This is good news! Although I already found the “discharge ability of battery” parameter myself, but thank you very much for the “regen ability of battery”tom91 wrote: ↑Wed Feb 28, 2024 7:22 pm Latest merge into the STM32_VCU now allows more power from a 300h gearbox and inverter combination. It was being limited by the fixed values.
https://github.com/damienmaguire/Stm32-vcu
Are you sharing your findings online?ToxaKartoxa wrote: ↑Wed Feb 28, 2024 7:59 pm This is good news! Although I already found the “discharge ability of battery” parameter myself, but thank you very much for the “regen ability of battery”
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(Delphi7).Did you overcome the directional ,difference fwd and rev,ToxaKartoxa wrote: ↑Fri Feb 16, 2024 7:15 pm Hi all! I bought a Toyota Crown inverter, an L210 gearbox and a Toyota Harrier gear reducer. To begin with, I connected a Toyota Harrier gear reducer to the inverter at home in order to debug the control of the inverter using its native interface. In addition to the parameters and variables specified in the ZombieVerter sources, I found the modes of free run-out of the rotor, short-circuit on the rotor, amperage of motor phases, rotor position, limitation of maximum revolutions. I can’t find any way to set the resolver correction angle. Is it really necessary to adjust the sensor on the engine manually? Who knows whether the resolver angle parameters are hardwired from the factory into the inverter itself, or when the car’s ignition is turned on, the ECU itself sends these parameters to it?
If you incorrectly adjust the resolver angle, then in addition to loss of torque and asymmetrical forward/backward operation of the motor, you can also burn out the inverter.
I have not yet overcome the difference in forward/backward directions. Part of the solution to the problem is that I give more electrical current when moving backwards. Here is an example: when moving forward, the current value is 390 and the rpm is 2430, when moving backward, the current value is 550 and the rpm is 2380. Power supply is 100V and 3A. In this case, the starting moment is greater when moving backward, but the maximum speed is greater when moving forward. My conclusion is that the resolver sensor is slightly unsymmetrical and needs to be corrected either programmatically or mechanically. I could not find any explicit control registers for the resolver angle shift, nor the ability to activate the Boost Converter. If only someone could provide me with a log from the HTM bus from the moment of startup to acceleration to the maximum speed. Actually, my L210 is sitting in the garage waiting for me to fully learn how to control the inverter at home using this small gearbox. I bought an L210 for $98, an inverter for $52 and a small gearbox for $43. I don't mind spending money on experiments.
Is the Q211 that I think you are using , as free to turn with no HV power in each direction ?ToxaKartoxa wrote: ↑Sat Mar 02, 2024 10:32 am I have not yet overcome the difference in forward/backward directions. Part of the solution to the problem is that I give more electrical current when moving backwards. Here is an example: when moving forward, the current value is 390 and the rpm is 2430, when moving backward, the current value is 550 and the rpm is 2380. Power supply is 100V and 3A. In this case, the starting moment is greater when moving backward, but the maximum speed is greater when moving forward. My conclusion is that the resolver sensor is slightly unsymmetrical and needs to be corrected either programmatically or mechanically. I could not find any explicit control registers for the resolver angle shift,
2700 for delivery is terrible! For our delivery services, a box (sheathing) costs $5 (no joke). I bought my gearboxes and inverters (I have two GS300h inverters) from a dismantling shop in Vladivostok. Delivery of two inverters, a radiator and L210 for about $47, I took Q211 separately with delivery for $23. Cars from Japan come to our country for spare parts. Boxes from hybrids and their inverters cost pennies, because... They are a very reliable unit and therefore the demand for them is minimal, which cannot be said about the elements of the body and interior of the car. There is a great demand for them, which is why they are bought for disassembly, and the remainder is sold at the price of the metal. If a car in Japan was driven along the salty coast, then the parts on it looked the same as the ones I boughtWoodfie wrote: ↑Sun Mar 03, 2024 7:09 pm Is the Q211 that I think you are using , as free to turn with no HV power in each direction ?
I have one with a " wobbling" output flange on one side, which the mechanic I got it from said was not uncommon. Wonder if something mechanical in the reduction is affecting the higher amp current value for reverse.
That is a good price on the inverter, locally in Nz, the price is nz$3K, and scarce... where did you source yours from.?
BTW, I had an importer help to get an L210 gearbox for me, I sourced from a Japan site at a low price of nz$220,
But much todo, japanese clearances, US$500 to get a crate made, shipping, and another dozen clips of the ticket and then gst,
Landed at a rather horrid Nz$2700, Ugghh..
Hence I unfortunately don't have a Gs300h inverter, and have been experimentally using a Prius inverter zvw30 as that I could source locally, on some experimental tests last year.
. Everything is corroded and rusty. If a Japanese car has driven in town and never seen salt, then its shiny parts cost twice as much. My Q211 gearbox has minimal gear wear, there were no chips in it, and the axle shaft seals are in excellent condition. So the reason is still in the resolver. To get speeds above 2400 rpm from this gearbox, I need to activate DC-DC and then I can spin it up to 15,000 rpm (in fact, 10,000 rpm is enough for me ). I plan to use a 120 cell LTO battery. There is one person on a Russian-speaking forum about electric vehicles who has been studying Toyota’s hybrid technologies since 2011. He recently wrote that he already knows how to control inverters from 2015 and he knows how to activate Boost, but does not respond to my requests for help. I don’t know what conditions are needed for activation, I tried to deceive the inverter by changing the resistive dividers so that it would think that the operating voltage on the battery is 230V (I found out that the maximum it shows is up to 460V). No results. At work I made a small electrical board on mega88, according to the plan it will control PWM, watch the HV and listen to the HTM line (via this line I will control this small electrical board, because there are a lot of empty fields in the control data packet). I hope the idea will end in success, if anything, I have a spare inverter
. . I think this weekend I’ll update the code to a working version. . I just repaired everything. Batteries should arrive by summer.