So if you switch the pin states while plotting them do you see them hang?

It sounds like you might have broken something or JLCPCB manufacturing errors are causing all sorts of hick ups.

Permanent 12V T15/Igniton 12V/active Start signal 12V/actve No throttle Errors, so resting Pot is over potmin. Also Pot is not pressed No UDC errors, so udclim not triggered and udcsw has been passed or reached Ofcourse you can also fail precharge, but you are not measuring udc. You must be missing ...

Why is your udclim zero?

Any stored errors or reported errors in the spot values?

The inverter? You mean zombie not going into run mode right?

UDCsw is set to 0 which is correct.

It is possible the Vehicle is not working right when set to classic, I will look into this. Please try BMW E31 or E46.

Are you getting any errors related to throttle?

joeflickers wrote: ↑Wed May 01, 2024 3:29 am I have issues

POST a .JSON if you want help with settings or are having troubles.

RetroZero wrote: ↑Fri Apr 26, 2024 9:30 pm So, any components we want to reverse engineer require working CAN logs?

At the least or LIN if they are lin based

I can look at adding the saftey box into the EVS-BMS supported ones. Yes I do not know if the Sbox can live on the same bus as the battery modules and still work. Luckily the EVS-BMS has two CAN busses.

Yes you can do this over CAN via the SDO.

https://openinverter.org/wiki/CAN_commu ... rs_via_SDO

If the diodes fail, it means they are outside of their design operational window. Thus any other components on those sense lines will be hit hard by what ever voltage caused that failure. She if fubar, you never gotten it reverse engineered to a point where you understood what it was saying. So this...

If the diodes fail, it means they are outside of their design operational window. Thus any other components on those sense lines will be hit hard by what ever voltage caused that failure. She if fubar, you never gotten it reverse engineered to a point where you understood what it was saying. So this...

I'm still struggling to find out the WHY in my setup not working. You try this yet? There are people who have the setup working successfully with a full leaf stack and stock Zombie firmware. You could try making it work without talking to the BMS to start. Just to prove it works before making your ...

https://www.ebay.co.uk/itm/314587925940

It is this one, it is an additional DCDC used for certain extra features it was not standard on all PHEVs

This could also be the option AC output inverter.

thanks - i was just looking at the code and i see what you are saying. It is actually balancing for 2 minutes, then waiting for two minutes, makes sense as you approach the cutoff but I have a long way to go, so i was wondering about altering those timers, at least whilst i'm so far off but i don't...

86elcamino wrote: ↑Fri Apr 12, 2024 1:50 am since Ver 2.05 has a note that the VCU must be reset or the inverter will not power up on the GS450h, which is the problem I have been having. Thanks.

After a firmware update you need to power cycle the ZombieVerter and check all the settings are correct.

You need to reverse engineer the power supply on the board, look for big caps, diodes and chips with big heat sink or on big pads. then look at datasheets.

The github has yet to be verified code on it. It is highly WIP and some features might not actually make it into the release so no point shouting about it until things are proven.

There are people who have the setup working successfully with a full leaf stack and stock Zombie firmware. You could try making it work without talking to the BMS to start. Just to prove it works before making your changes and adding the BMS back on the CAN.

Any updates? I've got similar problem with my 2017 Leaf full stack (including LBC) What I have is contactors closing and motor runs, EVSE clicks like it would charge, but no current moving. You also have a leaf pack on the same bus right? Then heavy code modification is required to ensure no ID con...

Tachopis wrote: ↑Mon Apr 08, 2024 2:11 pm Do I miss something here?

Cells to module to pack.

Everything is based on heat rejection and cycle life.

Things like cooling, busbars, fuses, connectors and contactors will for sure impact ratings.

Jacobsmess wrote: ↑Sun Apr 07, 2024 4:03 pm No oil pump, simpler, less to go wrong, lighter and smaller

Down side: 4500 rpm prop speed limit. Lets not dilute this thread more with things already covered in other topics.

Jacobsmess wrote: ↑Sun Apr 07, 2024 3:24 pm Gosh darnit, looks like I might have to sell both the leaf motor and GS450H at the rate!

Why? GS450h has a way higher prop speed. And also should be the more powerful motors.

The only real upside of the IS300h is the not needing of an externa oil pump.

I am sooooo tempted to snip all these "extra" [pronounced: I have no idea what they do ] wires This connector is easy to de pin, just get the TPA cover off, short sides small screw driver or de pinning tool and should come up easily. Then two bars on each of side of the pins, small pressu...

Jacobsmess wrote: ↑Sat Apr 06, 2024 5:33 pm What does that work out at rpm/V?

Did you see his speed level off? So there is no point speculating.

I've found something odd in the code I think you are using: (this? https://github.com/damienmaguire/Stm32-vcu/blob/master/src/GS450H.cpp ) Thanks for noting this, the Prius 3 is still not fully worked out. Luckily we resolved some issues so it should be ready for a driving vehicle and more testing....

The standard settings are just "random" you need to set the capacity yourself to what ever works. You can start at name plate and adjust when needed.

Yes that calc works, not 100% required to be accurate not all CCS chargers do anything with the info.