openinverter.org wiki - User contributions [en]

Tesla Model 3 Rear Drive Unit

2023-11-10T13:55:23Z

Steveknox: Added power figures

== External Documentation ==
[https://openinverter.org/forum/viewtopic.php?f=10&t=575 Tesla Model 3 Rear Drive Unit Hacking] (forum thread)

https://github.com/damienmaguire/Tesla-Model-3-Drive-Unit (Hardware and reverse engineering details)

https://github.com/jsphuebner/stm32-sine/tree/tesla-m3-gate-driver (STM32 "modboard" firmware dev. branch)

==Part Numbers==

{| class="wikitable"
!Part Number
!Description
!Max Current
!Cars
|-
|1120970-00-F
|(ASY,M3,3DU,REAR,IGBT) - original RWD and/or "binned" Perf
|800A
|Model 3
|-
|1120980-00-G
|(ASY,M3,REAR 3DU,MOSFET,GLOBAL) - early AWD motor
|800A
|Model 3 / Model Y
|-
|1120990-00-G
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - newer AWD motor
|600A
|Model 3 / Model Y
|-
|1120990-00-H
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - newer AWD motor 2021 with few hints on it's actual existence ([2])
|???A
|Model 3 / Model Y
|-
|1120990-00-J
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - current (Jan 2022) AWD (EPC [3])
|???A
|Model 3 / Model Y
|-
|1521365-00-B
|(ASY, REMAN, 3DU-Rear 800 MOSFET) - Remanufactured 1120980-00-G
|800A
|Model 3 / Model Y
|-
|1521487-00-A
|(ASY, REMAN, 3DU-REAR 630 MOSFET) - Remanufactured 1120990-00-G
|600A
|Model 3 / Model Y
|}

[1] Details from https://www.reddit.com/r/teslamotors/comments/ioat3d/rear_motor_efficiency_improvements_980_vs_990/. 
[2] https://www.ebay.de/itm/185026392386 
[3] https://epc.tesla.com/en/catalogs/138/categories/10030/subcategories/42427

== Connectors and Pinouts ==
{| class="wikitable"
|+
!Label
!Description
!Pins
!Compatible Plugs
!Link
|-
|X090
|Inverter connector
|30
|Toyota 90980-12712 (Sumitomo 6189-6987)
|
|-
|?
|Rotor Shaft Resolver
|10 (8 connected)
|TE Connectivity 1-2282337-1
|
|-
|?
|Oil Pump
|3
|TE Connectivity 1-1718644-1
|
|-
|?
|HV connector
|2
|TE Connectivity HC-STAK 90° 2840900-1
|[https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Specification+Or+Standard%7F114-162001%7FJ%7Fpdf%7FEnglish%7FENG_SS_114-162001_J.pdf%7F2840900-1 TE Product Application]
|}

== Power Figures ==
Taken from tesla:

==== RWD Variant ====
Voltage: 350v

Max Power: 239 KW @ 5525 rpm

Max Torque: 420 nm @ 325-5200 rpm

==== AWD Variant ====
Voltage: 335v

Max Power: 203 KW @ 6700 rpm

Max Torque: 330 nm @ 325-5200 rpm

==== Performance Variant ====
Voltage: 320v

Max Power: 219 KW @ 5075 rpm

Max Torque: 420 nm @ 325-4800 rpm

== Mechanical Specification ==
Max rotor speed: 18,447 rpm

Input shaft gear: 31 teeth

Counter shaft input: 81 teeth

Counter shaft output: 24 teeth

Ring gear: 83 teeth

Gearbox Ratio: (81/31) * (83/24) = 9.036

Details from https://www.youtube.com/watch?v=SRUrB7ruh-8.

