I have measured the inductance of this inductor to be using a DE-5000: 258.5uH @ 10kHz.

Measured the DC resistance using a DC current source to be: 0.141V / 8.77A = 0.016 ohms.

I am interested in the Boost Inductor, so have started a thread just to capture some of this data that may be useful to someone,

kind regards Johnspark

yes you are right bexander, i used to have access to a 10 amp and a 100amp ductor, but i dont work at the company that has those things anymore. Probably could inject 10 amp as you say and measure v drop.

I would like 3 please.

do you have a vibration transducer that you could hook up to a data recorder or oscilloscope, perhaps use a second hand loudspeaker as a vibration transducer? try measure vibration of different surfaces within your motor transmission system?

just did a few calcs on the inductance and resistance. The resistance looks too high. Measured inductor wire, it is approx 1mm by 5mm or 5mm2. This equates to something more like 0.048 ohms.

Just a bit of info on the boost inductor: It is 258.5uH inductance at 10kHz, and 0.267 ohms resistance.

I just took your comments and asked if anyone happens to know if the battery input for Gen 2 can handle greater than 233V, 'hopefully' up to 319 volts. The battery (boost converter) input can only handle a peak of 20Kw, so why would you be using it? I would like to use the Gen 2 inverter for batter...

Just looking at the waveforms for the faulty IGBT output, i notice that the off signal has a pulse that has a smaller amplitude after each high signal. You can almost draw a ruler through the The off signal has a second pulse signal that appears to not change. Perhaps this means there are two unwant...

i think you asked some interesting questions Retro, no worries. i just took your comments and asked if anyone happens to know if the battery input for Gen 2 can handle greater than 233V, 'hopefully' up to 319 volts. For example, we know that the Gen 3 can be modified to handle higher volts by changi...

I had to look up UDC first to understand - it's the User Defined Code? Which is the algorithm for voltage sensing? My system is based on - 230v/65Ah (fully charged). EU 240v 16A house plug for overnight recharge compatible. Ok, I understand now that sensing the "inverter capacitor voltage"...

Resistor value may be designed to waste the energy in a minute or two.

Jack Bauer wrote: ↑Tue Jul 28, 2020 7:49 pm Ok. This ain't working. How about we do a google hangout or similar and I'll talk you all through it.

If you have not had the session yet, i would like to watch this as well thank you

Dear Mikmur, I have seen your schematics before, I am very glad to be able to see you , I do hope you will be able to complete your project. Thank you konstantin8818 for sharing this info. I am very glad to see these types of things on this wonderful forum

Do the wires with smoke coming off of them feel hot (measure with volts off, and caps discharged)?

My e39 is OBD1 as well. I recorded signals going to X11175 26 pin plug for the following 2 wires: 6: TD engine speed: DME control module: SW(black): 7: TI signal: injection signal: DME control module: WS/SW(white with black stripe): I recorded both signals because i wanted to not only get the tacho ...

i think the way it can be done is use extra inductor/s depending upon 1 or 3 phase with an existing motor IBGT set. Use this to set base voltage on motor IGBT DC bus, using the PR control strategy. Then use buck boost IGBTs with inbuilt inductor to change this fixed DC voltage to the voltage the lit...

i am going to use gen 3 inverter for my two motors, and a gen 2 inverter for battery charging, and possibly single or 3 phase output for house battery backup later on. I have got permission from my mechanical engineer CPENG to install a gen 2 inverter where the muffler smoke box used to be on my e39.

i have been doing a bit of a desk top study on charger circuits connected to the mains, single or three phase. i have found there have been a few papers on using a current proportional-resonant control strategy to reduce second-order harmonics being presented back to the utility via the power point....

Don't know if this has been done before, but i just measured Cs and Ls of the inverter, please find in pdf attached

kind regards to all.

mackoffgrid wrote: ↑Thu Jul 02, 2020 8:34 pm Are there any Australians or Kiwis interested in this deal?

Or has the available stocks already been consumed?

i am one of the Australians, i have put my order in already.

Do you know if the buck/boost has the unkillable Toyota spirit? If I inadvertently enabled high side and low side while playing with the atmega, would it ignore me and laugh or self destruct? From experience with the GS unit, which I imagine is similar, the IPM should prevent this occurring. Howeve...

good on you Thatguyoverthere!

Hi i would like to commit to 18 modules please, which i think means 3 battery packs worth.

thank you.

I think it is worth pointing out that all Toyota HV cables are shielded. That means they are turned into RLC waveguides. By having a shield around the cable the capacitance / unit length is controlled by Toyota, and not by placement of cables. No shield means a whole lot of ringing, reflections, and...