Tesla Model S/X DC/DC Converter: Difference between revisions

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(→‎Wiring: Added Connector part numbers and additional information about other variants and a donor harness.)
(→‎Wiring: Added "Overview" section. Included info about GEN1 vs GEN2 DC-DC Converters, reducing ambiguity around which this page is referring to.)
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[[File:Tesladcdc.jpg|thumb|Tesla DC-DC converter]]
==Overview==
== Wiring ==
The Tesla Model S/X '''GEN2''' DC-DC Converter is a popular candidate for EV conversions.  It was first available in the Model S around Jan2014, and later in the Model X.  It is located in the frunk area near the cowl.
 
It is not to be confused with the earlier '''GEN1''' DC-DC Converter, whose casing was of a kidney-shape, was located in the RF fenderwell against the firewall, and it incorporated functions of the [[Tesla Model S Front HVJB|front HVJB]]; it contains fuses for the coolant heater, cabin heater, and air-condition compressor, and servicing these fuses was never supported by Tesla (though is frequently performed in the aftermarket), so it developed a reputation for being unreliable due to frequent replacement for blown fuses.[[File:Tesladcdc.jpg|thumb|Tesla Model S GEN2 DC-DC Converter]]
==Wiring==
HV connector: [http://www.ket.com/resources/web/MG655776/MG655776_2d.pdf KET MG655776 type D]
HV connector: [http://www.ket.com/resources/web/MG655776/MG655776_2d.pdf KET MG655776 type D]


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* ''Orange (A/C): MG655773 (key A)''
* ''Orange (A/C): MG655773 (key A)''
* ''Gray (fluid heater): MG655774 (key B)''
*''Gray (fluid heater): MG655774 (key B)''
* ''Brown (PTC heater): MG655775 (key C)''
*''Brown (PTC heater): MG655775 (key C)''
* '''<u>Blue (DC-DC): MG655776 (key D)</u>'''
*'''<u>Blue (DC-DC): MG655776 (key D)</u>'''




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[[File:DCDC Connector wiring.jpg|thumb]]
[[File:DCDC Connector wiring.jpg|thumb]]


== Control ==
==Control==
Although CAN control is an option, it is not necessary as the unit will run quite comfortably in failsafe mode (i.e. without any CAN input). Supply 12V to HW-EN (pin 1 on Molex plug), ground the case to the chassis and the converter starts spitting out 13.5V. It has been mentioned that under heavy load the voltage will sag, so to enable CAN control see [https://openinverter.org/forum/viewtopic.php?f=10&t=536 this OI forum thread.] [[File:PXL 20210514 092652934-min.jpg|alt=Pinout for LV connector is written on the board|thumb|Pinout for LV connector is written on the board]]CAN commands to request 14V at <s>5ms</s> 500ms interval would be 0x2DD, but i need to provide additional +4 value to byte 1 because of enable bit value. Therefore 0x06 0xDD.
Although CAN control is an option, it is not necessary as the unit will run quite comfortably in failsafe mode (i.e. without any CAN input). Supply 12V to HW-EN (pin 1 on Molex plug), ground the case to the chassis and the converter starts spitting out 13.5V. It has been mentioned that under heavy load the voltage will sag, so to enable CAN control see [https://openinverter.org/forum/viewtopic.php?f=10&t=536 this OI forum thread.] [[File:PXL 20210514 092652934-min.jpg|alt=Pinout for LV connector is written on the board|thumb|Pinout for LV connector is written on the board]]CAN commands to request 14V at <s>5ms</s> 500ms interval would be 0x2DD, but i need to provide additional +4 value to byte 1 because of enable bit value. Therefore 0x06 0xDD.



Revision as of 20:12, 14 March 2023

Overview

The Tesla Model S/X GEN2 DC-DC Converter is a popular candidate for EV conversions. It was first available in the Model S around Jan2014, and later in the Model X. It is located in the frunk area near the cowl.

It is not to be confused with the earlier GEN1 DC-DC Converter, whose casing was of a kidney-shape, was located in the RF fenderwell against the firewall, and it incorporated functions of the front HVJB; it contains fuses for the coolant heater, cabin heater, and air-condition compressor, and servicing these fuses was never supported by Tesla (though is frequently performed in the aftermarket), so it developed a reputation for being unreliable due to frequent replacement for blown fuses.

Tesla Model S GEN2 DC-DC Converter

Wiring

HV connector: KET MG655776 type D


Note, be careful about which connector you get when salvaging this connector from Telsa wiring harnesses. Specifically, you want the key D variant.

  • Orange (A/C): MG655773 (key A)
  • Gray (fluid heater): MG655774 (key B)
  • Brown (PTC heater): MG655775 (key C)
  • Blue (DC-DC): MG655776 (key D)


Donor Harness: Tesla OE/OEM Part Number: 1032804-00-A has two Blue DC-DC plugs.


LV connector: Molex 0334721301

HV+ (positive) line is the one on the leftmost - opposite side of the red 12v output bolt.


For LV connector pin1 (top row) s the enable pin. Pin2 and pin3 are CAN H and CAN L.

DCDCTESLA.jpg
DCDC Connector wiring.jpg

Control

Although CAN control is an option, it is not necessary as the unit will run quite comfortably in failsafe mode (i.e. without any CAN input). Supply 12V to HW-EN (pin 1 on Molex plug), ground the case to the chassis and the converter starts spitting out 13.5V. It has been mentioned that under heavy load the voltage will sag, so to enable CAN control see this OI forum thread.

Pinout for LV connector is written on the board
Pinout for LV connector is written on the board

CAN commands to request 14V at 5ms 500ms interval would be 0x2DD, but i need to provide additional +4 value to byte 1 because of enable bit value. Therefore 0x06 0xDD.

Msg is 3 byte long and value of data is swapped little endian so DD is byte0 and 06 is byte1

CAN ID 0x3D8 MSG DD 06 00


Reporting does not work if enable line is not high. Whenever i turn on enable i see reports.

Report is in telegram 0x210

0x210 8 bytes at 100ms

byte 2 = coolant inlet temp,

byte 3 = input power (16 W/bit),

byte 4 = output current (1 A/bit),

byte 5 = output voltage (0.1 V/bit)