https://openinverter.org/wiki/api.php?action=feedcontributions&feedformat=atom&user=Xp677openinverter.org wiki - User contributions [en]2026-04-29T10:27:56ZUser contributionsMediaWiki 1.43.1https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=690Lexus GS450h Drivetrain2020-06-03T14:40:05Z<p>Xp677: 650v is not required...........</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* 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).<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
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.<br />
<br />
'''<u>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.</u>'''<br />
<br />
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.<br />
<br />
== GS450h Converter ==<br />
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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393<br />
<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
<br />
Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.<br />
<br />
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)<br />
<br />
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)<br />
<br />
=== The Oil Pump ===<br />
<figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline><br />
<figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline><br />
<figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline><br />
<figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline><br />
<br />
The metal case is the ground.<br />
<br />
Black (pin 6) is PWM in from your controller.<br />
<br />
Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
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.<br />
<br />
<br />
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.<br />
<br />
Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:<br />
{| class="wikitable"<br />
|+<br />
!Image<br />
!Part No.<br />
!Item<br />
!Quantity<br />
|-<br />
|[[File:036638-0002.jpg|center|frameless|80x80px]]<br />
|036638-0002<br />
|CMC header connector 48pin<br />
|1<br />
|-<br />
|[[File:064320-1311.jpg|center|frameless|80x80px]]<br />
|064320-1311<br />
|CMC receptacle 48pin<br />
|1<br />
|-<br />
|[[File:064320-1301.jpg|center|frameless|80x80px]]<br />
|064320-1301<br />
|CMC wire cap<br />
|1<br />
|-<br />
|[[File:064323-1039.jpg|center|frameless|80x80px]]<br />
|064323-1039<br />
|CP terminal<br />
|4<br />
|-<br />
|[[File:064323-1029.jpg|center|frameless|80x80px]]<br />
|064323-1029<br />
|CP terminal<br />
|32<br />
|-<br />
|[[File:064325-1010.jpg|center|frameless|80x80px]]<br />
|064325-1010<br />
|CMC plug<br />
|8<br />
|-<br />
|[[File:064325-1023.jpg|center|frameless|80x80px]]<br />
|064325-1023<br />
|CMC plug<br />
|4<br />
|}<br />
<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Two connectors located on the left side of the transmission by the bell housing.<br />
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
* 5810130065 (Enclosure)<br />
For partially populated board, these additional parts are required:<br />
* 5810140011 (Header, 40 Pos)<br />
* 75867-101LF (CONN1, Header for WiFi module)<br />
* 5787834-1 (CONN2, USB 2.0 receptacle)<br />
* TR10S05 (IC10, 5V DC/DC converter)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=689Lexus GS450h Drivetrain2020-06-03T14:36:58Z<p>Xp677: /* GS450h Inverter */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* 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).<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
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.<br />
<br />
'''<u>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.</u>'''<br />
<br />
== GS450h Converter ==<br />
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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393<br />
<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
<br />
Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.<br />
<br />
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)<br />
<br />
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)<br />
<br />
=== The Oil Pump ===<br />
<figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline><br />
<figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline><br />
<figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline><br />
<figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline><br />
<br />
