openinverter forum

Okay, adjusting syncadv seems to have fixed the high speed unintended acceleration after full throttle, but I had to set it to 9, not 11. I don't understand the physics well enough, but I was wondering if maybe that's because the motor is mounted in reverse?

Well either way, I'm just happy It's fixed, thank you.

Zieg wrote: ↑Sun Sep 08, 2024 7:16 pm I don't understand the physics well enough

Neither do I it seems. Unexpected result!

Regarding the boat mode, I was investigating an issue with the motor keeping its pace even if pot is set to 0, so guess the boat mode will not be able to deal with this as it is regulating the pot, right? I'm unsure if my issue is due to wrong syncofs or something else. Seems to be related to the amount of resistance from the propeller, as if I test at the dock, motor is always following pot, but when running at speed motor is not obeying pot. When I disable field weakening, motor is always "behaving", both at dock and at speed, but with limited RPM.

Is it possible to scale the regen from ibooster (CAN messaging) if using dual-channel wired throttle?

Not directly but you can pick up the ibooster info and put it into the regenpreset field of the inverter control message

johu wrote: ↑Sat Sep 14, 2024 7:44 am Not directly but you can pick up the ibooster info and put it into the regenpreset field of the inverter control message

oh! That makes sense!
So when I started sending my auto-start via CAN control message, I set everything else in the CAN message as 0. This is probably why I lost my regen at the same time. I'll try to play with the regenpreset. Thank you!

Does this new version allow can control of one oi board from another? If so can you give an example of what the tx and Rx settings would be? Thanks

Zieg wrote: ↑Sun Sep 08, 2024 7:16 pm Okay, adjusting syncadv seems to have fixed the high speed unintended acceleration after full throttle, but I had to set it to 9, not 11. I don't understand the physics well enough, but I was wondering if maybe that's because the motor is mounted in reverse?

Follow up to this, I increased my fwcurmax after realizing it should probably be -500 instead of -400. That got be better acceleration at higher speeds (BMS reported 130-some kW and the battery wasn't even full!) but as soon as I let off the accelerator, it started accelerating on its own again.

I noticed the parameters wiki page says this about syncadv: "Must be set so that ud remains at 0 when coasting below field weakening speed". So I did some slow-speed coasting and ud was bouncing between 500 and almost -1500. How close to 0 SHOULD it be? Or is it more like it should be 'centered' around 0? I tried reducing syncadv from 9 to 6 and that seemed to shift the numbers to something closer to +/- 1000. I didn't dare drive faster at that setting though.

Is it possible that I should be setting syncadv to something like -10 (Or, I guess, 65525) because the motor is running in reverse?

Zieg wrote: ↑Sun Sep 29, 2024 7:02 pm Or is it more like it should be 'centered' around 0?

yes

Zieg wrote: ↑Sun Sep 29, 2024 7:02 pm Is it possible that I should be setting syncadv to something like -10

No, that is handled in code Could you plot frequency and iq as well?

Okay, perfect, thanks. I'll grab another log with frequency and iq as soon as I'm able. I'll have to do some more testing with different numbers but it's looking like I'll end up somewhere around 6 for syncadv. Very interesting, I'm glad you left it as a parameter rather than hard coding it!

I know Tesla cars limit regen when battery >90%.
On my conversion I set the following. Is there perhaps a more elegant way of doing it? (BMS_SOC is in 0.1%, and I have 5% buffer)

You could make it more gradual. Like

I've been running this Sine firmware in my Tesla LDU for sometime now with great success. However, I have noticed a couple of small quirks.

When changing direction, say reversing and then selecting FWD, the RPM or POT signal needs to be zero/resting otherwise the throttle doesn't engage. If you do start to apply throttle too early, nothing happens and the throttle needs to be fully released and then pressed again to work. Think of maneuvering in carparks frequently changing direction where it's most evident applying throttle/dir in the desired direction whilst travelling slowing in the opposite direction.

What's slightly more of a hindrance is in a similar situation, if the brake is used to slow the car reversing but not fully stop it, then FWD direction is engaged and throttle applied the car will attempt to move forward slightly but then register an overcurrent event, requiring a power cycle. Bear in mind the inputs during these scenarios are very mild.

Hopefully the feedback is useful to someone.

