[[File:Prius Board v1.jpg|thumb|Prius Board v1]]

The Toyota Prius Gen2 Board is an open source project to repurpose 2004-2009 Toyota Prius inverters for DIY EV use. It consists of a circuit board and programming that replaces the original logic board in the inverter and allows independent control of it without communicating with a Prius ECU.

Note that there is also a [[Toyota Prius Gen3 Board]] for the 2010-2015 model years.

== Prius Inverter ==
[[File:Prius Gen 2 Inverter.jpg|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 Inverter - Internal.jpg|thumb|Internal look at the Prius Gen2 Inverter]]
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.
* 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 repurposing. 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 power supply to the automotive systems and accessories.
* 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

== Control Board ==

As designed by Damien Maguire, the open source hardware for the control board can be purchased as blank, unpopulated boards on his website: [https://evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/prius-gen-2-inverter-bare-logic-board Prius Gen2 Logic Board on EVBMW's Webshop]

== How To Use ==

The Prius Gen2 Board is suitable to control any (please add: motor types here) motors.

Note: There is a mistake in the printing on the v1 circuitboard. The parts labelled T1, T2, and T3 - which are the small black transistors in the upper right of the board - are all drawn backwards to how they need to be inserted. These parts should be installed with the flat side of the component facing the opposite direction as the printing shows. The flat side should be to the right.

Schematics, Bill of Materials, and other documentation are available on [https://github.com/damienmaguire/Prius-Gen-2-Inverter Damien's Project Github]
(note: flesh out bill of materials here, or post changes to Damien to update his documentation directly?)

The control board utilizes the Blue Pill (link?) microcontroller, and takes advantage of the OpenInverter.org software (link?) for control.

The Logic Board design incorporates the use of the existing inverter Current Sensors - if FOC option is to be used (Gen 2 Transaxle MG2), bandwidth should be a multiple of control loop frequency which is 8.8kHz.

Functionality of the existing resolver is intergrated as well.

Assembly notes?
Blue Pill programming notes or just links to Blue Pill section?

Try to get all the wiring harness bits that plug into the inverter when you purchase it. Else, the 32-pin connector inside the inverter part number is: 1318747-1, and the pins to wire it are: 1123343-1

Terminal Block Connection list (rough, in-progress):

== Wire Connections ==
[[File:Prius Control Board - Wiring Map.png|thumb|700x700px|Prius Control Board - Wiring Map (click to see fullsize details)]]
Control Board Pinout:

{| class="wikitable"
! Pin # !! Designation !! Description
|-
|TB1-1
||12v-in
||Primary 12v supply from ignition on
|-
|TB1-2
|GND
||Primary ground connection to 12v negative. All grounds are common
|-
|TB1-3
|5v VCC
||5V supply from board for use with throttle pot or hall pedal
|-
|TB1-4
|Throttle In
||0-5v variable voltage input from throttle pedal or pot
|-
|TB1-5
|Regen In
||0-5v variable voltage input. Can be used as second throttle channel or control regen from a brake pressure sensor
|-
|TB1-6
|GND
|-
|TB1-7
|Brake In
||12v digital input from brake light switch.
|-
|TB1-8
|Start In
||12v digital input from "Start" position on a traditional ignition switch. Momentary action push button can be used.
|-
|TB1-9
|For In
||12v digital input commands motor to run in forward direction
|-
|TB1-10
|Rev In
||12v digital input commands motor to run in reverse direction
|-
|TB3-1
| +12v VCC
||12v output to inverter IGCT terminal (Not on the 32-pin connector, the red wire on the 2-pin connector next to it).
|-
|TB3-2
|GND
|Common ground, but used to connect to inverter GND terminal (Not on the 32-pin connector, the black wire on 2-pin connector next to it).
|-
|TB3-3
|Phase U ||
Phase U output. Connect to Inverter MUU terminal for MG2 inverter drive or GUU for MG1 inverter drive
|-
|TB3-4
|Phase Y
||Phase V output. Connect to Inverter MVU terminal for MG2 inverter drive or GVU for MG1 inverter drive
|-
|TB3-5
|Phase W
||Phase W output. Connect to Inverter MWU terminal for MG2 inverter drive or GWU for MG1 inverter drive
|-
|TB3-6
|Current U
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-7
|Current Y
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-8
|MG2 Enable
||Connect to Inverter MSDN to run MG2 inverter or GSDN to run MG1 inverter
|-
|TB3-9
|MG2 Fault
||Connect to MFIV for MG2 or GFIV for MG1
|-
|TB3-10
|DC Bus
||Connect to inverter VH to measure DC link voltage
|-
|TB2-1
| +5V VCC
||5v output to encoder for induction motor
|-
|TB2-2
|ENCA In
||Encoder input A
|-
|TB2-3
|ENCB In
||Encoder input B
|-
|TB2-4
|GND
|Encoder ground
|-
|TB2-5
|HS Temp
||Heatsink temp sensor input
|-
|TB2-6
|MOT Temp
||Motor temp sensor input
|-
|TB4-1
|GND
|Common ground
|-
|TB4-2
|Main Con
||Main HV contactor control low side switch
|-
|TB4-3
|Precharge
||HV precharge contactor control low side switch
|-
|TB4-4
| +12 V VCC
||Spare 12v output
|-
|TB4-5
|CAN L
||Can bus low signal
|-
|TB4-6
|CAN H
||Can bus high signal
|}

