openinverter forum

Jack Bauer wrote: ↑Thu Jul 09, 2020 9:12 am So, its looking increasing like the Gen 3 Prius MG2 power stage is indeed capable of propelling a road vehicle.

Very cool

Jack Bauer wrote: ↑Thu Jul 09, 2020 9:12 am while holding speed on the hill the mg2 die temp raised to 45c. Level cruise 30c approx.

What sustained temperature would make you concerned? Is there a known "not to exceed" temperature?

TheSilverBuick wrote: ↑Thu Jul 09, 2020 3:24 pm

Jack Bauer wrote: ↑Thu Jul 09, 2020 9:12 am while holding speed on the hill the mg2 die temp raised to 45c. Level cruise 30c approx.

What sustained temperature would make you concerned? Is there a known "not to exceed" temperature?

Usually IGBT's are rated for at least 150 Celsius, but losses increase at higher temps.
Johannes' firmware derates at 85 Celsius, so we could call that a good point -- there are lots of PCBs inside the inverter which might not like the high temperatures. Also water coolant might boil if temp goes too high.

-Isaac

Isaac96 wrote: ↑Thu Jul 09, 2020 5:17 pm Usually IGBT's are rated for at least 150 Celsius, but losses increase at higher temps.
Johannes' firmware derates at 85 Celsius, so we could call that a good point -- there are lots of PCBs inside the inverter which might not like the high temperatures. Also water coolant might boil if temp goes too high.

-Isaac

Thank you!

Also note this is a die temp sensor NOT heatsink temp. Toyota have some excellent thermal coupling between the device and heatsink.

oh and for the people getting wound up about cooling the bmw phev batteries, might be worth checking in with the actual batteries themselves after a drive. Seems no one told them they are supposed to overheat....

Jack Bauer wrote: ↑Thu Jul 09, 2020 6:11 pm Also note this is a die temp sensor NOT heatsink temp. Toyota have some excellent thermal coupling between the device and heatsink.

oh and for the people getting wound up about cooling the bmw phev batteries, might be worth checking in with the actual batteries themselves after a drive. Seems no one told them they are supposed to overheat....

Die temp sensors. Well done Toyota. Volt inverter has similar sensors, would help to diagnose dried out thermal compound.

It seems like the LG Chem cells stay nice and cool. I haven't yet checked my Pacifica cells but I wager they're fine.

-Isaac

Jack Bauer wrote: ↑Thu Jul 09, 2020 6:11 pm Also note this is a die temp sensor NOT heatsink temp. Toyota have some excellent thermal coupling between the device and heatsink.

oh and for the people getting wound up about cooling the bmw phev batteries, might be worth checking in with the actual batteries themselves after a drive. Seems no one told them they are supposed to overheat....

Sounds like good stuff.

Man, now I'm wondering if I went wrong with the Pacifica batteries...

Jack Bauer wrote: ↑Thu Jul 09, 2020 6:11 pm Also note this is a die temp sensor NOT heatsink temp. Toyota have some excellent thermal coupling between the device and heatsink.

oh and for the people getting wound up about cooling the bmw phev batteries, might be worth checking in with the actual batteries themselves after a drive. Seems no one told them they are supposed to overheat....

Hi,

I have driven the 330e in standard factory settings and the range in winter is much worse. That leads me to think that BMW add a lot of heat in winter to stop the batteries from getting too cold. I dont think temperature is an issue in the summer in the UK.

Also when the battery gets low I have noticed power is reduced to the motor in EV only mode.

E39 hits the motorway!

Great progress!
Question: what's going on with the die temp at 12'42"?

clanger9 wrote: ↑Tue Jul 21, 2020 4:34 pm Great progress!
Question: what's going on with the die temp at 12'42"?

What do you think's going on? Damien doesn't mention it.

It only happens when he lets off the throttle. He says there's no regen enabled. Induction motor, so presumably no back EMF weirdness.
Parasitic shoot-through? I have no idea.

I have no idea either:) and that's what keeps me going after 11 years of this crap. Welcome to R&D

It's all part of the fun!
Would like to see a 'scope trace on one of the IGBT legs while decelerating. Hopefully no scary current spikes...

Yeah me too!............waits patiently ............

This piece of truck driveshaft tube will make an excellent "back box" for the E39

Jack Bauer wrote: ↑Sat Jul 25, 2020 1:42 pm This piece of truck driveshaft tube will make an excellent "back box" for the E39

I thought that was a piece of timber

Well, long time no update. Spent the past few days fabricating a new chademo "back box" for the E39. Will be fitting the new ISA based chademo controller and doing some fast charging.

As a general update the Prius inverter / Siemens motor combo has been running flawlessly. Only issue has been replacing the lower steering column due to a siezed universal joint. Gotta love these maintenance free electric cars.

That's awesome.

Are you running mg1 as the ac charger now aswell or is Elon still living inside?

Still using Elon at the minute. So many projects, so little Damien:)

Jack Bauer wrote: ↑Tue Jun 02, 2020 3:09 pm Params attached. Very early stage of tuning.

Damien, if the parameters file you posted back in June has been serving you well, I'd like to post it to the newly-christened OI parameters database - with your blessing, of course

Sure. Not changed anything since as far as I remember. Car just drives.

So there I was today. Not a happy camper at all. For some reason the Prius inverter would not let me accelerate very much despite my having the throttle pedal mashed into the floor. Generating lots of desat trips as well. Then I get where I'm going and light of the gen2 tesla charger for some nice 10kw 3 phase action with the new Johannes control software. Started off well but wasn't long until power started dropping off despite being nowhere near charged. Followed that with another frustrating drive home during which the dcdc converter in the prius inverter started dropping out and another slow charge session. Setup the laptop to view the charger info and was furiously texting Johannes when I noticed all 3 charger modules were at 92C.

So I popped the bonnet and all the cooling hoses were cold. Must be Johannes not reading the can info I surmised and had the phone in my hand for another message when I noticed the coolant pump making a weird sound. the sort of sound it makes when running dry. Opened the coolant bottle annnddd........its dry!!!!!!!

Just as I refilled it Johannes called and the temp dropped right down and the power ramped back up.

Lessons learned today :

1)It's always my fault.
2)You can drive a 2 ton E39 on the motroway at 60mph with no coolant in a Gen3 prius inverter and the Toyota engineers protect the transistors.
2)Tesla gen 2 chargers thermal limit at 92C.
4)The Siemens motor is very tough.
5) See item 1.