[WIP] Gen 2 Leaf Stack AWD Gokart

[Chance125Johnson]

In 2023 I bought a salvage 2015 Gen 2 Nissan Leaf. I stripped it all apart and even opened the battery pack to check its health.
So far I purchased the car, 2 Y38 LSDs, 1 G35 VLSD, 4 2013 subaru brz axles, wheel hubs, and a driveshaft.

January of 2023, I bought and stripped the car
September-ish of 2023, I bought the drivetrain components
September of 2024, I ordered a zombieverter and posted this message and a review video of what I have on youtube



I'm planning on making the whole frame from scratch and cobbling the drivetrain together with what I have.
At one point I would like to do some motor tweaks.
Since I have a zombieverter and a gen 2 inverter I understand that I can upgrade to the gen 3 inverter without too much issue. However, I haven't seen any mention of if the gen 2 nissan leaf open inverter board can be used in combination with the zombieverter. I need the zombieverter for the pdm and possible future BMS control, but the 80 kw limit is there. I would like to use the openinverter leaf board to remove that limit if both boards can be used simultaneously. I am aware of the 24kw battery not being enough for more than 90kw but a battery swap in the future is possible.
If anyone has an answer to that, please let me know!

I'll be making a drivetrain video soon to cover how things should work for anyone that is interested.

[Chance125Johnson]

I got a lot of questions about the drivetrain of this setup, so I decided to make a video of how I originally planned it to work from a full year ago against how it will now.
Hopefully, this video will explain any questions you may have, or possibly make more questions that you can ask and I will hopefully get to answering.

[Bratitude]

]
.
Since I have a zombieverter and a gen 2 inverter I understand that I can upgrade to the gen 3 inverter without too much issue. However, I haven't seen any mention of if the gen 2 nissan leaf open inverter board can be used in combination with the zombieverter. !
.

in zombie you set inverter to OI and on the replacement board set your throttle, direction, etc to can.

that’s about it

[Chance125Johnson]

That's awesome. I'll probably go that route then! I just got the zomieverter and was ready for testing, but I haven't been able to access any of those settings yet because I'm having a "Connection problem between ESP and STM" error when everything should be fine. I put the question in the "getting started" chat if anyone is having the issue or knows the solution.

[Chance125Johnson]

If anyone needs some 3D models of the Nissan Leaf stack or some subaru drivetrain parts, I made a video of me getting them and posting them for the community.

Includes:
Gen 2 Leaf stack (with and without charger), Charger, 24kwh battery Modules (FL, FR, and Rear), G35 VLSD, Y38 LSD, BRZ Driveshaft and axles

Raw scans & Post Processed Scans:
https://drive.google.com/drive/folders/ ... sp=sharing

The post processed ones were originally only for Patreon members. But, in the spirit of open sourceness have now made them all available free.
The raw, Cleaned, and cleaned & scaled are available.

Video:

[Chance125Johnson]

I received a new Zombieverter board but ended up having a bunch of issues with the esp module. After some troubleshooting over at:viewtopic.php?t=5725

We ended up determined it was just a bad esp module. I bought another one, flashed it, plugged it in and everything is working great! Didn't really expect to have a 4 week journey testing and waiting for new parts to get the board running, but I guess I had to have a better understanding of the board for it to cooperate.

If you need some help with how to set your pc up to program and then programming one of the esp modules, would like an unboxing, or just want to see me struggle getting these boards to work then I've got the video for you!
I hope this helps anyone that may have this issue, needs ideas to troubleshoot, or is flashing one of these boards.

[Chance125Johnson]

I got around to scaling the 3d models that I previously scanned. I made a video showing the files as well as how to clean up the 3d scans yourself if you want. Additionally, if you are designing a car body from scratch, I have some steps you can take for both the drawing out steps as well as some modeling methods.

