The fuse protects the ribbon and the joints of the ribbon.
An error is easy made so its best to leave them in place.

Interesting; it should be compatible with our MAX BMS

6S2P
6S1P
12S1P

What's the price of a 75kwh?

And do you know it's configuration?

Is that Vivaro (from that year) also sold with the bigger battery then yes it might be an configuration flip only. Saying that without dealer / factory tools it won't be an easy thing.

So it comes down too how knowledgeable are you about canbus, UDS etc. etc

I do think these modules are compatible ...

What's the pressure? Can't you 3D print it?

If anyone is having no comms issues with these modules there may be a fundamentally different slave IC in their packs.

Tried all the code shared here only to find the modules I have are MAX17854 as confirmed from reading register 0x0.


Yeah; the 17854 is found in CATL's 6S1P too.
On my site ...

Maybe some (water) level sensor is now not happy inside the pack...

You can use my BMS.

If the "stick" or secundary voltage is the same why to simply use 555 timer and feed 2 voltages one 12 and one from the DC/DC? Small relais can do the magic. Maybe KISS method?

This BMS is available. You can configure them the way you like.
(But practical is obviously per 6S).

I will investigate. Maybe I build the BMS and try it.

A contactor has specifications. For PWM freq, minimum current & minimum voltage. My TE relais for example need 20khz, 700mA, 20% duty, 150mS.

Instead of PWM maybe it's an idea to activate an adjustable stepdown DC/DC converter?

MartinN wrote: ↑Tue Feb 27, 2024 2:01 pmIf so, is it likely that I could get around this by listening to the interaction between the VCSEC/IDU and playing it back with my new drive unit?

Easy to check I would say. Why not check?

Hi you can use the modules and if needed the cooling plates.
With third party BMS, like mine, you get full control over the parameters and or configuration.

Re-use of HV relais might be possible too. Depending on the type used in this vehicle.

Time to fed it HV , 12Vdc and turn it on?

Always best to measure it; at least you are best informed then.

This is what I would do:

Get to the motor phases and measure between them for Ohm.
Between each phase and housing. Ohm.

Diode setting on multi meter between battery positive and each phase. Red leg on battery positive / black on each ...

Isn't there a CAN Log available from a real PHEV from which we can learn a bit if it regulates?

Post some pictures of the modules maybe I can help.
I make BMS'S.

Most of the BMS issues are with FET based BMS's. Most EV ones are relais controlled ones.

Not using an BMS in any build IMHO shouldn't be safer if it is you got the wrong BMS .

BMS communicates limits...these limits are forwarded/applied to charger.

You got Ioniq 5?

Obviously local heat is the issue. Not good flow? To high setpoint?

In the battery pack.

The configuration of the vehicle needs to know this charger. So you need dealership software etc. to modify it. This with the assumption that connectors and signals are all equal between the 2 chargers.