The metal case is the ground.<br />
<br />
Black (pin 6) is PWM in from your controller.<br />
<br />
Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
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.<br />
<br />
<br />
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.<br />
<br />
Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:<br />
{| class="wikitable"<br />
|+<br />
!Image<br />
!Part No.<br />
!Item<br />
!Quantity<br />
|-<br />
|[[File:036638-0002.jpg|center|frameless|80x80px]]<br />
|036638-0002<br />
|CMC header connector 48pin<br />
|1<br />
|-<br />
|[[File:064320-1311.jpg|center|frameless|80x80px]]<br />
|064320-1311<br />
|CMC receptacle 48pin<br />
|1<br />
|-<br />
|[[File:064320-1301.jpg|center|frameless|80x80px]]<br />
|064320-1301<br />
|CMC wire cap<br />
|1<br />
|-<br />
|[[File:064323-1039.jpg|center|frameless|80x80px]]<br />
|064323-1039<br />
|CP terminal<br />
|4<br />
|-<br />
|[[File:064323-1029.jpg|center|frameless|80x80px]]<br />
|064323-1029<br />
|CP terminal<br />
|32<br />
|-<br />
|[[File:064325-1010.jpg|center|frameless|80x80px]]<br />
|064325-1010<br />
|CMC plug<br />
|8<br />
|-<br />
|[[File:064325-1023.jpg|center|frameless|80x80px]]<br />
|064325-1023<br />
|CMC plug<br />
|4<br />
|}<br />
<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Two connectors located on the left side of the transmission by the bell housing.<br />
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
* 5810130065 (Enclosure)<br />
For partially populated board, these additional parts are required:<br />
* 5810140011 (Header, 40 Pos)<br />
* 75867-101LF (CONN1, Header for WiFi module)<br />
* 5787834-1 (CONN2, USB 2.0 receptacle)<br />
* TR10S05 (IC10, 5V DC/DC converter)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=628Lexus GS450h Drivetrain2020-05-16T22:13:00Z<p>Xp677: /* The Oil Pump */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393<br />
<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
[[File:Oil Pump.png|thumb|193x193px|Oil Pump]]<br />
Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.<br />
<br />
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)<br />
<br />
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)<br />
<br />
=== The Oil Pump ===<br />
Black is PWM in from your controller.<br />
[[File:Oil Pump2.png|thumb|190x190px|Oil Pump 2]]<br />
Brown is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
The fat blue wire 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.<br />
<br />
The metal case is the ground.<br />
<br />
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.<br />
<br />
Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:<br />
{| class="wikitable"<br />
|+<br />
!Image<br />
!Part No.<br />
!Item<br />
!Quantity<br />
|-<br />
|[[File:036638-0002.jpg|center|frameless|80x80px]]<br />
|036638-0002<br />
|CMC header connector 48pin<br />
|1<br />
|-<br />
|[[File:064320-1311.jpg|center|frameless|80x80px]]<br />
|064320-1311<br />
|CMC receptacle 48pin<br />
|1<br />
|-<br />
|[[File:064320-1301.jpg|center|frameless|80x80px]]<br />
|064320-1301<br />
|CMC wire cap<br />
|1<br />
|-<br />
|[[File:064323-1039.jpg|center|frameless|80x80px]]<br />
|064323-1039<br />
|CP terminal<br />
|4<br />
|-<br />
|[[File:064323-1029.jpg|center|frameless|80x80px]]<br />
|064323-1029<br />
|CP terminal<br />
|32<br />
|-<br />
|[[File:064325-1010.jpg|center|frameless|80x80px]]<br />
|064325-1010<br />
|CMC plug<br />
|8<br />
|-<br />
|[[File:064325-1023.jpg|center|frameless|80x80px]]<br />
|064325-1023<br />
|CMC plug<br />
|4<br />
|}<br />
[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|thumb|153x153px|Connector - A55 Oil Pump Motor Controller 90980–12483]]<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Two connectors located on the left side of the transmission by the bell housing.<br />
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=609Lexus GS450h Drivetrain2020-05-12T19:13:00Z<p>Xp677: /* GS450h Transmission */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393<br />
<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
[[File:Oil Pump.png|thumb|193x193px|Oil Pump]]<br />
Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.<br />
<br />
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)<br />
<br />
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)<br />
