openinverter.org wiki - User contributions [en]

Batteries

2026-04-19T07:30:56Z

Arber333: /* OEM modules */

== Wiki Category ==
[[:Category:Battery]]

== Introduction ==
There are a wide variety of battery chemistries available for use as the main traction battery of an EV. To use each chemistry safely, and to ensure an adequate service life from the battery pack it is important to understand the requirements for the chemistry you are using. Failure to do so may lead to premature or catastrophic failure of the pack.

Good pack design will allow for a nominal amount of abuse. People make mistakes and the pack should allow a margin for safety - and for longevity!

== Battery pack specification ==
When deciding on your battery pack, here are some basic parameters to consider:

=== Capacity (kWh) ===
'''How far do you want to go?''' A standard car conversion will need a kWh for each 3, maybe 4 miles of range (very approximately). For a middleweight motorcycle, a kWh should give around 9 miles. Your mileage may vary, ''as they say.''

=== Voltage (V) ===
'''How fast do you want to go?''' The pack voltage defines the maximum speed your motor can spin. Motors are usually specified with "KV" - or RPM-per-volt. Check the KV of your motor and how fast it needs to spin to get your desired top speed. e.g. if you need 3,000 RPM from a 25 KV motor then your pack voltage needs to be 3,000 / 25 = 120 V. The exact number of cells in series you need depends on the cell design, but 3.8 V for Li-ion and 3.2 V for LiFePO4 is a reasonable guess.

=== Maximum current (A) ===
'''How quickly do you want to accelerate?''' Your motor's maximum power will be specified in kW. To estimate your maximum current draw, divide the peak power by the battery voltage. e.g. a 30 kW motor with a 120 V battery pack will pull 30,000 / 120 = 250 A. The higher the current rating of the cells, the heavier they will be for a given capacity. Ideally, you want "enough" current capacity for full throttle acceleration, but no more. You can put cells in parallel to double the current rating of your pack (which of course will half the voltage). Running ''cells'' in parallel is easy, but don't attempt to parallel battery ''packs'' unless you really know what you are doing. It's complicated<ref>https://www.orionbms.com/manuals/pdf/parallel_strings.pdf (Backup: [https://web.archive.org/web/20210322000103/https://www.orionbms.com/manuals/pdf/parallel_strings.pdf Web Archive])</ref>.

=== Mass (kg) ===
'''Can your vehicle carry the weight?''' You'll need to keep the kerb weight within the original design limits. For a car, your pack could be a few hundred kg. For a motorcycle, likely less than 100 kg. This is a huge variable - and each new generation of battery tech seems to be a little lighter. For older EV or hybrid batteries, you can reckon on approximately 10 kg/kWh. Nissan Leaf batteries are relatively light (7.5 kg/kWh). With the latest technology (e.g. Kokam pouch cells or 18650s), you can get this down to 5-6 kg/kWh.

=== Volume (L) ===
'''Will it fit?''' Batteries are bulky. They are getting smaller, but finding enough space might be your biggest challenge. You could be looking at over 5 L/kWh for older EV or hybrid batteries. Current state-of-the-art is the Tesla Model 3, which gets this down to 2.5 L/kWh by using 2170 cylindrical cells.

There is much, much more to battery design than this (e.g. maximum charge rate, terminations, cooling, clamping), but the above should help work out which options will or won't work for your project...

== Cell chemistry ==

=== Lithium Iron Phosphate (LiFePO4) ===
Lithium Iron Phosphate (also known as LFP, or LiFePO4) batteries offer a good compromise between safety, energy density and ease of use for DIY conversions. They are available in a number of formats, commonly pouch cells, prismatic cells and cylindrical cells.

==== LiFePO4 pouch cells ====
The majority of this content is drawn from this thread <ref>[https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900] (Backup: [https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 Web Archive])</ref> discussing the use of the A123 20Ah pouch cell. However, many of the general points apply equally to other similar pouch cells.

===== General build requirements =====
Pouch cells are vulnerable to damage from debris, and must be held in compression (see the datasheet for your battery, but 10-12 psi is recommended for the A123 pouch cells as a guide). A rigid container capable of preventing damage and providing compression is therefore required. Be aware the cells expand and contract in use, so allowance for this must be included in the structure of the case.