Boxster EV wrote: ↑Wed Aug 21, 2024 10:10 pm My file is here.

params.json

Have you adjusted your DIRCHRPM at all? Looks like it was 100rpm from your parameters, not sure what speed that equates to though. Rough calc points to less than 1.5 kph?

Unfortunately direction changes in the SINE variant were never tuned to work smoothly as my Polo only had a single channel encoder.

The behaviour is intentional but maybe not practical then?

What happens with Tesla motors if you up that value to like be like 10km/h? Factory EVs seem to have way higher limit.

Is it possible in future releases to increase the charging current limit to at least 250 amps instead of 50?
If you use boost mode from a 220 volt home outlet via a diode bridge, everything is fine and the 50 amp limit is sufficient.
I use a 72-cell battery and a full voltage of 304 volts.
for boost mode, I use a 50 volt 75 amp power supply, but the firmware limitation does not allow using all available power.
in the future, I would like to use three such power supplies in a type-2 three-phase network, but the total current value would be more than 200 amps, and the setting allows only 50

the first screen is the operation of the inverter in boost mode. The input voltage is 54.5 volts. The input current is 57 amps.

oh, crazy Yes can change it

Ok not sure if this is the spot, or if it should be over in the Tesla subform, so feel free to yell at me - BUT in the process of updating my throttle and settings for 5.35, I want/need to address a direction input issue.

When my Tesla LDU is spinning forward, the inverter is "seeing" it as spinning in reverse (rotor direction spot value). Up until now, I had solved this crudely by just switching the direction selection input. However, as I'm trying to do things correctly now, I want to address this. Which setting do I need to change to address the issue? Or is it a wiring issue?

For more detail:
If dirmode is set to “switch” then:
Switch on dash to “forward” label
“seldir” reverse
“rotordir” reverse
Car goes forward

Switch on dash to “reverse” label
“seldir” forward
“rotordir” forward
Car goes backwards

If dirmode is set to “switchreversed” then:
Switch on dash to “reverse” label
“seldir” reverse
“rotordir” reverse
Car goes forward

Switch on dash to “forward” label
“seldir” forward
“rotordir” forward
Car goes backwards

So the “switchreversed” setting aligns the switch label with the inverter’s label, but the inverter is “seeing” reverse as forward and vice versa.

Well you could try pinswap=PWMOutput13 but you'd also have to physically swap encoder A/B channel

it's time to collect all the inconsistencies of this firmware in the hope of correcting them in subsequent releases (in any case, this is all that I personally identified)
1) if reverse gear is turned on and you have already stopped, then with a 99% probability pressing the brake will cause the engine to shake wildly.
2) Cruise mode cannot be turned on in any way if your choice of direction is a button
3) BiDir mode cannot be enabled in any way if you select the button direction or default forward. (it only works on foc 5.27)
4) the speed control mode, not the torque, could not be started (it only works on foc 5.27)
5) Charging mode boost limit of 50 amps. in many situations, this is not enough, I would like permission 5 times more (I undertake to report on the quality of work)
6) ADVANTAGE The boost charging mode is now very stable and perfectly adjusts the input current!!! (previously, there was a very poor matching of settings and strong fluctuations)
7) to work with homemade inverters, there is a lack of support for the temperature sensor of the kty84-130 inverter, as it is the most affordable to purchase.
8) if you weaken the field to accelerate the motor x2 from the base value, then it does not stop in any way. Example: A buggy has a leaf gen2 motor and a 120 volt battery. The base speed is 30 km/h. If you accelerate to 55 km/h, everything is OK. if you accelerate to 60 km/h (fwcurmax -300), it no longer stops, only turning off the ignition.
I will try to do many more different tests and give you feedback.
all of the above applies to the foc firmware.

Are all these cases happening with the same inverter or different projects? FOC or sine? Parameters?

On some I can comment:
2) oh yes, the safety update requires the physical forward switch to be on to engage cruise control
5) will give you 500A
8) yes a more or less known limitation. If syncadv doesn't solve it I have no idea

there is always a foc version.
different projects. different inverters.
Yes, I have already realized that all cars where the choice of direction is a button are devoid of the charm of cruise control or limiter.
here is one of my common parameters for an outlander's rear inverter :

it would be great if there was a drop-down menu option for changing the torque/speed control mode.
now this requires changing three parameters, and I can't imagine how this can be changed with one button by sending a can bus command.
and if such a change is a single parameter, then it can be easily changed via can bus on the go.