Check the last couple of posts on this thread: https://openinverter.org/forum/viewtopi ... 704#p81704
There is some can logs of a running AMI, let me know it fit works.

The e-booster is not a 3 phase machine, Its a switched reluctance motor as far as i can tell, It is possible to control it directly from CAN but anyone who has the logs has selfishly decided to keep that information for themselves with intent to release a product and then done nothing with it for ...

I found the part thats been removed in the old commits.

case 0x350:
for (byte i = 0; i < 5; i++) {
for (byte i = 0; i < 6; i++) {
ChargerSerial = inMsg.buf;

Its not in the latest version meaning "EltekPC" charger wont operate as it requires login.

OutlanderBMSv2.ino
#define EltekPC 7

requires a login on 0x351

byte ChargerSerial[6];

there is no longer any code to take the charger announce from the 0x350 and plug it into ChargerSerial

also can i add to the if statement of ESS mode to use the AC present to enable charging?
like this ...

I think the code may have changed which is why im confused, do i have to put the serial number in manually for eltekPC and then flash it?
There is no longer a message received in 0x350 that is entered into ChargerSerial that i can find in the code or am I mistaken?

sorry
does it turn off and on using the AC present pin like in EV mode?
that would be easier than using a relay to control AC mains to the charger
thanks again.

tom91 wrote: ↑Mon Jul 14, 2025 4:43 pm Using more then one type of charger is not supported.

what would be the issue? the inverter is not controlled by simpbms, the eltek pc will be the only charger the simpbms "sees"
thankyou

I have an Eltek valere charger "eltek PC" I have used it successfully before in normal operation (ev)
Is it possible to charge in ESS mode using the AC present pin?
I want to use it in parallel to an inverter to charge at a higher rate.
thankyou

I would very much like a EVBMW logic board for the Gen 3 Prius if your willing to take it out, good or bad, I am in the UK also so shipping the whole thing might be too much?

Nice, im glad someone has made progress, there is always the problem of finding a can log from a working car. I have a Valeo one from a different model, i wonder if the message structure is the same. What does the unit transmit over CAN when powered?
the one i have sends these messages:
00000190 8 ...

Hello. It looks like you use the original board from Kefico? What have you added to the board? Is it possible to read the CAN with these additinal boards?


I have read the stock BMS with a elm327 and a smartphone app, but the Arduino i have crudely patched into the hardware disables the onboard ...

Kperformance wrote: ↑Sun May 12, 2024 8:31 pm Hi Bigmotherwhale,

Mind sharing the pcb/schematics?
I also suffered from the dead-alternator message today!

Would be great to see details and or find a working solution

Sure, i will see if I can dig them out, I could send you a board if you can populate it yourself.

The current comes from shorting the winding which will then rise in voltage on release.
To do what you want you could pick up a Ebike controller or similar with regen and use that to charge the battery, you would have to make your own controller for the armature winding using a pwm of some kind and ...

That sounds exactly right, the rectified output must always be below battery voltage to avoid charging while the battery is full, otherwise when you were revving the engine the diode bridge in the mosfets would be rectifying it into dc back into the battery whether it needed charge or not.
The ...

Thats the wrong type of Prius battery, you want 2015 onwards Li-ion, Using the nickel metal hydride cells is a pita as you rightly said.

you should look up the IC's datasheets until you find something like a DC Voltage Isolation Sensor it will likely be connected to a long string of resistors, I can see several likely candidates on that board.

It makes sense now, you are building a hybrid so you want the highest C rate for both charging and discharging
You will always need a BMS, you cannot skip this part no matter what anyone says, its asking for problems.
There are a lot of hybrid packs out there, they are really cheap because no one ...

as a rule of thumb as the cells get smaller the C rating gets higher and vice versa, with the slight exception of the new tesla cells which have different cell termination, this is why I think you see such low C rating for LFP chemistry because they are designed for energy storage, if you had a ...

Bexanders BMS should work with your pack have a look on the forum for it.

You explained it pretty well yourself, the LFP batteries that are sold with low C are designed for solar, generally LFP have high C rating compared with Li-Ion especially for charging, I may be wrong but i thought this was common knowledge?

What LTO cells are you comparing the C rate with? the ...

with no LFP that I can find able to deliver 8-10C, I'm left with Lithium Ion, and LTO. Sure,


I am very surprised by that, LFP chemistries are well known for their high C rating, and you should be fine with the higher temps as long as your design is ok, they really struggle in low temperatures ...

The energy density of LTO is quite low, and I imagine the quality will vary quite a bit, would it not be just as easy to get LFP? You could probably find whole modules designed for EV conversions on there.

If these are like the eltek power chargers I have, they should be mounted to a cold plate (wc) or heat sink, do you have a model number for them?

These are just growing pains, as the chemistry and application progresses it will become safer, Look how far we have come in the last 10 years, the progress has been astounding, and they are competing with 100+ years of ICE technology. Saying all that it really is surprising that the battery packs ...

Im currently using a resistor divider on the 5v line to emulate a voltage, the inverter has an ACPL-C87AT DC Voltage Isolation
Sensor onboard and i can use that or a can bus value it transmits from it.