== Inverter Components ==
{| class="wikitable"
|+
!Manufacturer
!Part No
!Description
!Quantity
!Datasheet
|-
|ST
|ST GK026
|SiC FET drive transistors
|24
|https://www.st.com/en/power-transistors/sctw100n65g2ag.html (?)
|-
|ST
|STGAP1AS
|Gate Drivers
|6
|https://www.st.com/en/power-management/stgap1as.html
|-
|ST
|STD46P4LLF6
|P-channel Power MOSFET 40V
|6
|https://www.st.com/en/power-transistors/std46p4llf6.html
|-
|Infineon
|3N0408
|N-channel Power Transistor
|6
|
|-
|TI
|TMS320F28377DPTPQ
|C2000 Delfino MCU
|1
|[https://www.ti.com/lit/gpn/tms320f28377d TMS320F2837xD Dual-Core Microcontrollers Datasheet]
[https://www.ti.com/lit/ug/spruhm8i/spruhm8i.pdf TMS320F2837xD Dual-Core Microcontrollers Technical Reference Manual]
|-
|On Semi
|TCA0372BDW
|Resolver amplifier
|1
|https://www.onsemi.com/pdf/datasheet/tca0372-d.pdf
|-
|TI
|LMV844
|Temperature sensor amplifier
|1
|https://www.ti.com/lit/gpn/lmv844
|-
|Microchip
|25LC256E
|EEPROM
|1
|http://ww1.microchip.com/downloads/en/DeviceDoc/20005715A.pdf
|-
|TI
|SN65HVD1040A
|CAN Transceiver
|2
|https://www.ti.com/lit/ds/symlink/sn65hvd1040a-q1.pdf
|-
|NXP
|TJA1021
|LIN Transceiver
|1
|https://www.nxp.com/docs/en/data-sheet/TJA1021.pdf
|-
|Broadcom
|ACPL-C87BT-000E
|DC HV sense
|1
|https://docs.broadcom.com/docs/AV02-3564EN
|-
|Infineon
|TLF35584QVVS2
|DC-DC Power and system watchdog
|1
|https://uk.farnell.com/infineon/tlf35584qvvs1xuma2/multi-volt-pwr-supply-ic-40-to/dp/3155085
|-
|TDK
|VGT22EPC-222S6A12
|DC-DC Transformer (gate drive?)
|1
|https://product.tdk.com/en/search/transformer/transformer/gate-drive/info?part_no=VGT22EPC-200S6A12
|}
Details from https://www.youtube.com/watch?v=l6dV2re3rtM.

[[Category:OEM]] [[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [Category:Gearbox]]

Tesla Model 3 Front Drive Unit

2023-11-10T13:51:11Z

Steveknox: Added power figures

[https://openinverter.org/forum/viewtopic.php?f=10&t=576 Tesla Model 3 Front Drive Unit Hacking]

[Category:Gearbox]]

=== Power Specifications from tesla: ===

==== Standard Model ====

* Voltage: 350V

* Max Power: 121KW @ 8275 rpm
* Max Torque: 163NM @ 125-8375 rpm

==== Performance Model ====

* Voltage: 335V

* Max Power: 158KW @ 8275 rpm
* Max Torque: 240NM @ 125-8375 rpm

[[Category:OEM]]
[[Category:Tesla]]
[[Category:Motor]]
[[Category:Inverter]]

EV Conversion Parts

2023-06-05T07:06:54Z

Steveknox: Added info on the VAG vacuum pump including connector part number

== Motors ==

=== AC Induction Motors ===
* Siemens 1PV5135-4WS14

=== PMSM (Permanent Magnet Synchronous Motors) ===
These Requires [[Using FOC Software|FOC Firmware]].
* [[Configuration Files#Nissan Leaf Motor|Nissan Leaf EM57 (Gen 2)]]
* [[Configuration Files#Nissan Leaf Motor|Nissan Leaf EM61]] (Gen 1)
* Remy HVH-250

 There is a more general [[Motor List|motor list]] as well.

== Batteries ==
See the [[Batteries]] page for additional information.