The pouch cells should be separated to prevent abrasion between cells, and also to avoid the development of hot spots. Prebuilt modules from A123 systems had thin foam sheets or heatsinks between each cell. Be sure to avoid any debris that could rub on the pouch surface, particularly if using recycled cells.

Mylar, 'Fish paper'<ref>https://www.americanmicroinc.com/fish-paper/ (Backup: [https://web.archive.org/web/20221016210644/https://www.americanmicroinc.com/electrical-insulator-materials/fish-paper/ Web Archive])</ref> or a compliant foam<ref>https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes (Backup: [https://web.archive.org/web/20220604010733/https://rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes Web Archive])</ref> may be appropriate materials to serve this purpose. This material should not be flammable. If the material is heat insulating, it is important to address thermal management.

===== Compression =====
Compression is required to prevent premature failure of the cell. Without compression electrolyte will become unevenly distributed, causing current gradients in the cell and uneven heating. Local temperatures can become high enough to form gas formation leading to cells 'puffing up' even when the pack is otherwise held within temperature and voltage constraints. This will be exacerbated in packs with otherwise poor thermal management. Compression forces gas generated to the margins of the cell, outside of the cell stack, minimising its effect cell performance. Gas in the middle cells will create a dead space which does not store or release energy.

There is ~1% expansion through a discharge cycle. As the cell ages, the nominal cell thickness can grow by 3-5%. For A123 cells the ideal pressure is between 4 and 18psi with the ideal pressure being ~12psi. Maintaining 12psi can increase the life by 500 cycles over that of 4 or 18psi

There is some suggestion that in uses where 1C is never exceeded compression ''may'' not be required.

Highly rigid endplates with a mechanism to allow for a limited degree of expansion (e.g. steel bands) are considered an effective solution to this challenge.

It should be noted that compression is a challenge specific to pouch cells. Cylindrical cells are designed to maintain their own compression within the cell's electrode stack by their design.

This thread provides more information and experimentation relating to pack compression: <nowiki>https://endless-sphere.com/forums/viewtopic.php?f=14&t=52244</nowiki>

===== Pouch Cell Pack Design Examples =====
<nowiki>*</nowiki>placeholder*

===== Notes regarding recycled pouch cells =====
Pouch cells are somewhat fragile, and breaching the insulation is not difficult, especially in a cells removed from existing packs and repurposed. If the pouch has had their poly-layers compromised you may see a number of faults:
* Black spots around the perimeter of the cell indicate electrolyte leakage
* Voltage on the outside of the bag. Note that microvoltage between the pouch and the electrode is normal (and due to a capacitive effect).
While the majority of these cells should no longer be in the market, a significant number of faulty cells made it back into the 'greymarket' in around 2013. These cells had misaligned tabs which can also lead to isolation failures between the tab and the pack. These cells should be avoided, particularly in high demand applications.

