It would be on top of the car, angled forward so that the thrust would act downwards and backwards. (Ignore the drag it would impose during normal driving, let's say the actual implementation would normally be retracted and pop out when needed.)

So I was chatting with a new friend of mine and she and I together came up with the idea of a propeller on a car that would provide reverse thrust and downforce for extra braking on wet or icy roads, kind of like thrust reversers on an airplane. I assume it's impractical or it would have already ...

Someone on a Facebook solar group (who happens to be fairly close to my area) gave away a mystery A123 battery pack since he couldn't figure out how to repurpose it. He did mention that all the modules have the normal voltage (which I later confirmed was in fact the case), so I thought it was well ...

Daveturpin wrote: ↑Sun Jul 28, 2024 12:19 pm I’m not finding a DC/DC converter that matches my pack, which is 90s1p (288-378v) total.

Just use a switching power supply that's compatible with 240V AC, after rectification the voltage ends up in that range. Server PSUs are cheap on the surplus market and very well built.

A Prius inverter and STM32 control board should be able to perform zero export control with wired sensors.

An off the shelf PV inverter that doesn't support zero export probably won't work too well for zero export, zero export needs fast response on the order of milliseconds or less.

What chip is providing the PWM signals? Could it be reprogrammed or replaced with a generic digital power microcontroller on an adapter board?

Prius C and Yaris inverters have different part numbers but appear virtually identical inside, I'm pretty sure the only difference is some minor firmware differences.

I'm in the US and have a small mill with a 3 phase motor which will be the first thing we try to use this for. The data plate says 230/460V--Damien's posts above say 400V. The motor definitely will be loaded, so I wouldn't expect 400V to work.
The motor specifying two voltages means it likely can ...

I've used an outlander charger due to my battery voltage and only having access to single phase. My full voltage is higher than rectified single phase so cannot use bucking.

You can connect a bridge rectifier to the low voltage side of the boost converter and then use the boost converter to step ...

I reverse engineered the power board a little more and found that pin 30 is high rail OVP and pin 26 is low rail OVP. For my Prius C inverter, the trip points are 700V and 275V. (Could not determine exactly since I was using a CCFL inverter on a bench supply plus some rectifiers to supply the test ...

I am interested in the operation of the inverter at voltages up to 390V, is it possible

If you apply that to the high side, it will work. If you want to boost it a little (up to 520V, the rated high side voltage), connect your source between low side and high side, but then the current will be ...

What's the mapping of the power board temperature signal voltages to temperature?

Quick update, I decided to measure the DCR of the boost inductor and it's 16.5 milliohms. Combined with the inductance reading of 235uH, that means to do DCR based current sensing, a 100k resistor and 150n capacitor should work. (Not tested yet.)

I'm now getting the impression that the ASIC on the ...

Just had another idea these days: If we want to do low power BOOST charging we should be able to use the auxiliary A/C compressor inverter to rectify 1-phase AC for us :) It feeds into the low voltage side of the buck/boost converter, so with the batteries connected to the DC bus on the high ...

Might it be possible to use a fuel pump as the electric oil pump?

It looks like if the ring gears are welded in place, MG1 would have a direct coupling to the wheels allowing MG1 to provide reverse.

From what I could find there are two part numbers for this pump, G9040-48020 which is replaced by G9040-47090 so my hope is that the later will be more reliable. Time will tell...

Here's a teardown of the old, unreliable one:
http://techno-fandom.org/~hobbit/cars/ipump/

Might it be possible to ...

Might be interesting to explore the idea of using MG1 as an inductor for charging, just like the Renault Zoe. Easy way is to add a bridge rectifier with the output connected between phase B (since phases A and C have current sensors) and HV ground.

Earlier tested supplying inverter from 24V batteries, but 30A fuse blows if added throttle "bit too much" still could not get motors to spin. Now tried 60V power supply and motor will not spin using even lets say 5-6A current or even some more. Input current is proportional to throttle value. Well ...

Any recommendations on where I could get a pre charge resistor? ZeroEV looks pretty good for a 100W resistor.

Water heater element, cheap and commonly available. Or if you have a high voltage cabin heater, you can have it double as the precharge resistor and the precharge relay will double as ...

Gen3 supports "tristating" where you switch between high on and off or low on and off with the diodes conducting as needed during the "off" time, that's not necessary for motor control but for other purposes like building a grid tied inverter, it can make a big difference.

You could use a SCR to phase angle cut the AC voltage as needed, then bypass with a contactor to eliminate the losses. Main downside is slower charging at lower pack voltage due to lower power factor.

That's quite right Tony, stator winding DC resistance and you're absolutely right to remove cables so that the readings you took would be accurate if you had used a milli-ohm meter. Stator winding resistance is measured in milli-ohms so your meter is not designed for that purpose. I realise I'm ...

The problem is the voltage range.... 2.7vx96=259 actually 3v is a better as fully discharged is 288v fully charged is 400v
AC mains 230v plus 10 minus 6 therefore 216 to 253 rectified 304 to 357.

If you are doing some power factor boosting....
It's what happens when your peak voltage is less ...