32-pin Prius Inverter Pinout:
[[File:Prius Inverter - Pin Numbering.png|thumb|500x500px|32-pin Prius Inverter Pin Numbering]]
{| class="wikitable"
|-
! Pin # !! Designation !! Description!!Wire Color
|-
|1|| NC ||Not connected||
|-
|2||GIVA||MG1 Phase Current V|| Example
|-
|3|| GIVB ||MG1 Phase Current V|| Example
|-
|4|| GUU ||MG1 PWM U - Speed Signal Wave|| Example
|-
|5|| GVU ||MG1 PWM V - Speed Signal Wave|| Example
|-
|6|| GWU ||MG1 PWM W - Speed Signal Wave|| Example
|-
|7|| MIVA || MG2 Phase Current V || Example
|-
|8|| MIVB ||MG2 Phase Current V|| Example
|-
|9|| MUU ||MG2 PWM U - Speed Signal Wave|| Example
|-
|10|| MVU ||MG2 PWM V - Speed SIgnal Wave|| Example
|-
|11|| MWU ||MG2 PWM W - Speed Signal Wave|| Example
|-
|12|| VH ||Inverter Capacitor Voltage|| Example
|-
|13|| CPWM ||Boost converter PWM switch signal|| Example
|-
|14|| GSDN ||MG1 Shutdown|| Example
|-
|15|| VL ||Boost converter input voltage|| Example
|-
|16|| GINV || Inverter Ground || Example
|-
|17|| NC || Not connected ||
|-
|18|| GIWA ||MG1 Phase Current W|| Example
|-
|19|| GIWB || MG1 Phase Current W || Example
|-
|20|| CT ||Boost converter temperature sensor|| Example
|-
|21|| GIVT ||MG1 Inverter Temperature|| Example
|-
|22|| GFIV ||MG1 Inverter Fail|| Example
|-
|23|| MIWA ||MG2 Phase Current W|| Example
|-
|24|| MIWB ||MG2 Phase Current W|| Example
|-
|25|| MSDN ||MG2 Shutdown|| Example
|-
|26|| MIVT ||MG2 Inverter Temperature|| Example
|-
|27|| MFIV ||MG2 Inverter Fail|| Example
|-
|28|| OVH ||Overvoltage|| Example
|-
|29|| CSDN ||Boost converter shutdown signal|| Example
|-
|30|| FCV ||Boost converter fail signal|| Example
|-
|31|| OVL ||Boost converter over voltage signal|| Example
|-
|32|| GCNV ||Boost converter ground|| Example
|}

== Additional Inverter / Converter details: ==
[[File:Gen2 Prius DC-DC Connections.jpg|thumb|Prius Gen2 DC-DC connections.]]
Inverter coolant enters at the front and exits the rear of the inverter housing from the o-ring port connected to the HSD cooling system reservoir.