<br />
=== The Oil Pump ===<br />
Black is PWM in from your controller.<br />
[[File:Oil Pump2.png|thumb|190x190px|Oil Pump 2]]<br />
Brown is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
The fat blue wire 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.<br />
<br />
The metal case is the ground.<br />
<br />
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.<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|thumb|153x153px|Connector - A55 Oil Pump Motor Controller 90980–12483]]<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Located on the left side of the transmission by the bell housing.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=587Lexus GS450h Drivetrain2020-05-02T13:04:41Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
For technical analysis of this unit, see pages 14-47 of this document: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki><br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393<br />
<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
[[File:Oil Pump.png|thumb|193x193px|Oil Pump]]<br />
Weight 128kg.<br />
<br />
=== The Oil Pump ===<br />
Black is PWM in from your controller.<br />
[[File:Oil Pump2.png|thumb|190x190px|Oil Pump 2]]<br />
Brown is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
The fat blue wire 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.<br />
<br />
The metal case is the ground.<br />
<br />
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.<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|thumb|153x153px|Connector - A55 Oil Pump Motor Controller 90980–12483]]<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Located on the left side of the transmission by the bell housing.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=584Lexus GS450h Drivetrain2020-05-01T22:11:14Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
[[File:Oil Pump.png|thumb|193x193px|Oil Pump]]<br />
Weight 128kg.<br />
<br />
=== The Oil Pump ===<br />
Black is PWM in from your controller.<br />
[[File:Oil Pump2.png|thumb|190x190px|Oil Pump 2]]<br />
Brown is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
The fat blue wire 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.<br />
<br />
The metal case is the ground.<br />
<br />
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.<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|thumb|153x153px|Connector - A55 Oil Pump Motor Controller 90980–12483]]<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Located on the left side of the transmission by the bell housing.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=File:Connector_-_A55_Oil_Pump_Motor_Controller_90980%E2%80%9312483.png&diff=583File:Connector - A55 Oil Pump Motor Controller 90980–12483.png2020-05-01T22:10:39Z<p>Xp677: </p>
<hr />
<div>Connector - A55 Oil Pump Motor Controller 90980–12483</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=565Lexus GS450h Drivetrain2020-04-29T15:14:53Z<p>Xp677: /* GS450h Transmission */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
[[File:Oil Pump.png|thumb|193x193px|Oil Pump]]<br />
Weight 128kg.<br />
<br />
=== The Oil Pump ===<br />
Black is PWM in from your controller.<br />
[[File:Oil Pump2.png|thumb|190x190px|Oil Pump 2]]<br />
Brown is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.<br />
<br />
The fat blue wire 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.<br />
<br />
The metal case is the ground.<br />
<br />
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.<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Located on the left side of the transmission by the bell housing.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=File:Oil_Pump2.png&diff=564File:Oil Pump2.png2020-04-29T15:13:48Z<p>Xp677: </p>
<hr />
<div>Oil Pump2</div>Xp677https://openinverter.org/wiki/index.php?title=File:Oil_Pump.png&diff=563File:Oil Pump.png2020-04-29T15:13:19Z<p>Xp677: </p>
<hr />
<div>Oil Pump</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=502Lexus GS450h Drivetrain2020-04-01T20:41:54Z<p>Xp677: /* GS450h Transmission */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
=== Dimensions ===<br />
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.<br />
<br />
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.<br />
<br />
Overall length including tailshaft, output flange, and pilot shaft, is 82cm.<br />
