openinverter forum

hereby I want to share my project, I will post additional text and explanation later when I have more time.
The car has stood still for 22 years in a shed, I use the Mitsubishi Outlander generator as an engine on the original gearbox. original inverter and tesla gen 3 charger, it contains a 24kw bmw battery pack from an x5 hybrid.
my findings running the inverter in original state:
viewtopic.php?p=54222#p54222
here the story with my adventures with converting the inverter
viewtopic.php?t=3427

a very beautiful car.
I'm really jealous)))
For such a car, there is very little of this motor and controller.
he needs a motor + inverter leaf gen 2 ! there you can get more than 150 kW of power and a great drive!
I once used a motor like yours for a snowmobile )

Excellent build. Thanks for sharing.

nathaniel wrote: ↑Sat Mar 25, 2023 11:31 amit contains a 24kw bmw battery pack from an x5 hybrid.

Do you have two BMW packs, or do you mean 24ah?

Boxster EV wrote: ↑Sat Mar 25, 2023 4:16 pm Do you have two BMW packs, or do you mean 24ah?

https://www.car.info/en-se/bmw/x5/g05-m ... 5429/specs

BMW X5 hybrid was made with 24kWh 12 module configuration.

Romale wrote: ↑Sat Mar 25, 2023 2:46 pm a very beautiful car.
I'm really jealous)))
For such a car, there is very little of this motor and controller.
he needs a motor + inverter leaf gen 2 ! there you can get more than 150 kW of power and a great drive!
I once used a motor like yours for a snowmobile )

I'm more then happy with this motor, I get 84kw out of this motor so in my opinion perfect power for this car. Easy driving in second gear from start to 100+ kmh.

Boxster EV wrote: ↑Sat Mar 25, 2023 4:16 pm Excellent build. Thanks for sharing.



Do you have two BMW packs, or do you mean 24ah?

What Tom says, the modules are the same as the 12kw pack but the difference is that these modules are 8s2p configuration instead of 16s. Bms is also the same but reads only 8 cells per module off course.

Liking this! Thanks for posting and looking forward to more details

Real nice job, great project

nathaniel wrote: ↑Sat Mar 25, 2023 11:31 am hereby I want to share my project, I will post additional text and explanation later when I have more time.

Hi, nice project. Interested in your coupler. We're working on 1949 Chrysler which has similar classic gearbox. How did your love-joy coupler ended up working? Did you later replace to a solid one? Also how did you get the alignment right when you made your extension box instead of the bellhousing? Thanks

m.art.y wrote: ↑Sun Mar 26, 2023 7:40 pm Hi, nice project. Interested in your coupler. We're working on 1949 Chrysler which has similar classic gearbox. How did your love-joy coupler ended up working? Did you later replace to a solid one? Also how did you get the alignment right when you made your extension box instead of the bellhousing? Thanks

the coupler is working fine until now. in my opinion a solid coupler is not the correct way top connect two shafts that have there own bearings, those are never aligned 100% so you want a bit of flex in between. otherwise something will wear out and if there is nothing flexible in between, metal will wear out. but that's just based on my mechanical experiences, this is my first conversion so you might get away with it too. the mounting bracket between the engine and gearbox are very precisely made with laser cutting. test fit done without coupling and checked whether the shafts align, this was the case, so then mounted with the coupling. the distance is so large because I do not want to shorten the original axis of the box.

A little update on the spitfire, interieur starts to look nice again. And the main thing is that I've managed to get CCS fast charging working! With the help of this forum of course! I'm very pleased with that.

so today i went to a tuning shop and asked if i can do a run in there dyno, so here are the results.
one run in the second gear and one in the third gear, interesting to so that there are about 22% driveline losses in second gear and 16% in third gear. the run stops at a little over 6000rpm because of a overcurrent event, i'm still dealing with oscillation current at high speed and high load, but that's a issue for another day:) but it's on the end of the chart you see already that the torque decreases.
interesting to see that the motor actually reaches 115Nm where according to some graphs it should be around 130NM, that tells me that I can start pushing even more current through the windings. now i'm pushing around 600 phase amps, so that means i can go to 681 amps to reach the 130NM;) at least now we have real numbers of the motor (generator).
i also put a settings dump of the inverter settings from this run.

Awesome I'm going far too easy on the little guy then, 450 phase Amps

as long as the temperature is not to high you can push more right?:) btw the motor temp was 62 celcius after 2 runs

I think I'd have to change inverters I think, not sure I can get more from the Prius inverter, I get overcurrent events if I increase the throtcur more, not 100% sure what the cause is.

Some great data there Really nice torque curve too, imagine it drives nicely!

nathaniel wrote: ↑Tue May 09, 2023 10:04 am interesting to see that the motor actually reaches 115Nm where according to some graphs it should be around 130NM, that tells me that I can start pushing even more current through the windings. now i'm pushing around 600 phase amps, so that means i can go to 681 amps to reach the 130NM;)

The other possibility is that the Most Torque Per Amp (MTPA) algorithm isn't set up quite right for the motor. A small error in lqminusld, fluxlinkage or syncofs could all mean that the current being pushed through the motor isn't quite at the optimum phase angle for maximum torque. Your parameters look right based on what's known but it still might be worth adjusting lqminusld a little to see what effect it has?

Sounds interesting, do you think I need to increase or decrease the value and how big steps should I take?

I'm very happy with the driving! A always take this car now and my normal car is collecting dust. It's no Tesla power but at the traffic lights 99% of the time I'm the quickest and with no effort. And for 80kmh+ I put it in third gear and than it's a cruiser.

@bigpie, the original inverter I think is really underrated. Never seen higher then 35 Celcius when pushing and that are very cheap. But also a bit big but if you have the space I think it's a nice one.

I don't think the prius inverter is running out of steam, I can raise the throtcur, but I have to slowly use the throttle else it overcurrents. I may well pick back up looking at this again now I've finished off some other little projects.

nathaniel wrote: ↑Tue May 09, 2023 12:38 pm Sounds interesting, do you think I need to increase or decrease the value and how big steps should I take?

Could be either an increase or decrease, no real way to tell which.

Because of the way the parameters are stored (fixed point arithmetic with a 5bit fraction) the smallest possible change is 0.031 so I'd start with that.

Bigpie wrote: ↑Tue May 09, 2023 12:50 pm I don't think the prius inverter is running out of steam, I can raise the throtcur, but I have to slowly use the throttle else it overcurrents. I may well pick back up looking at this again now I've finished off some other little projects.

Did you ever try changing the resistor values or is that the next thing to try?

Pete9008 wrote: ↑Tue May 09, 2023 1:01 pm Could be either an increase or decrease, no real way to tell which.

Because of the way the parameters are stored (fixed point arithmetic with a 5bit fraction) the smallest possible change is 0.031 so I'd start with that.

thx, i'm going to do some testing with that.

here a link to the dyno run video: