openinverter forum

In one of your youtube videos the dash showed over 1800A when you went WOT, is that correct?

MrMoparMan wrote: ↑Mon Jul 26, 2021 6:45 pm

muehlpower wrote: ↑Mon Jul 26, 2021 7:20 am
You say you only regenerate when the brake is applied. When it failed, you didn't brake, right. Could it be that the voltage in the inverter rises to a value that is sufficient to destroy the ITGBs because nothing is diverted into the battery?

I did a full throttle acceleration for a few seconds, then I let off and it does have a mild throttle-off regen. I may have also applied brakes which is slightly more aggressive regen. The fuse blew a few seconds after letting off of the throttle, so there was regen at the time.

It is something I would like to get to the bottom of, did my settings have something to do with it? Is it unable to handle full throttle, followed by immediate regen? Or did the pyro fuse blow when it should not have?

Are you sure that you mounted the P85 pyro fuse at the right direction?
Remember that evtv Jack Richard did mention something about this.

I'm curious of the pyro fuse, is there a chance that you could measure the internal li-ion cells, in the fuse?
The internal electronics constantly measure voltage drop from tab to tab. When the amp rise the drop increases and on a certain point the output transistor trigger fuse.


And model 3 did not have any "fuse"
Just a pyro disconnect direct controlled by hv-controller with feedback from nearby located shunt.

So if anyone tries to use a model 3 fuse in a ev conversion, a failure will be fatal...


I did also had a similar failure on inverter level

Mojave wrote: ↑Mon Jul 26, 2021 10:44 pm In one of your youtube videos the dash showed over 1800A when you went WOT, is that correct?

Yeah my dash is not accurate on the ammeter... I need to adjust the PID equation coming from the Orion BMS to the torque app.