===== Situations likely to cause pouch cell failure =====
''Taken directly from wb9k's''<ref name=":0">https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 </ref> ''post on endless sphere in the A123 thread''<ref name=":1">https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 (Backup: [https://web.archive.org/web/20210116021026/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 Web Archive])</ref>
# '''Overcharge'''. Any extended time above 3.8 Volts will generate enough heat and electrochemical activity to puff a cell, especially one that is improperly compressed.
# '''Overdischarge followed by charge'''. Any A123 cell that has been pulled low enough to come to rest at <300 mV should be immediately scrapped. The published number for that is 500 mV, but the real figure is closer to 300, so that's a "safety buffer" if you will. Below this Voltage, the Cu electrodes start to dissolve into the electrolyte. When charge is applied, the Cu forms dendrites that puncture the separator layer, forming an internal short in the cell. This can puff a cell in a hurry---the more charge current on tap, the worse it's prone to be.
# '''Driving a cell negative'''. I've neglected to mention this before, but it is a possibility. I don't know much about the specific mechanism at this time.
# '''Malfunctioning or misinformed electronics'''. This is the most common cause of all of the above in my experience. At this stage of the game, it is critical for YOU to understand how your BMS functions on at least a cursory level. Choose your BMS very carefully and periodically verify that it is operating properly. They're not all created equal. Make sure V sense lines are securely connected and free of corrosion. Just because your BMS says there was never a problem doesn't necessarily make it so. Avoid harnesses or ribbon cables between multiple modules if possible--they are problematic wherever they are used in any mobile electronics.
# '''Exposure to or generation of sufficient heat'''. I don't know exactly at what temperature gas formation begins in the electrolyte, but we spec a max storage temp of 80 (or 85?) degrees C and I suspect this is the reason. The hotter, the puffier--to a point. This is why soldering tabs poses a real hazard to cell health. If you feel you must solder, sink or blow the heat away from the body of the cell. Use a big iron that can make sufficient local heat quickly, before the whole mass of the cell gets hot. You might even get the cell warm enough to melt separator if not careful.
# '''No compression, not enough compression, improperly distributed compression'''. This is a pack/module design issue. Apply 10, maybe 15 psi to your cell stack end to end and then band snugly and evenly. Use hard endplates of some sort--never wrap cells directly or allow their shape to become distorted. Protect all areas of the pouch from impact damage. This obviously does not apply to cylindrical cells.

==== LiFePO4 prismatic cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cylindrical cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cell ageing ====
''Derived (barely paraphrased) from wb9k's''<ref name=":0" /> ''post on endless sphere in the A123 thread''<ref name=":1" />

Capacity loss is caused by the lithium that was available for storage becoming permanently plated on the cathode. Being unable to move within the cell it is no longer available to store energy. The impact of this plating is greater than the amount of lithium 'lost' to plating because not only is the lithium no longer available, it is also preventing access to that part of the cathode meaning Li that can still move has to take a longer path to reach the cathode. Lithium plating is one cause of increased cell resistance (there are others), a sign of worsening cell health.

There is no linear relationship between actual capacity loss and impedance rise. However some cell defects will also increase impedance.

Increasing cell resistance may cause a number of symptoms which may be confused with High Self Discharge.<ref>https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ (Backup: [https://web.archive.org/web/20220524233332/https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ Web Archive])</ref>
# Elevated Peukert Losses. As more energy per amount of current through the cell is lost as heat, the cells useable capacity decreases. So the apparent capacity loss is higher than the actual capacity loss of cycleable lithium. When used in low current applications (e.g. solar energy storage) the actual and apparent decrease in capacity will be small. In high current draw applications (like EV traction packs), the Peukert loss increases proportionally, so the apparent capacity loss increases much faster than the actual capacity loss.
# Greater voltage excursion under the same load. Due to increased cell resistancethe voltage will sag further under the same load than a cell in optimal condition. The inverse is also true, the voltage will be higher for the same amount of charging current applied. The cell will then rebound to a voltage further from the loaded and charging voltages. This, obviously, can look like high self discharge but is a different phenomenon.
# Absolute maximum current decrease.
Elevated impedance causes a more complex constellation of symptoms, some of which may be easy to confuse with High Self Discharge (HSD). Ohm's law (E=I/R) holds the key to understanding here.

'''1) Elevated Peukert losses.''' Because more energy per unit of current through the cell is lost as heat, less of the cell's capacity is actually USABLE. Thus, apparent capacity loss can be significantly greater than actual capacity loss caused by the loss of cycleable Li alone. In low current applications, the two numbers will be close together. In high current applications, Peukert losses increase in proportion, so apparent loss of capacity breaks further and further away from actual capacity loss as current increases.

'''2) Greater voltage excursion under the same load.''' Elevated resistance across the cell means that voltage will sag more under the same load than it did when the cell was healthier. Conversely, voltage will rise higher with the same amount of applied charge current than it did when it was healthier. At the same time, rebound/settling voltages will be further away from loaded/charging voltages. In other words, the cell will rebound to a voltage further away from loaded voltage, all else being equal. Similarly, voltage will settle farther from the charge voltage with the same charge applied. This can give the illusion of elevated self-discharge, but the phenomenon is actually not the same thing. Again, the greater the charge and load currents, the greater the effect becomes.