All scan files and individual steps I took are also on the GitHub: https://github.com/Mechanceism/Visceral
The direct link to the files is: https://drive.google.com/drive/u/2/fold ... snUE9H14gZ

Currently there is: Raw, Cleaned, Scaled & Cleaned
2017 Subaru Brz Axle & Hub
2017 Subaru Brz Half Driveshaft
2013 Y38 LSD Differential
2015? G35 VLSD Differential
Nissan Leaf Gen 2 Full Stack (EM57)
Nissan Leaf Gen 2 PDM (6.6kW)
Nissan Leaf Gen 2 Motor & Inverter (EM57)
Nissan Leaf Gen 2 Front Left Battery Module (24kW)
Nissan Leaf Gen 2 Front Right Battery Module (24kW)
Nissan Leaf Gen 2 Rear Battery Module (24kW)
12inch Trailer Tire

Thought in both the spirit of open source and the holidays that I'd give all the files away.
I'll keep updating the GitHub of all the new files or changes that I do.

Here is the video:

[Chance125Johnson]

Figured it was time to start doing some electrical finally after doing planning for a while.
Before doing the Zombieverter wiring, I wanted to check the health of the 24kwh leaf pack I have. I disassembled the pack into the 3 subgroups almost 1.5 years ago (I know its been awhile). So I needed to make sure of the cell voltages and how far off they are from each other, because sitting that long apart, something had to of changed.

I also noticed that the pinouts for the leaf pack from the documentation has an error.
Trust the pin layout and not the numbering. The oem plug's number on the connector and the pack are different than the documentation.
Just from looking around, this applies to the doc image used here:
https://github.com/dalathegreat/Battery ... 80%90NV200
https://github.com/dalathegreat/Nissan- ... ry-to-OBD2

The 4 methods were:
- Measure every cell with a multimeter
- Use a bluetooth OBD2 scanner and LeafSpy Pro (One I went with)
- PiCAN LEAFBMS
- Dala's Battery Emulator

What I did plus some tips I noticed along the way:

[Chance125Johnson]

After getting the battery reassembled a week ago or so and getting the esp and zombieverter to communicate, it was time to merge them together with the leaf stack. After updating the zombieverter to 2.20.A to support the Leaf current shunt, I very badly wired it with alligator clips. After having multiple errors from that, I started over and did the wiring properly on a board with terminal blocks. And who would have guessed, way less errors. Only one error actually, precharge fail. Looked around for a while and realized that the black grounds for the contactors actually were labeled to go the positive 12v lane because the zombieverter is a switched ground for contactor control. But,that fixed it and it spins up and runs! Now to get to the pdm and get that working. Either that or doing a side quest with a big electric motor.

Documentation errors to note:
- Leaf battery connector has the pins in the correct locations as the pattern in the docs, but the docs have the pin number order backwards.
- Leaf inverter connector diagram has 7 vertical pins and the real one has 8.
- (More just missing) For using the leaf battery contactors the labeled color wires go to the zombie to not confuse which is which, and the 3 ground wires go to the positive rail and not ground.

Here is a video of updating, quick wiring, explaining the doc issues, and showing the motor run!

[Chance125Johnson]

I've been working on the sprockets for the input shaft and for the center differential recently. with success. I have just finished editing that video to be out soon. Before I start working on the diff housing I wanted to get charging to work.

So far I have found the connector for the pp and cp from the J1772 connector and connected them to the pins 29 and 30 respectively to the charger harness. This makes it fit configuration type 1 for the J1772 connector. There probably should be a better clarification that this type 1 and type 2 refer to the style of J1772 and not charging level 1 or 2. I was confused for a bit until I realized there was a US and EU style difference. Since I'm US, I used type 1.

I wired in a 14-50R socket to the wall and bought a level 2 charger. When I plug in the charger to the pdm, the zombie changes to charging AC mode. I was exited to see this with the exception that no current was measured entering by the wall charger or the zombieverter. I have checked that the dcdc charger for the 12v battery does work and the zombie is receiving updates from the pdm. So, I don't think that it's a connection issue.

I opened the pdm cover and tied the lid open switch down. Repeating the same process as before to get into charge mode, I measured the incoming AC voltage and to the battery DC voltage and they were 240 and 376 as expected (Same as Zombieverter reporting). I checked the parameters and see:
Voltspnt: 395, pwrspnt: 6600, CCS_ILim: 100, ChgAcVolt:240, Chgctl: Enable.

I'm using a stock gen 2 2015 leaf stack, wired exactly as on the wiki. The leaf battery bms is on CAN2 and the pdm is on CAN1. Chargemode is set to leaf_pdm, interface:Unused, etc etc.

