openinverter forum

Greetings, I'd like to suggest getting information together for gauging the LDU. I know there are two CAN buses available, one that will output serial data if you move the jumpers on the board. For most of my EV gauging I have used Torque from the Orion BMS which also has two CAN networks. It doesn't supply the juicy stuff like RPM, phase amps, or motor temp from the LDU. I have coolant temp plumbed to the bms, so at least I have that, and I can read battery current from the bms, however:
How to we gauge motor RPM? I was thinking of porting the motor CAN to the BMS to see if it would see the CANopen would play nicely with the BMS and then I could read RPM on Torque as well.
Any CAN networking experts that CAN chime in?

Orion BMS supports the HPEVS AC-51 + Curtis 1239E system, so a quick workaround would be emulating the Curtis CAN data. I have done that before. Not for the Torque, but for a custom gauge I designed.

So attached is the CAN structure of the controller data between Orion BMS and Curtis controller. If you map the CAN data your Tesla inverter to send the rpm value to the first two bytes of CAN ID 0x601, also by enabling the Curtis 1239E (CAN) support on the Orion BMS interface, you might achieve what you want. But as I told I didn't use this method with the "Torque" software so additional work might be needed.

We display CAN data from the LDU on our Tesla Cobra EV in two ways. We use a RaceCapture MK3 GPS datalogger which can map any CAN variable and datalog it or display in on a Smartphone/Tablet app. https://www.autosportlabs.com/product/r ... repro-mk3/ I use a Samsung S8+ phone as a display as it is daylight visible. We display laptimes, pack voltage, minimum cell voltage, battery temp, motor temp, SOC, voltage isolation.

We also have two dedicated gauges in the car that Perfect Tuning built as specials for us. https://perfecttuning.net/en/22-gauge One displays items from the Tesla LDU, the other from our Orion BMS. They have some of the CAN codes that we are using

nailgg wrote: ↑Thu May 09, 2019 2:02 pm Orion BMS supports the HPEVS AC-51 + Curtis 1239E system, so a quick workaround would be emulating the Curtis CAN data. I have done that before. Not for the Torque, but for a custom gauge I designed.

So attached is the CAN structure of the controller data between Orion BMS and Curtis controller. If you map the CAN data your Tesla inverter to send the rpm value to the first two bytes of CAN ID 0x601, also by enabling the Curtis 1239E (CAN) support on the Orion BMS interface, you might achieve what you want. But as I told I didn't use this method with the "Torque" software so additional work might be needed.

Thank you so much, this is an excellent way forward. I have used the AC series motors with Orion, i never networked them however.

dougyip wrote: ↑Thu May 09, 2019 2:36 pm We display CAN data from the LDU on our Tesla Cobra EV in two ways. We use a RaceCapture MK3 GPS datalogger which can map any CAN variable and datalog it or display in on a Smartphone/Tablet app. https://www.autosportlabs.com/product/r ... repro-mk3/ I use a Samsung S8+ phone as a display as it is daylight visible. We display laptimes, pack voltage, minimum cell voltage, battery temp, motor temp, SOC, voltage isolation.

We also have two dedicated gauges in the car that Perfect Tuning built as specials for us. https://perfecttuning.net/en/22-gauge One displays items from the Tesla LDU, the other from our Orion BMS. They have some of the CAN codes that we are using

I was looking at the MK3, its good to know I was on the right track.

Zero EV have some really slick display options that support Open Inverter. You can see some prototypes they built for a Fiat 500 and DeLorean here

We'll know more about pricing after the Fully Charged Show at the start of June.

Kevin Sharpe wrote: ↑Thu May 09, 2019 7:00 pm Zero EV have some really slick display options that support Open Inverter. You can see some prototypes they built for a Fiat 500 and DeLorean here

We'll know more about pricing after the Fully Charged Show at the start of June.

That's a great display, seems like there are options. Does anyone know what the absolute top rpm is for the LDU?

Ignoring mechanical limits on things like bearings etc the top rpm is a function of the battery ability to drive current into the stator with increasing rotor rpm which causes a back emf that opposes the battery. More volts = more revs but then you hit limits in the inverter design.