Brown-Black
|Red - Cable 2
|-
|21|| GIVT ||MG1 Inverter Temperature||Green-Black
|White - Cable 2
|-
|22|| GFIV ||MG1 Inverter Fail||White-Grey
|Grey
|-
|23|| MIWA ||MG2 Phase Current W||Grey-Green
|Red - Cable 3
|-
|24|| MIWB ||MG2 Phase Current W||Grey-Red
|Black - Cable 3
|-
|25|| MSDN ||MG2 Shutdown||Brown
|Green - Cable 4
|-
|26|| MIVT ||MG2 Inverter Temperature||Green
|Light Blue - Cable 4
|-
|27|| MFIV ||MG2 Inverter Fail||White
|Green
|-
|28|| OVH ||Overvoltage||Pink
|Brown
|-
|29|| CSDN ||Boost converter shutdown signal||Brown-White
|White - Cable 5
|-
|30|| FCV ||Boost converter fail signal||White-Red
|White
|-
|31|| OVL ||Boost converter over voltage signal||Pink-Blue
|Black
|-
|32|| GCNV ||Boost converter ground||Black-Red
|Green - Cable 5
|}

(Article continues below)

 
[[File:Toyota gen2 dimension.png|thumb]]

== DC-DC Converter ==
[[File:Prius Gen 2 inverter lower casing internals.png|thumb|300x300px|Prius gen 2 inverter lower casing internals]]
[[File:Gen2 Prius DC-DC Connections.jpg|thumb|Prius Gen2 DC-DC connections.|284x284px]]
[[File:Prius GEN 2 C 5 Connector Pinout.png|alt=|thumb|DC-DC converter "C 5" connector]]
The onboard DC-DC Converter is powered by the high voltage traction battery to supply 12v and up to 100A for low-voltage automotive components and 12 battery maintenance, equivalent to an alternator or generator. Direct control of the converter is simple, only one 12v wire connected to Pin#1 of connector "C5" is necessary to activate it, but a second input can be added at Pin#4, to enhance control.

All 6-pin connectors are Yazaki 7283-7062-40, including the resolver connections on the transaxle.

The 6-pin "C5" connector terminal positions and harness-side colors:

{| class="wikitable"
|-
! Pin # !! Designation !! Description !! Wire Color
|-
|1||IGCT|| 12v+ || Blue
|-
|2||ID1|| Not Needed || Purple
|-
|3||S||B+ (opt)|| White
|-
|4||NODD|| 0-5v+ ||Ppl/Gld
|-
|5||VLO||Not Needed||Blue
|-
|6|||| ||Vacant
|}

The case of the inverter must be vehicle ground (12v battery negative terminal), just as an alternator or generator would be.

With the HV bus energized and switched 12v applied to Pin#1 of "C5", the DC-DC will produce 13.2-15.2 Vdc on the large C6 single-conductor connector nearby, which is equivalent to a 12v alternator/generator positive terminal. Depending on voltage applied to pin 4 (if used), output can be tailored; when grounded, it will act as a "KILL" input and DC-DC output will drop to zero. No base load is required to produce voltage.

'''Note:''' The output at C6 (large grey connector) is not internally fused and not disabled unless power to Pin#1 of C5 is off, or Pin#4 is grounded, but the DC-DC converter can only produce output when the HV bus is energized.

Note on Limitations - The DC-DC system is not designed to charge up a low 12v battery and certainly not one that's completely dead, doing so can damage the inverter/converter. Pin#1 can be tied directly to the same ignition switch signal as the control board receives as this circuit draws only about 6.3mA.

 

== Buck/Boost Converter ==

The inverter also has an onboard buck/boost converter that - when needed - can boost the ~200v battery pack up to 600v to send to the motors, and buck down high voltage generated by the motors in regen mode to recharge the batteries. See 'Charging' section below for how the buck/boost converter has been used for AC charging. See link below for another method of controlling the buck/boost converter.

''Main Article:'' [[Operating the buck/boost converter for a low voltage CCS charging application|Prius Gen2 Boost Converter]]

== Inverter Cooling ==

The inverter is liquid cooled, coolant enters at the front and exits the rear of the inverter housing from the o-ring port connected to the Hybrid Synergy Drive (HSD) cooling system reservoir. Some type of circulating pump and radiator are needed to use Toyota inverters, many compact options are available.

== Wiring ==
Details on connectors and terminals have been posted on the IH8MUD website: https://www.ih8mud.com/tech/WireHarnessRepairParts.php

Alternatively, the Toyota wire repair book can be found here: https://www.toyota-tech.eu/wire_harness_rm/RM06H0E.pdf

Please use either or both of the above to identify the connector and terminal numbers needed for your project.
{| class="wikitable"
|+
!Connector
!Male
!Female
|-
|C5
|90980-10988
|90980-10987
|-
|B+ (DC-DC output)
|
|90980-11963
|-
|32-pin connector
|
|TE 1318747-1 (& 1123343-1 for pins)
|-
|28-pin connector (on inverter logic board)
|
|TE 1565380-1 (& 1123343-1 for pins)
|}

== Charging ==
The gen 2 can only charge in buck mode. So maximum charge voltage is limited to the rectified AC input. E.G. From a 230 VAC source the inverter can only charge up to around 320VDC

'''Relevant Parameters'''

Charge mode:Buck

Chargecur: 1.5

Chargekp 20

Chargeki: 10

Chargeflt 2 dig

Charge pwmmin: 10 (Change this to get equivalent to min battery voltage.)

udcswbuck: x (HV bus voltage at which point Ground signal is used to control AC and HV battery relays)

'''Relevant Pins'''

* CSDN (pin 29 on inverter)
** Shuts down high and low IGBTs when fed 12v, via 470R
** When CSDN is HIGH both IGBTs are OFF.
* CPWM(pin 31 on control board, 13 on inverter)
** Enables charge mode when fed 12v via 470R
** When CPWM is HIGH, the LOW side IGBT is on(shorts out battery), when CPWM is LOW the HIGH side IGBT is on.
* Forward and reverse (11 and 12 on control board)
** Both must be high to enable charging
* DCSW switch(15 in control board)
** Controls DC relay switch.

'''Physical setup'''

* 240v AC plugs into two MG1 phases, with a precharge resistor always on.
** Relay controlled by DCSW pin connected to ground side of relay signal wires.
* HV Battery connected with precharge resistor
** Relay controlled from DCSW pin connect to ground side of relay wires.
* CPWM to 12v via 470R resistor. Pulled high to when you want to charge
* CSDN pin to 12v via 470R resistor. Pulled high to when you want to charge
** CSDN pin also tied to DCSW signal pin, which pulls it down when precharge is complete.

'''Process'''

# Fwd and reverse signals high, relays open
# CPWM and CSDN pulled high via 470R .
# Connect AC input voltage with precharge
## DCSW will then close relays and pull down CSDN pin to activate charging.
# Activate buck on charger. (By manual web interface or does just having FWD and Reverse high activate this?
# To stop, can change chargecur to 0 or switch off inverter power.

== Offgrid AC Use ==

There has been moderate success using the Prius Gen 2 inverter to generate AC outlet voltages for offgrid use.

See: https://openinverter.org/forum/viewtopic.php?p=22886

See: https://github.com/jsphuebner/stm32-island

== External Links ==

https://www.youtube.com/watch?v=Xl87abBl9-A - Physical destructive teardown of the Gen2 inverter.

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