I will note under spot values is says:
PilotTyp: Absent, all the values after are 0 till it says hvChg:off, CCS_COND:NotRdy

I would like to note that the contactors do click on in the leaf pack as well as a click from the pdm. The measured voltage on the CAN lines are about 2.5v, so there is activity. There is a slight hum from the PDM when the J1772 is connected. Once it did make a weird slightly louder but still quiet hum for about 5 seconds but went back to normal. The Zombieverter says 0.38 KW and 0.5-1 amp is flowing, but I believe that is just the regular PDM and BMS.

What am I missing here? It either seems like the pdm is not being commanded to charge even though it is in charge mode, the charger is doing something funny with the pp and cp, or the pdm is somehow dead for ac to dc charging.
If anyone has help or values to try, I would greatly appreciate it as its sitting at 45%SOC at the moment.

Thank you!

[tom91]

Provide params. and screen shot (print page) of all your spot values.

[Chance125Johnson]

Absolutely.

I have attached the parameters as well as the spot values for when the charger is plugged in and when its unplugged.
I have additionally put them in google drive: https://drive.google.com/drive/folders/ ... sp=sharing

I spent the last few hours retracing all my wiring. They were all in the correct locations according to the diagrams. I made a google sheet of which pins on my F23 PDM connector are in use. It also might help anyone who had different colors for the wires than in the diagrams.

I am using a Romaa level 2 charger and it does detect when it is plugged into the charge port.
I have the factory type 1 US AC J1772 connector connected to the PDM.

When not connected to charger: Pin 29: 4.42V, Pin 30: 0V
When Connected to Charger: Pin 29: 1.42V, Pin 30: 2.5V
These values seem to line up properly with the spec listed on https://openinverter.org/wiki/Leaf_stac ... ombiverter

Please let me know if I did a dumb somewhere.
Thank you!

[Chance125Johnson]

I have added another file in the google drive.

I realized I have been trying with the level 2 240v charger but haven't tried with the level 1 120v charger.
After changing "ChgAcVo" to 120v from 240v and plugging in the level 1 charger, it does all the same startup sequence and goes into charge mode.
But, I am now seeing 1.12kw and 3amps.

My charger is set to 15amp at 120v and 32amp at 240v. I have tried all the various amp settings with no changes.

Now the confusing side, after turning on the ign 12v, the power went upto 1.5kwh at 4amp. (No other spot value changes)
It stays there too after turning ign off.
After unplugging the charger, it still said 1.5kwh at 4amp. It didn't clear until I put it into run mode.
The Romaa charger has not recorded any power passing through it. The SOC and the other spot values have not changed after leaving it for a half an hour. After putting it in run mode it updated and the SOC went from 42.28% to 42.18% during that "charge".

Thank you!

[tom91]

Can you pull CAN logs for me? Something is not behaving as it should, can be down to wiring or the evse.

PlugDet On

Is what I see, which is expected and why you can get into the charging state.

[Chance125Johnson]

I'll have to order a canlogger. I haven't had to use one up to this point, but I guess it is time.

I'll get one on order and show the results.
Thank you for your help so far!

[Chance125Johnson]

I ordered an EVTV ESP32 CANDue Board that is going to be delivered on Tuesday. I'll be able get a CAN snippet of the processes individually and as a whole.

In the mean time, I was able to take the input shaft out of the leaf transmission. I then took an angle grinder to take off the majority of the teeth on the input shaft so I could then put it in the mill. From there I used a boring bar in a boring head to shave down the shaft to about 35.1mm. I ordered a D50B20 sproket from USArollerchain and bored the center out to fit the input shaft. I had to remove the parking brake teeth on the input shaft so the chain wouldn't interfere. After welding up the sprocket to the input shaff, I think it should be plenty sufficient to work.
Note: There is a pressed in cap on the inside of the shaft to keep greese in from mixing with the transmission oil. The cap can move if pressed on hard. I note this because pulling the bearings off are a challenge.

The bearings I plan on using for the input shaft are:
62/32 Deep Groove Ball Bearings P6 32x65x17mm
6207, 35mm x 72mm x 17mm
Note: One of these are not the original size bearings that were in the transmission. I ruined both bearings that were original by either pulling it out or working on other steps. What matters is the ID and the width are the same as the original. The OD I believe is what is different, due to sourcing reasons.