'''3) Absolute max current decreases.''' Because the cell's series resistance is elevated, the maximum possible current through the cell is decreased.

Just to confuse things further, there can be many factors that lead to impedance rise. Some are related to Li plating, others are not.

=== Lithium-ion ===
Lithium-ion (Li-ion) batteries have a greater energy density than Lithium Iron Phosphate batteries, but have more challenging needs to use safely. The ideal operating range of Li-ion batteries is between +15 and +45°C. The upper limit of temperature is particularly important as Li-ion batteries experience thermal runaway - an unstoppable chain reaction that can occur in milliseconds releasing the stored energy in the cell. This can produce temperatures of 400°C and a fire that is extremely difficult to put out. Thermal runaway can start as low as 60°C and becomes much more likely at 100°C

Risk factors for thermal runaway:
* Short Circuits - either internally or externally
* Overcharging
* Excessive current draw or when charging

==== Li-ion pouch cells ====
Kokam produce high-performance Li-ion pouch cells<ref>https://kokam.com/en/product/cell/lithium-ion-battery (Backup: [https://web.archive.org/web/20220423100132/https://kokam.com/en/product/cell/lithium-ion-battery Web Archive])</ref>. These combine relative ease of use and pack construction with performance close to cylindrical cells.

==== Li-ion 18650 and other cylindrical cells ====
Cylindrical cells are favoured by Tesla, and are probably the main reason why their cars achieve such excellent performance. They are light, compact, powerful and expensive. Unfortunately, cylindrical cells are difficult (and potentially dangerous) to use in DIY conversions. There are two good reasons for this: thermal management and cell configuration.

As stated above, Li-ion cells are prone to thermal runaway. So you need perfect battery and thermal management to ensure that no cell ever exceeds the critical voltage or temperature. If this happens, a cell can short-circuit internally, releasing a lot of energy - potentially explosively. Furthermore, the individual cells are small, so need to be arranged in parallel. In the case of the Tesla Model S 85kW pack, there are 74 cells in parallel. Imagine if one of those cells fails and becomes short circuited internally. You now have 73 very high power cells all feeding in to that short circuit...

In fact, you don't have to imagine: you can watch this [https://www.youtube.com/watch?v=WdDi1haA71Q famous video] instead (courtesy of Rich Rebuilds).

[[File:Chemvolt.png|Cell voltages / Type]]

== OEM modules ==
Using an OEM module means a lot of the difficulties and safety issues associated with battery design are taken care of e.g. cooling, clamping, etc.

