openinverter forum

Bratitude wrote: ↑Sun Sep 18, 2022 6:17 pm is there any particular CV you have in mind? i was just thinking of making a stub shaft with the 33 vw spline so all the VW flanges fit. apposed to doing a full custom cv, say one that works with a mini shaft, would be very expensive.

I would say 33 VW Spline is the away to go for now. I got some flanges coming to do some mock ups.

tom91 wrote: ↑Sun Sep 18, 2022 6:46 pm I would say 33 VW Spline is the away to go for now. I got some flanges coming to do some mock ups.

makes the most sense. vw stuff is strong, cheap and abundant. first mockup; vw beetle 33spline, outlander on the other end.
A few fillets to adjust, but backspacing should be correct. ill make some mock ups this week to check

nlc wrote: ↑Sun Jul 31, 2022 5:05 pm Thank you, firmware should be different between Mitsubishi Outlander and Peugeot Ion because yesterday I was able to drive the inverter with only the frame ID 0x285, without specific sequence

Hi NLC, I also have Imiev motor and inverter that I would like to use (attached to vw beetle gearbox) for a classic car conversion. Did you get any more results with your CAN bus testing and is it possible to make these inverters open source software controlled?

Really looking forward to hearing more. Thanks guys for all your hard work on this.

Cheers
Mike.

DkubusEV wrote: ↑Wed Sep 21, 2022 5:44 am Hi NLC, I also have Imiev motor and inverter that I would like to use (attached to vw beetle gearbox) for a classic car conversion. Did you get any more results with your CAN bus testing and is it possible to make these inverters open source software controlled?

Did you already try the published outlander control methods?
I'd be surprised if the imiev protocol differs significantly

Not yet as so far I have only purchased the damaged Imiev as a donor vehicle....

aot93 wrote: ↑Sun Sep 04, 2022 10:04 am To add some more to the above:

HV voltage at the inverter is only sent until a torque request is made to the inverter, so it's useful only for pre-charging.
Once a torque request has been made it looks like the byte order changes, I've not worked that out yet to get voltage reading from the inverter whilst it's running. The BMS take care of voltage limit and the charger reports HV from the other side of the contactors

On this topic, how quickly does a rear inverter come to live once it has been given 12V, it would be very useful to use as a precharge monitor.
The Inverter reports this at a 10ms period where the charger only reports at 100ms.

less than 500ms I would say.
I've not timed it, but it's faster than the teensy can boot
I do exactly this; timing the pre-charge stage using the inverter reported voltage.
If it's too fast it could be an indicator of a welded contactor.

Apologies if this question has already been answered but I’ve read conflicting reports of the max input voltage the rear inverter can accept. The outlander battery uses 10x 8 prismatic cell modules from memory. Has anyone tried a 96s (360v) ev battery with it and is there any internal logic or limit which would prevent this?

I believe that the inverter is safe upto 400v (96s) as that's what I'm doing with it, but my inverter is still on the shed floor at the moment

james@N52E01 wrote: ↑Wed Oct 19, 2022 8:16 pm Apologies if this question has already been answered but I’ve read conflicting reports of the max input voltage the rear inverter can accept. The outlander battery uses 10x 8 prismatic cell modules from memory. Has anyone tried a 96s (360v) ev battery with it and is there any internal logic or limit which would prevent this?

Yes i have tested rear inverter with Volt gen2 96S battery at 3.95V per cell. At least at 380Vdc inverter worked still.
Outlander DCDC, charger, heater and AC compressor were tested up to 398Vdc and they worked up to there. There is no reason inverter shouldnt work up to 400Vdc.

Amazing thanks Arber and rstevens

On the same topic, has one ran as low a battery voltage as possible?
I have not yet had the time my self to reconfigure my test pack to lets say 200V and test this myself.

tom91 wrote: ↑Thu Oct 20, 2022 8:26 am On the same topic, has one ran as low a battery voltage as possible?
I have not yet had the time my self to reconfigure my test pack to lets say 200V and test this myself.

I tested charger, dcdc, heater and AC compressor at and above 230Vdc. They worked above that. I had no reason to test inverter there though....

arber333 wrote: ↑Thu Oct 20, 2022 8:44 am I tested charger, dcdc, heater and AC compressor at and above 230Vdc. They worked above that. I had no reason to test inverter there though....

Sure, but if we knew the operation window of the inverter there are alot more pack options that become available for small classic vehicles like beetles/fiat 500/mini. Once I get more time I will look if I can easily alter the voltage of my test pack.

I’ll be happy to try it at lower voltages with my test batteries Tom but it’s probably going to be a while before I can get all the parts together. The Nissan Leaf inverter has a low voltage cutoff that kills the whole system at 190v so it’s sensible to check like you say. I wanted to ask, that Opto mini setup have mounted their rear motor/diff backward to how it is fitted in the Outlander. Do you know if they have hit any torque or rpm limits with the inverter thinking it’s operating in reverse or is it not that smart?

james@N52E01 wrote: ↑Thu Oct 20, 2022 2:20 pm Do you know if they have hit any torque or rpm limits with the inverter thinking it’s operating in reverse or is it not that smart?

None that I have found on the Opto setup, they run a VCU I have developed. Also bench testing could get upto 12K rpm in both directions.

I should have my front pack in by mid November so can probably wire something in to see if it likes 48s (at least without it moving), I too am interested in running it at lower voltages, am quite tempted by half of a corsa-e/e208 in a 48 to 60s configuration as I can basically get 22-28kwhr and still be under weight

tom91 wrote: ↑Thu Oct 20, 2022 3:03 pm None that I have found on the Opto setup, they run a VCU I have developed. Also bench testing could get upto 12K rpm in both directions.

Outstanding, thanks for the info Tom.

rstevens81 wrote: ↑Thu Oct 20, 2022 3:39 pm I should have my front pack in by mid November so can probably wire something in to see if it likes 48s (at least without it moving), I too am interested in running it at lower voltages, am quite tempted by half of a corsa-e/e208 in a 48 to 60s configuration as I can basically get 22-28kwhr and still be under weight

I was planning the exact same thing. maybe we should go in halfies on a pack

However I was planning on reconfiguring the modules to 12s and just using them for lower current demand. Seems a bit pointless if the system is happy enough at those voltages, albeit with a bit of a drop in efficiency

That would be ideal, when the time comes, yes reconfigure the pack is my plan b as it requires either dismantling the modules so they go +-+- rather then ++-- ... But that would require either breaking the glue that holds the cells together or some funky bus bar arrangement...plus one person would need to source a suitable BMS (not that that's a major hurdle).
Although I have 20kwhr of vw modules, keeping the weight as low as possible pays more in my application of a mx5

One thing to note is even if it doesn't like 48s, 72s (33khr 150kg) would still work which would be 2 packs split 3 ways! And no faffing about reconfigure the modules

Hello, does anyone know the continuous and maximum allowed RMS current for rear motor? Maybe there is some documentation on that? Currently I am limiting it to 170Arms.

OutlanderDonor wrote: ↑Tue Nov 08, 2022 1:27 pm Hello, does anyone know the continuous and maximum allowed RMS current for rear motor? Maybe there is some documentation on that? Currently I am limiting it to 170Arms.

I think main fuse inside inverter is 300A. Please correct me if i am wrong and it is 250A...

Well, it may be, but it just tells that continuous current (and max) is below

P.S. - I am not using Mitsubishi inverter, just motor.

Fuses are rated at their continuous carry current. They will then have an I2T (current squared times time) rating, indicating how quickly they will blow due to overcurrent.

Using a fuse with too high a rating is a very common mistake.