The DC-DC charging connections on the Gen2 Prius Inverter are on the rear, they are "C5" & "C6".

France

2020-04-12T04:48:03Z

RetroZero: Update

Gaining approval for a conversion in France is '''difficult''' (**details required**).

As of 03 April 2020, conversions are now legally possible without requiring authority from the vehicle manufacturer (who almost always said no).

The normal Manufacturers weight specifications need to be respected to with-in +/- 10%. That is total and axle weights.

The conversion must not modify in any way the structure of the vehicule - ie: no cutting and welding. The kit needs to be a bolt in configuration, so reversing to ICE remains possible.

The Engine Management / Onboard Diagnostics requires to remain functionnal - no warning light malfunctions. More importantly, original ABS, Cruise Control, Brake assist etc needs to function as originally intended by the manufacturer.

Important (as of 10 April 2020)
* conversion kits need to be validated by the French Vehicule Testing Body, '''and be presented by a registered 'Retrofit' company''' with Civil and Professionnal liability insurrances (to mention a few) - cost for homologation is anywhere around '''30 000€ or more'''!
* conversions can only be carried out by '''registered''' and certified fitters of kits (speciality garages)
* battery packs need to comply with EU/CE compliance, with an important mention to batteries '''manufactured by certified companies only''' - no home made systems (unless you are willing to pay the costs for certification). This poses a problem for recuperating modules and creating your own battery pack
The association AIRe has been working with the government to construct a 'legal and safe' environnement for conversions, and since the investments and homologation costs are extremley high, the business model is generally to homologate a kit for certain 'mass market' models, and carry out conversions on an industrial basis.

Some 'retrofit companies' are selecting the high end market, proposing kits 'from' 20 000€ to 30 000€ for small city vehicles.

Additional Requirements (from German Legalities link)

== Requirement Summary[edit | edit source] ==
* You must indicate that the car is ready to drive
* The motor mustn't operate while the car is charging
* The chassis must be grounded while charging
* Forward and reverse selection must be clearly indicated (a given when using a stick shift)
* '''The Kw output must be equivalent to between 65% and 100% of original ICE'''
* It must be indicated when your battery runs low
* Warm air must exit the passenger vents
* The brake boost vacuum pump must create sufficient vacuum - will be tested
* Regen must integrate with ESP/ABS - i.e. cut regen when ABS steps into action
* Regen without brake lights must not be stronger than -1.3 m/s²
* Power steering must remain operable
* Even if the main traction battery is depleted the 12V system must stay operational - e.g. hazard lights
* HV cables must have orange color. Either it is orange in the first place or inside an orange tube
* HV must be galvanically isolated from the chassis
* High voltage parts must be covered the they cannot be touched. HV warning stickers must be on any part that has high voltage inside. Cables, connectors etc. must be fit for use in a car.
* At least one battery pole must be interrupted by a relay when the car is turned off. The battery must be fused
* The chassis mustn't be stiffened by your modifications
* The battery must be sufficiently tightened as to not endanger passengers in an accident - more specifically, the battery must withstand when fully charged
** · 2 g in the longitudinal direction
** · 1 g in the latitude direction
** · 1 g in the down/up direction
** · 2 g in the up/down direction
** without exceeding a minimum of 75 % elastic resistance or 50 % mechanical resistance caused by a pulling force (acceleration or de-acceleration)
* EMC must be ensured - see Gerrman Summary for details
* You must create an "emergency map" that displays the location of the battery, HV cables and instructions how to turn off the vehicle
.

.

However, EV Romania ([https://www.evromania.ro/ here]) have provided homologation services for a number of vehicles including the "Electric Vehicle World Tour" van.

In this video EVWT describe the process;

https://youtu.be/FOP_7yxVGLQ

France

2020-04-12T04:10:06Z

RetroZero: Update

France

2020-04-10T08:08:48Z

RetroZero: Update

France

2020-04-10T08:01:11Z

RetroZero: Update of French Laws for EV conversion