<br />
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)<br />
<br />
Weight feels like in excess of 100kg, I'd say closer to 120-150kg.<br />
<br />
== Wiring Harness Connectors ==<br />
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)<br />
{| class="wikitable"<br />
|+Inverter Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Inverter interface connector (A62) <br />
|90980–12630<br />
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Transmission Connectors<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|ECT Solenoid (E83) <br />
|Sumitomo 6189-1092 <br />
|Located on the left hand side of the transmission above the oil pan.<br />
|<br />
|-<br />
|Shift Lever Position Sensor (E80)<br />
|Sumitomo 90980-12362 <br />
|Located on the right side of the transmission next to the shift lever inhibitor switch.<br />
|<br />
|-<br />
|MG1 & MG2 Resolver(s) (E81 & E82) <br />
|Sumitomo 6189-1240 <br />
|Located on the left side of the transmission by the bell housing.<br />
|<br />
|}<br />
{| class="wikitable"<br />
|+Oil Pump & Oil Pump Motor Controller<br />
!Connector<br />
!Part No.<br />
!Location<br />
!<br />
|-<br />
|Oil Pump Temperature Sensor<br />
|Sumitomo 6189-0175<br />
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller<br />
|<br />
|-<br />
|HVECU -> Oil Pump Controller (A52)<br />
|<br />
|Single large (7-way) connector on the side of the oil pump controller<br />
|<br />
|}<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=441Lexus GS450h Drivetrain2020-02-28T18:36:40Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
[[File:Oilpump.png|thumb|163x163px|Oil pump]]<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=353Lexus GS450h Drivetrain2020-02-18T01:39:17Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=352Lexus GS450h Drivetrain2020-02-18T01:39:04Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]<br />
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.<br />
<br />
Note that the Toyota Camry (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=File:Toyota_Camry_Inverter_external_connector.png&diff=351File:Toyota Camry Inverter external connector.png2020-02-18T01:36:20Z<p>Xp677: </p>
<hr />
<div>USDM Camry</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=340Lexus GS450h Drivetrain2020-02-17T02:48:41Z<p>Xp677: /* Vendors */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
There are currently no vendors who offer support on any aspects of the GS450h VCU.<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=339Lexus GS450h Drivetrain2020-02-17T02:47:57Z<p>Xp677: /* Control Board */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
- ?? List of known vendors with support?<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=338Lexus GS450h Drivetrain2020-02-15T20:28:02Z<p>Xp677: /* GS450h Converter */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VC are Molex parts:<br />
[[File:Speed sensor.png|thumb|224x224px|GS450h transmission speed sensor]]<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
- ?? List of known vendors with support?<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=336Lexus GS450h Drivetrain2020-02-09T17:00:02Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VC are Molex parts:<br />
[[File:Speed sensor.png|thumb|224x224px|GS450h transmission speed sensor]]<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
- ?? List of known vendors with support?<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=335Lexus GS450h Drivetrain2020-02-09T15:15:17Z<p>Xp677: </p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.D<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* 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.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VC are Molex parts:<br />
[[File:Speed sensor.png|thumb|224x224px|GS450h transmission speed sensor]]<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
- ?? List of known vendors with support?<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=334Lexus GS450h Drivetrain2020-02-09T15:08:35Z<p>Xp677: /* GS450h Inverter */</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.D<br />
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.<br />
<br />
* Respectable performance. Rated for a combined 250kW output.<br />
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