I took apart the G35 VLSD and cleaned it all out. After confirming my measurements of the ID of the main gear and the locations of the bolt holes, I was able to start machining a D50B40 sprocket. The ID of the sprocket was increased to 128.11mm and the holes are radially symmetrical. 10 holes with diameter of 150mm. The holes were tapped to M13x1.25mm, which matches the original main gear bolts. This worked pretty well in the end, with some hickups on the way. The bearings on the diff houseing were 4785 tapered, so 47mm ID and 85mm OD. I can't seem to find other bearings with those dimensions, so I'm going oem bearings for those, since my original ones were ok.

This means that the center diff will have a gear ratio of 1:1. But, the 20 to 40 tooth sprocket with decrease the rpm by 2.
Before I make a new diff housing and mouting plate to the leaf motor, I'm going to trye to balance these parts because the input shaft needs to withstand up to 10,000 rpm and the diff 5,000rpm. Thats about 4 times more than the diff is used to. So, I would say its greatly nesesarily for balancing both.

I have documented the whole thing here in a youtube video:


If there are any questions, please let me know.
Thank you!

[Chance125Johnson]

GOOD NEWS!!!

The charger works and it was for a simple, understandable, and probably undocumented reason.
I ordered a "EVTV ESP32 CANDue Board" and went to connect it to the Leaf can lines to take some snippets. Before I connected it, I decided I wanted to swap the can1 and can2 lines. I swapped the lines, changed the designation in the parameters. Nothing changed when trying to charge.

I then put all the CAN lines on can1 and changed the parameters all to can1. I plugged in the charger and it started charging at 6.6kw. I was very excited till I realized that the BMS was not communicating with the zombieverter.

I changed all the can lines and parameters to can2 and did the same test. It charged but did not report the bms data. While a bit upsetting, I was glad to see it wasn't line a broken can chip in the zombieverter.

I then went to the parameters and turned all the can lines that I was not using over to can 1 (the one I wasn't using now). After uploading to flash, the BMS and charger was reporting and charging. So, the leaf pdm's can lines need to be connected to the leaf bms can lines. I am not using an IVT shunt. I am relying on the shunt in the leaf pack for current measurement and I bet the data being sent to the zombieverter is not being relayed to the pdm if on different can lines. That's why when the pdm and BMS were on different can lines it didn't work, likely. It would make sense the pdm wants current data.

I imagine the reason the BMS started reporting after turning the other can lines "off" was due to how CAN shares its bandwidth. Like removing people from a crowded room where everyone is talking. Either that or its communication time was timing out.

Regardless, I can now see all the data live and it is charging the leaf pack.

In short, the Leaf PDM and battery pack CAN lines need to be on the same can line and the non used can lines need to be turned off.
I didn't end up using the CANDue board yet but likely will when messing around with the leaf power steering.

[tom91]

Yes the whole leaf eco system needs to live on one bus.

I could have caught that in the params, but you said you wired it according to info on wiki. To be fair it does not show the battery. https://openinverter.org/wiki/Leaf_stac ... ombiverter

Please update with your findings.

[Chance125Johnson]

Yeah when I was reading that the can lines went to the Zombieverter from each and it didn't specify can1 or can2, I assumed any combination could have been used. Adding on top that the zombieverter can support multiple different devices, I didn't assume that the pdm needed to be connected to the original leaf bms.

The PDM was only on the same can line as the inverter.
I suppose that means the leaf pdm can only be used with the leaf pack, or does having an ivt shunt (or other bms option enabled) fix that? This isn't an issue for me but, just thought it curious.

I will put a change submission in to the wiki about needing the can lines all on one for the leaf pdm and bms/can shunt. Since I've been running the inverter and bms on separate can lines I suppose the inverter doesn't have to be on the same network.

Thank you again for your help!

[tom91]

The nissan leaf system, battery inverter and PDM live on one bus in the Nissan Leaf. So the Zombie wants/expects them all on one bus.

As it wont duplicate/passthrough messages from each on the other bus.

[Chance125Johnson]

I tried to condense my debugging and testing of the charging system down to a fairly short video.

Hopefully it can help anyone with the same simple issue I had.

I definitely appreciated your help @tom91!