CALB 
LG Chem - [[BMW Hybrid Battery Pack|BMW Hybrid]] 
LG Chem - BMW I3 
LG Chem - Chevy Volt 
LG Chem - Chrysler Pacifica Hybrid 
Tesla 

== Brakes ==

=== '''Vacuum Boosted''' ===

===== '''Vacuum Pumps''' =====
Vacuum pumps are available via several OEM and 3rd party manufacturers. Some options may include:
* [https://leedbrakes.com/p-33752-leed-brakes-bandit-series-vacuum-pump-kits.html Leed Brakes Bandit series] (apparently runs quiet)
* [https://www.aeroflowperformance.com/af49-1050-twin-piston-brake-vacuum-pump Aeroflow Performance Twin Piston Vacuum Pump Kit]
* The VAG 1J0612181B is a cheap and readily available pump used by VAG cars.
** These us 3 pins: +12v, Gnd and a sensing wire, which when brought to ground stops the pump.
** The part number for the relay on the side is: 1j0919433b
** The part number for the relay's connector is: 1J0 973 733

==== '''Vacuum Sensors:''' ====
* BOSCH 0 265 005 331 / 13581083
** Pin 3 - 5V
** Pin 2 - Gnd
** Pin 1 - Value - 0.48v under no vacuum
** Seems to have checkvalve built in.

=== '''Electrically Boosted:''' ===
There are a couple of options for electrically boosted braking systems, with one of the most popular being the [https://www.bosch-mobility-solutions.com/en/products-and-services/passenger-cars-and-light-commercial-vehicles/driving-safety-systems/brake-booster/ibooster/ Bosch iBooster].

More info on using the iBooster is available [https://www.evcreate.nl/electric-power-brakes/ here], and pinouts for the Tesla versions [https://www.evcreate.nl/wiring-the-tesla-ibooster/ here]

==== iBooster gen1 connectors: ====
Main connector (26-pin): Bosch "EuCon" 26p

* Main housing: 1928405762
* Cover: 1928405765
* Pins: Bosch BTC Terminal
** 1928498807 - BTC 4.8 / Terminal Sn / > 2.5 - 4.0 mm² (main power: pins 1 & 9)
** 1928498806 - BTC 2.8 / Terminal Sn / 1.5 - 2.5 mm² (constant power: pin 17)
** 1928498705 - BTC 1.5 / Terminal Sn / 0.35 - 0.5 mm² (ignition power: pin 20; signal pins 2, 8, 22, 23)
** 1928498805 - BTC 1.5 / Terminal Sn / 0.5 - 1.0 mm² (larger diameter alternative to 1928498705 above)
* Seals: Bosch BTC
** 1928301086 - BTC 4.8 / Seal / Blue (∅ 3.4 - ∅ 3.7 mm)
** 1928301206 - BTC 2.8 / Seal / Reddish Brown (∅ 2.0 - ∅ 2.7 mm)
** 1928301083 - BTC 1.5 / Seal / Grey (∅ 1.6 - ∅ 1.9 mm)
* Plugs: Bosch BTC
** 1928301207 - BTC 2.8 / Plug / Green
** 1928301087 - BTC 1.5 / Plug / White

Sensor connector (4-pin): TE MQS

* Housing: 1-967640-1
* Pins: 5-965906-5 (20 - 18 AWG)
* Seals: 1-967067-1 (∅ 1.4 - ∅ 2.1 mm)

==== iBooster Sourcing ====
{| class="wikitable"
|+VAG (VW, Audi, Porsche) part numbers:
!Part Number
!Generation
!Models available in
|-
|[https://parts.vw.com/p/65932554/5QE614105AH.html 5QE614105AH]
|
|Volkswagen e-Golf (2016-2018)
Audi A3 Sportback e-tron (2017)
|-
|5QE614105AK
|Gen 1
|Volkswagen e-Golf (2016-2018)
Volkswagen Passat GTE (2017)