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. 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).<br />
<br />
This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.<br />
<br />
== GS450h Transmission ==<br />
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]<br />
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.<br />
<br />
The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.<br />
<br />
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.<br />
<br />
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.<br />
<br />
Note the following when purchasing the transmission:<br />
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]<br />
* 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.<br />
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors (such as the shift position sensor) may be unavailable for purchase.<br />
<br />
==Control Board==<br />
An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:<br />
<br />
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]<br />
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]<br />
[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]<br />
<br />
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.<br />
<br />
For those who have purchased the fully built board, the mating connectors for the VC are Molex parts:<br />
[[File:Speed sensor.png|thumb|224x224px|GS450h transmission speed sensor]]<br />
* 33472-2002 (Left side, grey in colour)<br />
<br />
* 33472-2001 (Right side, black in colour)<br />
* 33012-2002 (Crimp terminals)<br />
These parts are available from many electronics distributors.<br />
<br />
==Development History==<br />
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/prius-gen-3-inverter-bare-logic-board<br />
<br />
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.<br />
==Vendors==<br />
- ?? List of known vendors with support?<br />
==Support==<br />
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]</div>Xp677https://openinverter.org/wiki/index.php?title=File:Oilpump.png&diff=333File:Oilpump.png2020-02-09T15:06:43Z<p>Xp677: </p>
<hr />
<div>Oilpump</div>Xp677https://openinverter.org/wiki/index.php?title=File:Transmission.png&diff=332File:Transmission.png2020-02-09T15:05:05Z<p>Xp677: </p>
<hr />
<div>Transmission</div>Xp677https://openinverter.org/wiki/index.php?title=File:Speed_sensor.png&diff=331File:Speed sensor.png2020-02-09T15:04:03Z<p>Xp677: </p>
<hr />
<div>Speed sensor</div>Xp677https://openinverter.org/wiki/index.php?title=File:Shift_position.png&diff=330File:Shift position.png2020-02-09T15:03:33Z<p>Xp677: </p>
<hr />
<div>Shift position</div>Xp677https://openinverter.org/wiki/index.php?title=File:Inverter.png&diff=329File:Inverter.png2020-02-09T15:03:08Z<p>Xp677: </p>
<hr />
<div>Inverter</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=328Lexus GS450h Drivetrain2020-02-06T15:33:35Z<p>Xp677: initial page</p>
<hr />
<div>[[File:Inverter connector.png|thumb|GS450h inverter external connector]]<br />
[[File:Inverter connections.png|thumb|GS450h internal inverter connections]]<br />
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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.<br />
<br />
== GS450h Inverter ==<br />
<br />
The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:<br />
* things<br />
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:<br />
* 2 high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.<br />
* A boost module to boost the 288v battery pack up to 650v<br />
<br />
== GS450h Converter ==<br />
converter</div>Xp677https://openinverter.org/wiki/index.php?title=File:Inverter_connections.png&diff=327File:Inverter connections.png2020-02-06T15:31:16Z<p>Xp677: </p>
<hr />
<div>GS450h internal inverter connections</div>Xp677https://openinverter.org/wiki/index.php?title=File:Inverter_connector.png&diff=326File:Inverter connector.png2020-02-06T15:29:57Z<p>Xp677: </p>
<hr />
<div>GS450h inverter connector/pin out</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=325Lexus GS450h Drivetrain2020-02-06T15:27:02Z<p>Xp677: </p>
<hr />
<div>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 replaces the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.</div>Xp677https://openinverter.org/wiki/index.php?title=Main_Page_Old&diff=324Main Page Old2020-02-06T15:24:50Z<p>Xp677: /* Inverter Kits */</p>
