openinverter forum

That’s great news on the oil pump! That means that it is purely mechanical and we don’t need an external pump. We are only lubricating bushings/bearings, so no oil pressure at stand still is fine. I’m sure Toyota planned it this way.

If Toyota has stuck to their typical ratios, the PSD is about 2.6:1. If you count the teeth on the ring and sun gears I’ll do the math.

The preferred way to lock the input shaft, so you get more shaft torque. If anything, MG2 should be your speed limiting factor, as I believe the new MG2 planet ratio is 3.333:1. Further disassembly should tell us.

slow67 wrote: ↑Sat Oct 03, 2020 5:55 pm That’s great news on the oil pump! That means that it is purely mechanical and we don’t need an external pump. We are only lubricating bushings/bearings, so no oil pressure at stand still is fine. I’m sure Toyota planned it this way.

If Toyota has stuck to their typical ratios, the PSD is about 2.6:1. If you count the teeth on the ring and sun gears I’ll do the math.

The preferred way to lock the input shaft, so you get more shaft torque. If anything, MG2 should be your speed limiting factor, as I believe the new MG2 planet ratio is 3.333:1. Further disassembly should tell us.

I did this little test earlier before seeing your response. MG1 turns approx 2.5 times (it points roughly down when it stops) for 1 turn of MG2. So, this lines up with your 2.6:1 ratio suggestion. But I can count the gears to be sure.



Yeah, I'll do more investigation to determine the ratio between MG2 and the output shaft. While I have it open

Yeah, I'll do more investigation to determine the ratio between MG2 and the output shaft. While I have it open

According to Toyota, the ratio is 3.333 with a final drive of 2.764 for the GS300h and 2.475 for the IS300h

https://media.toyota.co.uk/wp-content/f ... ATIONS.pdf
https://media.toyota.co.uk/wp-content/f ... ATIONS.pdf

That is a damn clever system:) So even with the ice stopped the oil pump can run when in ev mode. I guess it might be time to start loking at porting the new dual motor design to the IS300H inverter:)

Everyone was thinking Toyota downgraded their system when going from the L110 to the L210, while in reality they made it more reliable and cheaper at the same time. It looks like guessing just doesn't work.

So would you say the 2-stage gearset at the back of the L110 is useful or important? In relation to road speed/energy consumption/road noise etc.

sfk wrote: ↑Sun Oct 04, 2020 7:32 pm So would you say the 2-stage gearset at the back of the L110 is useful or important? In relation to road speed/energy consumption/road noise etc.

Toyota probably dropped it for simplicity/reliability. It is important if you need the performance though.

I am watching like a hawk for the L310 transmission. They moved the output of the PSD directly to MG2. So a welded planetary would make them spin at the same speed. Then has a 4 speed gearset behind it (so both MG1 and MG2 get the advantages of the additional gearing).

Had a few minutes at lunch there and popped open the output end to see what's going on.

Here is the output end. The planet carrier is directly connected to the output flange. If you look closely, you can also see splines on the inside there. These mate with the output shaft from the ICE/MG1 stuff up front. Also, there's the mechanical parking lock down the bottom.
On the other end we have the output shaft from the ICE/MG1 as I say, driving the output flange directly. Then you have the MG2 gear sitting around that. The ring gear is locked stationary with 6 stud things.
It takes roughly 3-and-a-bit turns of MG2 for one turn of the output shaft. So, that lines up with the 3.333 ratio suggested.

If someone wants to double-check:
- Ring gear has 70 teeth
- Planets have 20 teeth
- MG2 gear has 30 teeth

So, at a max rpm of 14000 on MG2, the output shaft would be spinning at 4242 rpm, right? And at that speed MG1 would be spinning around 11000 rpm. Is that right?

Confirmed then, ratio is 3.3333333...

the math is:
ratio = 1/(S / (R+S))
R = Ring gear teeth
S = Sun gear teeth

FYI this is for a simple planetary gearset. The older L110 used a compound ravigneaux gearset.

As this thread contains very important information on the L210 I have made it a sticky.

Jack Bauer wrote: ↑Sun Oct 11, 2020 9:22 am As this thread contains very important information on the L210 I have made it a sticky.

