openinverter forum

mayes8229 wrote: ↑Fri Dec 10, 2021 2:43 pmYour board has V2 in silkscreen, so there's your answer. Because it's a V2 there's a different power switch and a BJT rather than a FET, but that doesn't change the previous comment about not being able to PWM that signal.

Thank you I appreciate that.

moving down the list the second set of CAN Bus wires was next, this is additional CAN in addition to the CAN on the B Connector

my 1971 Chevy truck predates CAN Bus architecture by a couple millennia so there is nothing to integrate with meaning we don't need these two Pins

alright folks hang in there we have one more pin to cover, so hold on to your underwear

GROUND on pin 20, I think this is redundant as there is already another ground on pin 20 of the B Connector

so these 20 pin CINCH header connectors part number 5810120011 are back in stock so I went out and bought one

now before you lecture me how the VCU aint gonna work with only one connector hear me out

Technically the only thing holding us back from going to a single 20 pin header connector aka the black B plug is the Transmission Oil Pump PWM signal on pin 16

SOLUTION: I call it the internal PWM ByPass

yes I will unsolder the B Connector pin #6 from the circuit board first

Gregski wrote: ↑Sat Dec 11, 2021 4:19 pm SOLUTION: I call it the internal PWM ByPass

yes I will unsolder the B Connector pin #6 from the circuit board first


PWM ByPass.jpg

It’s your project, do what you want. You might not even need to desolder the pin, just unconfigure/undefine it in the code. If you find that you need the ground from connector A you can always jumper that over to the ground on B. Having said that, there’s a lot of potential functionality you’d be foregoing by not using any of the in/outputs from A.

so decided to give the VCU a little rest and gently caress my BMW 530e plug in hybrid battery pack

having learned you can't just probe the thing with a multimeter

the lid had to come off

first observation: the lid is not glued on like on the Nissan Leafs or Teslas, (makes me wanna hug a BMW engineer)

and here's how BMW numberizes the cell modules from left to right starting with number one in the basement of the passenger side, right below #3 and ending with #6 right below number 4

I really wanted to get a voltage reading, so when I saw 346 out of 351 I was pleased

I managed to yank one cell module out so that we can get more acquainted, and I threw it on the scale

in this video we take a peak inside the BMW 530e plug in hybrid, high voltage battery pack

I also measured the volts of a single cell module

I managed to combobulate a Teensy CAN Bus transceiver setup to run Tom's BMWPhevBMS to get a more detailed reading of the six cell modules and all 96 individual cells, thanks to Damien's pin out, and OutlandishPanda's free hand wiring diagrams and pics

took a deeper dive into the BMW 530e plug in hybrid battery pack

I wanted to share this for a size reference, this is a 2 foot by 4 foot piece of plywood, and it appears 9 cell modules will fit on top of it

and you thought butter knives are just for flat head screws

and turn to the left...


and a bird's eye...

throw some labels on it...

In the video below I use a Teensy microcontroller board with a CAN Bus transceiver to run Tom de Bree's specialized version of his SimpBMS called BMWPhevBMS to get a voltage reading of each of the individual 96 cells in the BMW 530e plug in hybrid battery pack.



thank you OutlandishPanda for your help

yanked the OEM BMW 530e Battery Management electronics SME? aka Master BMS module

Part # 7536514-09 (maybe ?)

cell module tetris video

and here are the 2018 BMW 530e (G30) BMS slave boards