<hr />
<div>Welcome to the openinverter.org Wiki Site.<br />
<br />
Everyone registered at the forum can login here with the same username and password and can make changes.<br />
<br />
The open inverter project consists of some reference designs for the <u>[[Main Board Version 2|control hardware]]</u> using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include <u>[https://github.com/damienmaguire/ drop in boards for Tesla]</u> small and large drive units.<br />
<br />
If you have received a kit you are probably looking for <u>[[Schematics and Instructions|build instructions]]</u>.<br />
<br />
If you want to tune your inverter check the <u>[[Parameters|parameter description]]</u>.<br />
<br />
You might also want to set up <u>[[CAN communication|CAN communication]]</u> or use the inverter as a <u>[[Battery Charging|battery charger]]</u> also.<br />
<!--><br />
If you need help with your EV conversion check out my <u>consulting offers</u>.<br />
<br />
Finally, if you want to support the project <u>visit the shop</u>, become a <u>Patron</u> or send donations to paypal 'at' johanneshuebner.com .<br />
<--><br />
= Hardware =<br />
* [[Main Board Version 3]]<br />
* [[Main Board Version 2]]<br />
* [[Main Board Version 1]]<br />
* [[Sense Boards]]<br />
* [[Gate Driver]]<br />
* [[Hardware Theory of Operation]]<br />
* [[Sensor Board|Legacy Sensor Board]]<br />
= Software =<br />
* [[Software Theory of Operation]]<br />
* [[CAN communication]]<br />
* [[Web Interface]]<br />
* [[Parameters]]<br />
* [[Downloads]]<br />
* [[Errors]]<br />
* [[Configuration Files]]<br />
* [[Battery Charging]]<br />
* [[Features]]<br />
<br />
= Inverter Kits =<br />
* [[Using FOC Software]]<br />
* [[Schematics and Instructions]] - for the "vanilla" inverter kit.<br />
* [[Toyota Prius Gen2 Board]]<br />
* [[Toyota Prius Gen3 Board]]<br />
* [[Lexus GS450h Inverter]]<br />
<br />
= Tesla Boards =<br />
* [[Introduction Tesla|Introduction]]<br />
* [[Files Tesla|Schematics, pcb layouts, BOMs and Gerber files]]<br />
* [[Where to buy Tesla|Where to buy]]<br />
* [[Support forum Tesla|Support forum]]<br><br />
= Ford Ranger TIM inverter =<br />
* [[Introduction TIM|Introduction]]<br />
* [[Schematics and connector pinout]]<br />
* [[Modifications to original wiring]]<br />
* [https://openinverter.org/forum/viewtopic.php?f=16&t=186#p2349 Hardware installation]<br />
* [https://openinverter.org/shop/index.php?route=product/product&product_id=59 Where to buy]<br />
<br />
= Conversion Projects =<br />
* [[VW Polo 86C Conversion]]<br />
* [[Touran Conversion]]<br />
<br />
= OEM Parts =<br />
* [[Nissan Leaf BMS]]<!--> = Draft Main Page = * [[Main Page - Under Development]] <-->]</div>Xp677https://openinverter.org/wiki/index.php?title=Lexus_GS450h_Drivetrain&diff=323Lexus GS450h Drivetrain2020-02-06T15:24:19Z<p>Xp677: Created page with "GS450h inverter and VCU"</p>
<hr />
<div>GS450h inverter and VCU</div>Xp677https://openinverter.org/wiki/index.php?title=Main_Page_Old&diff=322Main Page Old2020-02-06T15:23:49Z<p>Xp677: /* Inverter Kits */</p>
<hr />
<div>Welcome to the openinverter.org Wiki Site.<br />
<br />
Everyone registered at the forum can login here with the same username and password and can make changes.<br />
<br />
The open inverter project consists of some reference designs for the <u>[[Main Board Version 2|control hardware]]</u> using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include <u>[https://github.com/damienmaguire/ drop in boards for Tesla]</u> small and large drive units.<br />
<br />
If you have received a kit you are probably looking for <u>[[Schematics and Instructions|build instructions]]</u>.<br />
<br />
If you want to tune your inverter check the <u>[[Parameters|parameter description]]</u>.<br />
<br />
You might also want to set up <u>[[CAN communication|CAN communication]]</u> or use the inverter as a <u>[[Battery Charging|battery charger]]</u> also.<br />
<!--><br />
If you need help with your EV conversion check out my <u>consulting offers</u>.<br />
<br />
Finally, if you want to support the project <u>visit the shop</u>, become a <u>Patron</u> or send donations to paypal 'at' johanneshuebner.com .<br />
<--><br />
= Hardware =<br />
* [[Main Board Version 3]]<br />
* [[Main Board Version 2]]<br />
* [[Main Board Version 1]]<br />