Volkswagen Golf GTE (2017)
|-
|[https://parts.vw.com/p/74221192/5QE614105AN.html 5QE614105AN]
|Gen 2
|Volkswagen e-Golf (2018-2019)
|-
|[https://parts.vw.com/p/71928656/5QE614105AQ.html 5QE614105AQ]
|Gen 2
|Volkswagen e-Golf (2018-2019)
|-
|[https://parts.vw.com/p/65932554/5QE614105S.html 5QE614105S]
|
|Volkswagen e-Golf (2016-2018)
Audi A3 Sportback e-tron (2017)
|}
{| class="wikitable"
|+Tesla part numbers:
!Part Number
!Generation
!Models available in
|-
|1037123-00-A
|Gen 1
|Tesla Model S
Tesla Model X
|-
|1037123-00-B
|Gen 1
|Tesla Model S
Tesla Model X
|-
|1044671-00-D
|
|Tesla Model 3
|-
|1044671-00-E
|Gen 2
|Tesla Model 3
|}
An alternative list (mostly the same) of iBooster donors can be found here: https://www.evcreate.nl/ibooster-donor-vehicles/

== Charger ==
[[Battery Charging|Built-In]] 
Chevy Volt / Lear 
[[Tesla Model S/X Charger|Tesla Gen 2 10kW(?)]] 
[[Tesla Model 3 Charger/DCDC ("PCS")|Tesla PCS]]

[[Mitsubishi Outlander PHEV]]

== Contactors ==
[[Panasonic AEV14012 Contactor|Panasonic AEV14012]]

== DC/DC ==
Chevy Volt / Lear 
Prius Inverters

tesla model s

== High Voltage Junction Box ==
Building a junction box

== Power Steering ==
[[Opel Electric Power Steering Column]]

[[Opel Power Steering Pump]]

[[Toyota Prius Electric Power Assist Steering]]

[[VW Electromechanical Power Steering Rack]]

Toyota Prius Gen2 Board

2021-10-21T07:13:11Z

Steveknox: Added a table with part numbers for the different connectors and housings.

[[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, Prii 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

== 32-pin Prius Inverter Pin mapping ==
[[File:Prius Inverter - Pin Numbering.png|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]]

{| 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
|-
|3|| GIVB ||MG1 Phase Current V|| Purple-Red
|Black
|-
|4|| GUU ||MG1 PWM U - Speed Signal Wave||Blue
|Black
|-
|5|| GVU ||MG1 PWM V - Speed Signal Wave||Blue-Red
|Green
|-
|6|| GWU ||MG1 PWM W - Speed Signal Wave||Yellow
|Yellow
|-
|7|| MIVA || MG2 Phase Current V ||LIghtGreen-Black
|Green
|-
|8|| MIVB ||MG2 Phase Current V||Purple-Yellow
|White
|-
|9|| MUU ||MG2 PWM U - Speed Signal Wave|| Blue-Black
|Black
|-
|10|| MVU ||MG2 PWM V - Speed SIgnal Wave|| Blue-Yellow
|White
|-
|11|| MWU ||MG2 PWM W - Speed Signal Wave|| Yellow-Black
|Red
|-
|12|| VH ||Inverter Capacitor Voltage||Purple
|Yellow
|-
|13|| CPWM ||Boost converter PWM switch signal||Blue
|Black
|-
|14|| CT ||Boost converter temperature sensor||Green-Red
|Red
|-
|15|| VL ||Boost converter input voltage||Purple-White
|Yellow
|-
|16|| GINV || Inverter Ground ||Black-White
|Yellow
|-
|17||||vacant||
|
|-
|18|| GIWA ||MG1 Phase Current W||Grey
|Red
|-
|19|| GIWB || MG1 Phase Current W ||Grey-Black
|Green
|-
|20|| GSDN ||MG1 Shutdown||Brown-Black
|Red
|-
|21|| GIVT ||MG1 Inverter Temperature||Green-Black
|White
|-
|22|| GFIV ||MG1 Inverter Fail||White-Grey
|Grey
|-
|23|| MIWA ||MG2 Phase Current W||Grey-Green
|Red
|-
|24|| MIWB ||MG2 Phase Current W||Grey-Red
|Black
|-
|25|| MSDN ||MG2 Shutdown||Brown
|Green
|-
|26|| MIVT ||MG2 Inverter Temperature||Green
|Light Blue
|-
|27|| MFIV ||MG2 Inverter Fail||White
|Green
|-
|28|| OVH ||Overvoltage||Pink
|Brown
|-
|29|| CSDN ||Boost converter shutdown signal||Brown-White
|White
|-
|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
|}

== DC-DC Converter ==
[[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.