Cool, I'm planning to write all of this up on the wiki as well.

Started a page for it here : https://openinverter.org/wiki/Toyota/Lexus_GS300h_CVT

i think the one way bearing is called a Sprag bearing.
https://en.wikipedia.org/wiki/Sprag_clutch

Disappointing that this unit isn't available in the US. Looks like a perfect fit for most EV conversions, especially with the deletion of the external oil pump

chrskly wrote: ↑Sun Oct 11, 2020 8:31 pm Started a page for it here : https://openinverter.org/wiki/Toyota/Lexus_GS300h_CVT

I've added a link from the Toyota main page as well. The matching IS300h/GS300h inverter model is G9200-30132, sometimes labelled as G92A0-30052.

I'm tempted to grab one myself now.

SRFirefox wrote: ↑Mon Oct 12, 2020 2:50 am Disappointing that this unit isn't available in the US. Looks like a perfect fit for most EV conversions, especially with the deletion of the external oil pump

If you know of a good importer who can freight forward to the US from Japan, you can get them fairly easily, both the L210 and L210f (AWD) variants...

https://auctions.yahoo.co.jp/search/sea ... 10&x=0&y=0

Great information in this thread!
Was about to get a L110 (GS450H) transmission, yet the L210 discussed here seems to fit even better for my project (intending to convert a classic Mercedes with RWD).

But how to get the inverter to work? On the EVBMW webshop I can only find a bare / unpopulated PCB board without components for the IS300h: https://www.evbmw.com/index.php/evbmw-w ... board-copy.
I addition, it says that as of March 2019 the design is not yet tested.

I have basic soldering skills, yet I am not confident soldering SMD parts and sourcing all the needed components.

Are there populated boards available in the meantime?

There are two ways to get the IS300H inverter working :

1)someone with a working and driving IS300H captures the serial data between the hybrid ecu and the inverter and then writes the code needed for the GS450H VCU.

2)someone designs, prototypes, tests and releases a logic board for the IS300H inverter enabling it to work with the openinverter system.

I have removed that bare board from the webshop as it was only ever intended for testing not use in a vehicle and is causing confusion.

Both ways are unfortunatelly beyond my capabilities, so I'll have to go with the L110 for my current project.
Hope someone will pick up the task on the L210 tough...

Shouldn't you be able to run a GS300h CVT from a Prius Gen3 inverter with the dual-motor board installed? At least, that's what I was hoping I could do.

chrskly wrote: ↑Sun Oct 25, 2020 9:09 pm Shouldn't you be able to run a GS300h CVT from a Prius Gen3 inverter with the dual-motor board installed? At least, that's what I was hoping I could do.

No reason you can’t.

chrskly wrote: ↑Sun Oct 25, 2020 9:09 pm Shouldn't you be able to run a GS300h CVT from a Prius Gen3 inverter with the dual-motor board installed? At least, that's what I was hoping I could do.

Just read through your Mustang-thread with great interest, awesome project!
How far are you with getting the L210 to run with your Prius inverter? I really prefer the L210 over the L110 as it's smaller/lighter (yet with I assume still sufficient power for my project) and you don't have the hassle with that external oil-pump (which in addition often doubles the price for that gearbox...).

This is my first project and I am far from being an expert on that electric/software side, so I have to rely on someone more capable doing this first

Bintang 5 wrote: ↑Mon Oct 26, 2020 10:12 am

chrskly wrote: ↑Sun Oct 25, 2020 9:09 pm Shouldn't you be able to run a GS300h CVT from a Prius Gen3 inverter with the dual-motor board installed? At least, that's what I was hoping I could do.

Just read through your Mustang-thread with great interest, awesome project!
How far are you with getting the L210 to run with your Prius inverter? I really prefer the L210 over the L110 as it's smaller/lighter (yet with I assume still sufficient power for my project) and you don't have the hassle with that external oil-pump (which in addition often doubles the price for that gearbox...).

This is my first project and I am far from being an expert on that electric/software side, so I have to rely on someone more capable doing this first

This is my first project too I'm just learning as I go