openinverter forum

Posted: **Mon Jun 27, 2022 10:59 am**

EV_Builder wrote: ↑Mon Jun 27, 2022 9:54 am
muehlpower wrote: ↑Mon Jun 27, 2022 8:14 am The 10k resistor goes on D from the FET, not directly on the signal.
Yes you are right it should be parallel on the FET!
Then it's 11K if switch is closed and void if not. Good eye!

Turns out its not that exact, 10K works fine between signal and ground LIM does not complain.

Posted: **Mon Jun 27, 2022 12:34 pm**

tom91 wrote: ↑Mon Jun 27, 2022 10:59 am Turns out its not that exact, 10K works fine between signal and ground LIM does not complain.

Yes that might be the case and is nice.
Purely speaking the observation of muehlpower makes the translation more correct.

Posted: **Mon Jun 27, 2022 1:03 pm**

EV_Builder wrote: ↑Mon Jun 27, 2022 12:34 pm
tom91 wrote: ↑Mon Jun 27, 2022 10:59 am Turns out its not that exact, 10K works fine between signal and ground LIM does not complain.
Yes that might be the case and is nice.
Purely speaking the observation of muehlpower makes the translation more correct.

Correct, it makes it match the Pheonix Contact actuator.

Posted: **Wed Jun 29, 2022 2:29 pm**

Any luck charging Tom?

Posted: **Wed Jun 29, 2022 2:32 pm**

Jack Bauer wrote: ↑Wed Jun 29, 2022 2:29 pm Any luck charging Tom?

Gentleman who im working with will try tomorrow. I have now managed to collect all the items required myself, except a conversion

Posted: **Thu Jun 30, 2022 11:30 am**

Jack Bauer wrote: ↑Wed Jun 29, 2022 2:29 pm Any luck charging Tom?

Had an attempt today and no luck.

Reviewing the log: https://github.com/Tom-evnut/BMWI3_LIM_ ... %20Jun.trc

Pilot status drops from 5%_Ready to 5%_NotReady right after requesting to close the contactors. So I believe the LIM itself must be deciding something is wrong.

One observation from the working logs Damien posted. High DC bus / Battery voltage is reported by a ISA shunt thus ramps up from 0. Currently I just take the BMS Battery Voltage and broad cast it on the bus continuously.

Charger Shows this on the display:

Posted: **Thu Jun 30, 2022 12:04 pm**

Would the I3 have a fixed max charge voltage limit in its firmware? As I am commanding a Vlimit of 425V due to it being a 108s pack.

Posted: **Thu Jun 30, 2022 4:44 pm**

Now comes the biggest thing. Swap the LIM for a 2020 model and she worked.

Thanks Damien and muehlpower for providing feedback.

Here is the working log: https://github.com/Tom-evnut/BMWI3_LIM_ ... 202020.trc

This now means I can clean up my code to start removing fixed values ect.

Posted: **Thu Jun 30, 2022 5:49 pm**

Nice:) Great to see another vehicle and a completely different controller working with the LIM. To the best of my knowledge the Lims do have a firmware limit at 500v so in theory at least should not have been a problem. Mine are 2014 and 2017 for reference.

Posted: **Thu Jun 30, 2022 5:54 pm**

I now have a working log from my setup next steps is to review various logs to find out what messages are different.

Now I just needs to sort my own vehicle to do some stranger testing on to find:
-Voltage request limits
-Current request limits
-Influence of yet unknown can message fields

Posted: **Thu Jun 30, 2022 8:24 pm**

Would be good to know the precise article number of the LIM.
Or if we ever get that far we extract a firmware revisión.

What year was the non working LIM from?

Posted: **Fri Jul 01, 2022 8:56 am**

Here are the two LIMs used the 2017 gave issues and the 2020 worked.

Will dig into the can captures to see if there are any differences.

Posted: **Fri Jul 01, 2022 3:39 pm**

tom91 wrote: ↑Thu Jun 30, 2022 12:04 pm I am commanding a Vlimit of 425V due to it being a 108s pack.

What's your non CCS charging solution? I'm looking at using a 108S system too.