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.

== 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
|90980-10987
|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)
|}

== Through Hole Control Board ==
[[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, connected to 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.

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 circuit board. 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?)
[[File:Prius Gen 2 inverter lower casing internals.png|thumb|300x300px|Prius gen 2 inverter lower casing internals]]
The control board utilizes the Blue Pill (link?) micro controller, and takes advantage of the OpenInverter.org software (link?) for control. It is also connected from the outside via the main (32 pin white) OEM connector - try to retrieve this connector and part of wiring loom when sourcing your inverter. Picture of connector further down in wiki.

The control 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. (link to how to modify original setup?)

Functionality of the existing resolver is integrated 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 Diagram.jpg|alt=|thumb|700x700px|Prius Control Board - Wiring Map (click to see fullsize details)]]
'''Control Board Pin mapping:'''

{| 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
|}

== New '''SMD control board''' with enclosure and designated pinouts ==
Please add pictures and description.

'''Enclosure Details'''
{| class="wikitable"
|+The SMD board was designed to work the the following enclosure and connectors:
!Description
!Part Number
!Data Sheet
|-
|Cinch Header 12 + 20
|5810132011
|https://www.mouser.co.uk/datasheet/2/643/Bel_07192016_Modice%20ME-MX-1216545.pdf
|-
|Modice Enclosure
|5810130075
|https://www.mouser.co.uk/datasheet/2/643/dr-CCS-ICE-5810130065-75-1551287.pdf
|-
|Molex 12-Pin Connector
|0334721202
|https://www.mouser.co.uk/datasheet/2/276/0334721202_CRIMP_HOUSINGS-162938.pdf
|-
|Molex 20-Pin Connector
|0334722001
|https://www.mouser.co.uk/datasheet/2/276/0334722001_CRIMP_HOUSINGS-162940.pdf
|-
|WIFI Module
|MOD-WIFI-ESP8266
|https://www.ebay.co.uk/itm/194313893813?epid=2280174677&hash=item2d3e02b7b5:g:v-MAAOSw4ulhJ1wg
|-
|WIFI Pins
|10-way IDC Box Header Connector
|https://www.ebay.co.uk/itm/153727472406
|}
Pin Mapping - Note : Smaller 12-pin socket is the interface to the inverter & 20-pin to the motor
[[File:32 Pin Main Inverter connector .png|thumb|32 Pin Main white connector Gen 2 Inverter emplacement]]
'''20 - Pin socket'''

Pin#01 - ENC_B/S3

Pin#02 - S1S4

Pin#03 - ENC_A/S2

Pin#04 - R1

Pin#05 - R2

Pin#06 - 5V

Pin#07 - THROTTLE 1

Pin#08 - THROTTLE 2
[[File:VCU to Prius Gen2 v1.1.png|alt=|thumb|VCU to Prius Gen2 wiring v1.1]]
Pin#09 - START_IN (12V)

Pin#10 - BRAKE_IN (12V)
[[File:Adapter board pin outs.png|thumb|Adapter Board Pin out locations]]
Pin#11 - FORWARD_IN (12V) (1, 2 or 3 way switch)

Pin#12 - REVERSE_IN (12V) (1, 2 or 3 way switch)

Pin#13 - Motor Temp -

Pin#14 - Motor Temp +

Pin#15 - DC (HV) Switch Control (Ground signal)

Pin#16 - Pre-ChARGE Control (Ground signal)

Pin#17 - CAN L

Pin#18 - CAN H

Pin#19 - Ground

Pin#20 - 12V "Ignition"

'''12 - Pin socket ( starts at pin number #21) - Corresponding pin on Main White 32 pin Inverter connector is in brackets.'''