* [[Sense Boards]]<br />
* [[Gate Driver]]<br />
* [[Hardware Theory of Operation]]<br />
* [[Sensor Board|Legacy Sensor Board]]<br />
= Software =<br />
* [[Software Theory of Operation]]<br />
* [[CAN communication]]<br />
* [[Web Interface]]<br />
* [[Parameters]]<br />
* [[Downloads]]<br />
* [[Errors]]<br />
* [[Configuration Files]]<br />
* [[Battery Charging]]<br />
* [[Features]]<br />
<br />
= Inverter Kits =<br />
* [[Using FOC Software]]<br />
* [[Schematics and Instructions]] - for the "vanilla" inverter kit.<br />
* [[Toyota Prius Gen2 Board]]<br />
* [[Toyota Prius Gen3 Board]]<br />
<br />
= Tesla Boards =<br />
* [[Introduction Tesla|Introduction]]<br />
* [[Files Tesla|Schematics, pcb layouts, BOMs and Gerber files]]<br />
* [[Where to buy Tesla|Where to buy]]<br />
* [[Support forum Tesla|Support forum]]<br><br />
= Ford Ranger TIM inverter =<br />
* [[Introduction TIM|Introduction]]<br />
* [[Schematics and connector pinout]]<br />
* [[Modifications to original wiring]]<br />
* [https://openinverter.org/forum/viewtopic.php?f=16&t=186#p2349 Hardware installation]<br />
* [https://openinverter.org/shop/index.php?route=product/product&product_id=59 Where to buy]<br />
<br />
= Conversion Projects =<br />
* [[VW Polo 86C Conversion]]<br />
* [[Touran Conversion]]<br />
<br />
= OEM Parts =<br />
* [[Nissan Leaf BMS]]<!--><br />
= Draft Main Page =<br />
* [[Main Page - Under Development]]<br />
<--></div>Xp677https://openinverter.org/wiki/index.php?title=Main_Page_Old&diff=321Main Page Old2020-02-06T15:23:12Z<p>Xp677: /* Inverter Kits */</p>
<hr />
<div>Welcome to the openinverter.org Wiki Site.<br />
<br />
Everyone registered at the forum can login here with the same username and password and can make changes.<br />
<br />
The open inverter project consists of some reference designs for the <u>[[Main Board Version 2|control hardware]]</u> using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include <u>[https://github.com/damienmaguire/ drop in boards for Tesla]</u> small and large drive units.<br />
<br />
If you have received a kit you are probably looking for <u>[[Schematics and Instructions|build instructions]]</u>.<br />
<br />
If you want to tune your inverter check the <u>[[Parameters|parameter description]]</u>.<br />
<br />
You might also want to set up <u>[[CAN communication|CAN communication]]</u> or use the inverter as a <u>[[Battery Charging|battery charger]]</u> also.<br />
<!--><br />
If you need help with your EV conversion check out my <u>consulting offers</u>.<br />
<br />
Finally, if you want to support the project <u>visit the shop</u>, become a <u>Patron</u> or send donations to paypal 'at' johanneshuebner.com .<br />
<--><br />
= Hardware =<br />
* [[Main Board Version 3]]<br />
* [[Main Board Version 2]]<br />
* [[Main Board Version 1]]<br />
* [[Sense Boards]]<br />
* [[Gate Driver]]<br />
* [[Hardware Theory of Operation]]<br />
* [[Sensor Board|Legacy Sensor Board]]<br />
= Software =<br />
* [[Software Theory of Operation]]<br />
* [[CAN communication]]<br />
* [[Web Interface]]<br />
* [[Parameters]]<br />
* [[Downloads]]<br />
* [[Errors]]<br />
* [[Configuration Files]]<br />
* [[Battery Charging]]<br />
* [[Features]]<br />
<br />
= Inverter Kits =<br />
* [[Using FOC Software]]<br />
* [[Schematics and Instructions]] - for the "vanilla" inverter kit.<br />
* [[Toyota Prius Gen2 Board]]<br />
* [[Toyota Prius Gen3 Board]]<br />
* [Lexus GS450h Inverter]<br />
<br />
= Tesla Boards =<br />
* [[Introduction Tesla|Introduction]]<br />
* [[Files Tesla|Schematics, pcb layouts, BOMs and Gerber files]]<br />
* [[Where to buy Tesla|Where to buy]]<br />
* [[Support forum Tesla|Support forum]]<br><br />
= Ford Ranger TIM inverter =<br />
* [[Introduction TIM|Introduction]]<br />
* [[Schematics and connector pinout]]<br />
* [[Modifications to original wiring]]<br />
* [https://openinverter.org/forum/viewtopic.php?f=16&t=186#p2349 Hardware installation]<br />
* [https://openinverter.org/shop/index.php?route=product/product&product_id=59 Where to buy]<br />
<br />
= Conversion Projects =<br />
* [[VW Polo 86C Conversion]]<br />
* [[Touran Conversion]]<br />
<br />
= OEM Parts =<br />
* [[Nissan Leaf BMS]]<!--><br />
= Draft Main Page =<br />
* [[Main Page - Under Development]]<br />
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