openinverter forum

Pretty sure it's all covered in his video series. But it wouldn't hurt to review them regardless.

Igor wrote: ↑Fri Feb 07, 2020 7:24 am Pretty sure it's all covered in his video series. But it wouldn't hurt to review them regardless.

From what I have gathered:

GS450h gearbox
GS450h inverter w/ his opensource control board
Tesla Gen 3 (?) charger w/ his opensource control board

I also would like to know if he has BMS with the batteries, and what else is inside that high voltage junction box.

RE3Rotor wrote: ↑Fri Feb 07, 2020 7:01 pm I also would like to know if he has BMS with the batteries

No physical BMS is used with the test pack (it's monitored manually). When the long range pack is fitted then I suspect it will use the BMS fitted to the modules (if OEM) or Johannes BMS.

RE3Rotor wrote: ↑Fri Feb 07, 2020 7:01 pm what else is inside that high voltage junction box.

Contactors and Precharge relay/resistor.

Can someone remind me, is the splined coupler for the transmission 21-spine, 28mm major diameter? For the wiki.

xp677 wrote: ↑Sun Feb 09, 2020 2:44 pm Can someone remind me, is the splined coupler for the transmission 21-spine, 28mm major diameter? For the wiki.

Yes. all right

Excellent, thank you.

Look out for update video from Damien

Bexus Lives!!!!

So with today's testing of the Bexus (current weight 2050kg) and a crappy 450v battery that sags like a ton of bricks under load the car was pulling like a train up through 70mph up a hill. So imho we don't need 650v.

Thats super amazing. Who said electric motors can't have good sound
I wonder how they react at road worthiness test.. sir, we can see a gear box but where is this cars motor?

Love the sound, very cool.

Great sounds. That bexus is very good proof of concept!

Jack Bauer wrote: ↑Wed Feb 12, 2020 4:47 pm So with today's testing of the Bexus (current weight 2050kg) and a crappy 450v battery that sags like a ton of bricks under load the car was pulling like a train up through 70mph up a hill. So imho we don't need 650v.

What is the range for a 450V pack?

RE3Rotor wrote: ↑Wed Feb 12, 2020 6:34 pm

Jack Bauer wrote: ↑Wed Feb 12, 2020 4:47 pm So with today's testing of the Bexus (current weight 2050kg) and a crappy 450v battery that sags like a ton of bricks under load the car was pulling like a train up through 70mph up a hill. So imho we don't need 650v.

What is the range for a 450V pack?

Voltage doesn't dictate range. Kilowatt hours is a better general indicator.
But weight of car, driving style, terrain and even climate factor into the range calculation.

I guess a better question to ask is how much kWh does Damiens pack have? And that is driving the motors at all of 450V? Is there any boosting using the boost converter?

RE3Rotor wrote: ↑Wed Feb 12, 2020 7:07 pm I guess a better question to ask is how much kWh does Damiens pack have? And that is driving the motors at all of 450V? Is there any boosting using the boost converter?

From what I know, the battery pack in this test BMW is pretty much junk and only for testing purposes.
I don't think the boost converter is being used, rather the pack voltage is configured at 450V and wired directly into the inverter at that voltage.

sfk wrote: ↑Wed Feb 12, 2020 7:13 pm

RE3Rotor wrote: ↑Wed Feb 12, 2020 7:07 pm I guess a better question to ask is how much kWh does Damiens pack have? And that is driving the motors at all of 450V? Is there any boosting using the boost converter?

From what I know, the battery pack in this test BMW is pretty much junk and only for testing purposes.

Correct, these are old hybrid bus batteries that we use for test because they take a *lot* of abuse. Damien estimated the capacity as ~35kWh iirc.

In a couple of months the BEXUS will get a long range pack ready for it's drive to the Fully Charged Live show in the UK.

sfk wrote: ↑Wed Feb 12, 2020 7:13 pm I don't think the boost converter is being used, rather the pack voltage is configured at 450V and wired directly into the inverter at that voltage.

No boost converter so ~450V at the inverter. We want to understand how the system performs without the complexity of the boost converter.

Kevin Sharpe wrote: ↑Wed Feb 12, 2020 8:02 pm
No boost converter so ~450V at the inverter. We want to understand how the system performs without the complexity of the boost converter.

I seem to recall the motor(s) in the gearbox is rate at over 600V. So is there a plan to run the gearbox at that voltage using the boost converter?

His videos have convinced me I need to pick up a GS450h inverter and the control board. I just need to sell some more parts to make that happen.

RE3Rotor wrote: ↑Wed Feb 12, 2020 9:59 pm I seem to recall the motor(s) in the gearbox is rate at over 600V. So is there a plan to run the gearbox at that voltage using the boost converter?

A great deal of speculation surrounds these hybrid solutions and we're trying to understand the reality... today's test drives reinforce our belief that a practical vehicle can use a 350-450V battery without the boost converter. We also believe that the dual speed gearbox and rear differential ratio will overcome any limitations resulting from HV below 600V.

Obviously, we hope someone will test the boost converter

We have lots track, road, dyno, and towing tests planned. In a few months we will know a lot about the Lexus solution.

I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

RE3Rotor wrote: ↑Wed Feb 12, 2020 11:05 pm I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

I hope more people are going to step forward and start testing these systems now that we've confirmed this is viable

One of our course participants is building a race car which will be interesting

RE3Rotor wrote: ↑Wed Feb 12, 2020 11:05 pm I did notice mine has 2 drive positions on my gearbox. I would love to know if it is as easy as just connecting the shift lever so I can manually switch to the second location.

I'm pretty sure you could use the switch output from the shift selector as input to the VCU and then trigger the solenoid that controls the 2-stage gearbox output.

Time to do more research/reading.

I have my eye on an inverter. It is just a matter of time before I can jump in and test some of the stuff out.

Who decided these are 600v motors? Who told you? Did they actually demonstrate the need for 600v? Under what conditions is dc bus voltage important to a motor? Why would it care?

Sorry if that sounds like I'm an a$$hole but this mantra that Toyota motors absolutely must have xxx volts to run is pure bs. As long as sufficient voltage exists in the inverter to create an AC amplitude that can drive current into the windings to create the requested torque... In the case of the E65 I was still accelerating over 70mph, now when I had only 200v acceleration tapers off around 40mph because as the motor accelerates it becomes a generator and produces a back emf. Once the back emf equals the available bus voltage you cant push any more current and thus the torque flatlines.

I've ran motors at all sorts of voltages, there are a bunch of Tesla LDUs running in drift cars at 200v! But Damien! A tesla motor must have 360v! Really? Why?

RE3Rotor wrote: ↑Wed Feb 12, 2020 11:14 pm It is just a matter of time before I can jump in and test some of the stuff out.

That will be very cool