Pin#21 - GIVA (2)

Pin#22 - MIVA (7)

Pin#23 - GIWA (18)

Pin#24 - MIWA (23)

Pin#25 - VH (12)

Pin#26 - MIVT (26)

Pin#27 - MFIV (27)

'''Pin#28 - MUU (9)'''

'''Pin#29 - MVU (10)'''

'''Pin#30 - MWU (11)'''

'''Pin#31 - CPWM (13)'''

Pin#32 - GINV/GCNV (16/32)

Connect MSDN Pin#25 in inverter (not 25 on controller) permanently to 12V to enable the MG2 Inverter (can be tied to same 12v source as "I9")

Connect CPWM to 12V via a 470 Ohm resistor for charge mode.

Connect the 2-pole white power connector ("I9") inside inverter to 12V and Ground to power up inverter electronics.

Make sure to connect Pin #32 and GINV/GCNV to vehicle ground.

'''<big>Initial Set up</big>'''

'''Step 1''' : Solder relevant (and included) connector pins to the Adapter Board

'''Step 2''' : Plug in Wifi Adapter and connect ONLY Pin#19 - GROUND and Pin#20 - 12 Volts power supply

Confirm PWR LED lights up along with WIFI LED. Confirm ALIVE LED flashes.

'''Step 3''' : Connect computer/laptop to the wifi network (Example - Inverter 7)

'''Step 4''' : Go to browser toolbar and type in 192.168.4.1 + Enter. (allow pop ups/Trusted site). Confirm Web based Interface appears and list of parameters appear.

If parameters appear, you are now connected to the Adapter board and the Web based Interface - Congratulations - You are now in the Matrix !

'''Step 5''' : Wire up '''12 Pin SMD''' board connector to corresponding '''32 Pin Inverter''' connector, permanent 12 volt supply to Pin #25 (MSDN) of Inverter, and 12V and Ground to 2-pole Inverter connector (next to main 32 pin white connector)

'''Step 6''' : Connect fused 12 volt and Ground to HV Inputs (battery), along with 55 watt light bulb in series (resistor) on the Positive line

'''Step 7''' : Connect fused 12 volt power supply for SMD board , Pin #25, and Inverter 2-pole connector - You are now set up for basic Open Loop motor spinning!

'''Step 8''' : Connect 21 watt light bulbs in Delta connection to the 3 PWM outputs in Inverter ('''no motor''') - https://openinverter.org/forum/download/file.php?id=4273&mode=view

'''Step 9''' : Web Interface Basic parameters set up - to confirm PWM outputs : Full boost with 12v supply, default forward, ampnom @ 70%, and fslipspnt @1 Hz. Select - "'''Start Inverter in Manual Mode'''" Confirm flashing lights.

'''Step 10''' : Connect motor phase wires to inverter PWM outputs. Repeat Step 9 and change "fslipspnt" by 1 unit at a time, until motor spins smoothly. (I noticed Light bulb resistor on HV line lights up when no spinning) along with high current values. Once you have the motor spinning, continue to increase the "fslipspnt" value whilst monitoring the current (ampmeter on PWM output wire) You will also notice the light bulb starting to fade untill there is no more light. Optimal motor spinning in Open Loop Mode ! (these values are related to a 12 volt HV supply - re using these parameters is still to be verified at greater supply voltages)

== Software ==

The Control Board runs Open Inverter software. A set of known-good default inverter parameters can be found here: https://openinverter.org/wiki/Configuration_Files#Toyota_Prius_Gen2_Inverter

'''''Do NOT program a deadtime value for the Gen2 inverter.''''' It only uses 1 PWM per phase and the inverter itself generates a low-side and high-side signal WITH deadtime.

== 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.

Lexus GS450h Drivetrain

2021-10-20T12:23:09Z

Steveknox: Update details about the wifi settings on boards from October 2020 onwards

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

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

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

== GS450h Inverter ==

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

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

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

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

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

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

Weight: 40 LBs

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

The metal case is the ground.

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

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

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

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

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

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

Bolts (4) 90080-10197 $2.76 ea

Gasket (1) 35142-30010 $14

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now reverse torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

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

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

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

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