Here is a handy list of OEM modules:
{| class="wikitable sortable mw-collapsible"
|+
!Manufacturer
!Model
!Years
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravimetric (kg/kWh)
!Volumetric (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
!OEM numbers
|-
|Tesla
|Model S 85kWh
|2014-2016
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|6s74p
|18650
|Li-ion
|
|-
|Tesla
|Model S 100kWh
|2016-2018
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|6s86p
|18650
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (inner)]]
|2017-
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|25s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (outer)]]
|2017-
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|23s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (inner)]]
|2019-
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (outer)]]
|2019-
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|2021-
|13.38
|86
|1860
|323
|81
|6.4
|
|83
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|23s
|Prismatic
|LiFePo4
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (outer)
|2021-
|15.07
|93.48
|1948
|323
|81
|6.2
|
|93.5
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|25s
|Prismatic
|LiFePo4
|
|-
|BMW
|i3 60Ah
|2014-2016
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|8s2p
|Prismatic
|Li-ion
|
|-
|BMW
|i3 60Ah (12S)
|
|2.7
|25
|410
|310
|150
|9.26
|7.1
|45.6
|
|[https://www.goingelectric.de/forum/download/file.php?id=129932 310]
|12s
|Prismatic
|Li-ion
|61 27 7 625 066
|-
|BMW
|i3 94Ah
|2017-2018
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|61 27 8 647 912
|-
|BMW
|i3 120Ah
|2018-2022
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|61 21 8 851 706
|-
|BMW
|iX3
|2021-2025
|7,66
|36,2
|570
|360
|110
|4.72
|2.94
|33
|
|
|9s
|Prismatic
|Li-ion
|9426634
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 26Ah]]
|2017-2019
|1.53
|13.05
|364
|183
|110
|8.824
|
|58.6
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2019-2022
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2019-2023
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|
|-
|Chevrolet
|Volt 2012
|2011-2015
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|24s3p
|Pouch
|Li-ion
|
|-
|Jaguar
|iPace
|2018-
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|3s4p
|Pouch
|Li-ion
|
|-
|MG
|ZS EV 64.6Ah
|2021-
|2.74
|13.6
|390
|150
|115
|4.969
|2.338
|21.9
|125
|375
|6s2p
|Prismatic
|NMC
|
|-
|Mitsubishi
|Outlander PHEV
|2013-2016
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|
|-
|Nissan
|[https://www.youtube.com/watch?v=hpgv-dY-q6M Leaf 24kWh]
|2013-2016
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2s2p
|Pouch
|Li-ion LMO
|
|-
|Nissan
|Leaf 30kWh
|2016-2018
|1.25
|~8.3
|300
|222
|34
|~6.64
|3.6
|14.4
|
|
|4s2p
|Pouch
|Li-ion
|
|-
|Nissan
|Leaf 40kWh
|2018-2024
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|4s2p
|Pouch
|Li-ion NMC
|
|-
|Nissan
|Leaf 62kWh
|2019-2024
|2.58
|
|
|
|
|
|
|14.4
|
|
|4s3p
|
|Li-ion
|
|-
|Porsche
|Taycan
|2020-2024
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|6s2p
|Pouch
|Li-ion
|
|-
|PSA/Opel eCMP
|[https://web.archive.org/web/20230615115914/https://www.fev-consulting.com/fileadmin/user_upload/Consulting/Smart_cost_reduction/Peugeot_E208_HV_battery.pdf Peugeot E-208, Corsa E] ([https://openinverter.org/forum/viewtopic.php?t=2465 Forum post])
|2019
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|6s2p / 6s1p
|Prismatic
|Li-ion
|
|-
|Toyota
|Prius Prime
|2017-
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|
|-
|Renault
|Kangoo
|2017-
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|
|-
|Volvo
|[https://openinverter.org/wiki/Volvo_V60_Battery V60/S60]
|2012-2018
|1.3
|11
|120
|310
|185
|8.46
|
|
|160
|
|10S
|Poucch
|Li-ion
|
|-
|Volvo
|XC90 T8
|2015-
|2.01
|12.1
|300
|180
|150
|6.0
|4.0
|59.2
|170
|340
|16s
|
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Passat GTE]] 28Ah
|2015-2019
|2.48
|23.4 (with cooler plate)
10.8kg single
|410 (C/P)
355 (S)
|235 (C/P)
150 (S)
|150 (C/P)
108 (S)
|9.4
|5.5
|88.8
|
|
|24s
|Prismatic
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|2014-2020
|1.086
|9.8
|355
|152
|110
|9.02
|5.5
|44
|
|
|12s
|Prismatic
|Li-ion
|5QE 915 591 H
|-
|VW
|Touareg 14,1 kWh
|2020-
|1.76
|12.3
|385
|150
|108
|7.0
|3.5
|45.25
|
|
|13s
|Prismatic
|Li-ion
|
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 55kWh, 62kWh]]
|2019-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|44.4
|
|
|12s2p
|
|
|0Z1 915 592 / 0Z1 915 692
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 82kWh]]
|2021-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|0Z1 915 599
|-
|VW
|[[MEB_Batteries|VW Golf VIII hybrid, Cupra Leon Hybrid 26kWh]]
|2024-
|6.5
|30
|225
|590
|110
|4.6
|
|87.6
|73
|220
|24s1p
|Prismatic
|Li-ion NMC
|5WA915589L
|}

==References==
<references />
[[Category:Battery]]
[[Category:Parts]]

Batteries

2026-04-19T07:28:48Z

Arber333: /* OEM modules */

== Wiki Category ==
[[:Category:Battery]]

== Introduction ==
There are a wide variety of battery chemistries available for use as the main traction battery of an EV. To use each chemistry safely, and to ensure an adequate service life from the battery pack it is important to understand the requirements for the chemistry you are using. Failure to do so may lead to premature or catastrophic failure of the pack.