Posted: **Fri Jul 01, 2022 5:02 pm**

SciroccoEV wrote: ↑Fri Jul 01, 2022 3:39 pm
tom91 wrote: ↑Thu Jun 30, 2022 12:04 pm I am commanding a Vlimit of 425V due to it being a 108s pack.
What's your non CCS charging solution? I'm looking at using a 108S system too.

The customer has this in a conversion with a Nissan Leaf powertrain and it works so far. Alot of OEM chargers go up to atleast +/- 420V no idea if the customer has had it above this yet. I varies per vehicle for which components will stop functioning.

Elcon/TC chargers go to 440V so would be an option.

Posted: **Sun Jul 03, 2022 11:25 am**

Tesla uses 110 cells in the plaid drive and the same PCS as in the Model 3

Posted: **Tue Jul 26, 2022 1:53 pm**

tom91 wrote: ↑Thu Jun 23, 2022 4:48 pm I have been updating the Github DBC so you can find it there.

I have picked this up again; but i get allot of faillures?Not sure how important they are.
Can this be fixed?

It fuzzes me mainly about that weld test?

Posted: **Tue Jul 26, 2022 1:54 pm**

EV_Builder wrote: ↑Tue Jul 26, 2022 1:53 pm
tom91 wrote: ↑Thu Jun 23, 2022 4:48 pm It fuzzes me mainly about that weld test?
I can have a look at those. But most of those errors are not in any of the sections I touched or even used.

Posted: **Wed Jul 27, 2022 8:44 am**

tom91 wrote: ↑Fri Jul 01, 2022 8:56 am Here are the two LIMs used the 2017 gave issues and the 2020 worked.

Will dig into the can captures to see if there are any differences.

IMG-20220701-WA0000.jpg

Check this out as a start?

: difference_2020LIMVS2017LIM.PNG (10.63 KiB) Viewed 111176 times

Left is working one, right is failing one. 0x390 is unique in the working one.

Posted: **Thu Jul 28, 2022 6:43 pm**

390h is "Status_Hospitality_Function" and controls whether the plug is automatically released after loading.

Posted: **Fri Jul 29, 2022 12:01 pm**

614h is that some kind of warning? Anyway 390h is absent in the non working one. Might be an/the issue?

Posted: **Mon Aug 01, 2022 11:34 am**

Wanted to ask about CCS voltage range.

I am running a 600v nom pack. Charging voltage would be 650v ish.

On the WIKI it says the later LIM modules voltage range is 0-1000v which is promising. My question is...

Is there a voltage sense board suitable for higher voltage? as on the wiki it suggest max 500v......

The LIM gets the inlet DC voltage from a board in the KLE.
This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)[11] from the high voltage DC voltage.

Posted: **Mon Aug 01, 2022 11:48 am**

I'm not sure if even the chargers can reach 650Volts.
Maybe a good check would be how the TayCan charges it's pack I bet it has a internal DC/DC step up converter.

Posted: **Mon Aug 01, 2022 7:07 pm**

Jackk wrote: ↑Mon Aug 01, 2022 11:34 am Is there a voltage sense board suitable for higher voltage? as on the wiki it suggest max 500v......

Yes, our Voltage sense board for BMW i3 LIM CCS fast charging can do up to 750V.
Even more in terms of isolation, but then some clipping occurs.
See attached photo where it measures 1044V and produces 16 mA.

Posted: **Mon Aug 01, 2022 9:36 pm**

EV_Builder wrote: ↑Mon Aug 01, 2022 11:48 am I'm not sure if even the chargers can reach 650Volts.
Maybe a good check would be how the TayCan charges it's pack I bet it has a internal DC/DC step up converter.

Perhaps although I did see this printed on the side of a CCS charger the other day .... Suggest 900v max

Posted: **Mon Aug 01, 2022 9:42 pm**

larsrengersen wrote: ↑Mon Aug 01, 2022 7:07 pm
Jackk wrote: ↑Mon Aug 01, 2022 11:34 am Is there a voltage sense board suitable for higher voltage? as on the wiki it suggest max 500v......
Yes, our Voltage sense board for BMW i3 LIM CCS fast charging can do up to 750V.
Even more in terms of isolation, but then some clipping occurs.
See attached photo where it measures 1044V and produces 16 mA.
IMG_9536.jpeg

Thanks just ordered one up

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