Good pack design will allow for a nominal amount of abuse. People make mistakes and the pack should allow a margin for safety - and for longevity!

== Battery pack specification ==
When deciding on your battery pack, here are some basic parameters to consider:

=== Capacity (kWh) ===
'''How far do you want to go?''' A standard car conversion will need a kWh for each 3, maybe 4 miles of range (very approximately). For a middleweight motorcycle, a kWh should give around 9 miles. Your mileage may vary, ''as they say.''

=== Voltage (V) ===
'''How fast do you want to go?''' The pack voltage defines the maximum speed your motor can spin. Motors are usually specified with "KV" - or RPM-per-volt. Check the KV of your motor and how fast it needs to spin to get your desired top speed. e.g. if you need 3,000 RPM from a 25 KV motor then your pack voltage needs to be 3,000 / 25 = 120 V. The exact number of cells in series you need depends on the cell design, but 3.8 V for Li-ion and 3.2 V for LiFePO4 is a reasonable guess.

=== Maximum current (A) ===
'''How quickly do you want to accelerate?''' Your motor's maximum power will be specified in kW. To estimate your maximum current draw, divide the peak power by the battery voltage. e.g. a 30 kW motor with a 120 V battery pack will pull 30,000 / 120 = 250 A. The higher the current rating of the cells, the heavier they will be for a given capacity. Ideally, you want "enough" current capacity for full throttle acceleration, but no more. You can put cells in parallel to double the current rating of your pack (which of course will half the voltage). Running ''cells'' in parallel is easy, but don't attempt to parallel battery ''packs'' unless you really know what you are doing. It's complicated<ref>https://www.orionbms.com/manuals/pdf/parallel_strings.pdf (Backup: [https://web.archive.org/web/20210322000103/https://www.orionbms.com/manuals/pdf/parallel_strings.pdf Web Archive])</ref>.

=== Mass (kg) ===
'''Can your vehicle carry the weight?''' You'll need to keep the kerb weight within the original design limits. For a car, your pack could be a few hundred kg. For a motorcycle, likely less than 100 kg. This is a huge variable - and each new generation of battery tech seems to be a little lighter. For older EV or hybrid batteries, you can reckon on approximately 10 kg/kWh. Nissan Leaf batteries are relatively light (7.5 kg/kWh). With the latest technology (e.g. Kokam pouch cells or 18650s), you can get this down to 5-6 kg/kWh.

=== Volume (L) ===
'''Will it fit?''' Batteries are bulky. They are getting smaller, but finding enough space might be your biggest challenge. You could be looking at over 5 L/kWh for older EV or hybrid batteries. Current state-of-the-art is the Tesla Model 3, which gets this down to 2.5 L/kWh by using 2170 cylindrical cells.

There is much, much more to battery design than this (e.g. maximum charge rate, terminations, cooling, clamping), but the above should help work out which options will or won't work for your project...

== Cell chemistry ==

=== Lithium Iron Phosphate (LiFePO4) ===
Lithium Iron Phosphate (also known as LFP, or LiFePO4) batteries offer a good compromise between safety, energy density and ease of use for DIY conversions. They are available in a number of formats, commonly pouch cells, prismatic cells and cylindrical cells.

==== LiFePO4 pouch cells ====
The majority of this content is drawn from this thread <ref>[https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900] (Backup: [https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 Web Archive])</ref> discussing the use of the A123 20Ah pouch cell. However, many of the general points apply equally to other similar pouch cells.

===== General build requirements =====
Pouch cells are vulnerable to damage from debris, and must be held in compression (see the datasheet for your battery, but 10-12 psi is recommended for the A123 pouch cells as a guide). A rigid container capable of preventing damage and providing compression is therefore required. Be aware the cells expand and contract in use, so allowance for this must be included in the structure of the case.

The pouch cells should be separated to prevent abrasion between cells, and also to avoid the development of hot spots. Prebuilt modules from A123 systems had thin foam sheets or heatsinks between each cell. Be sure to avoid any debris that could rub on the pouch surface, particularly if using recycled cells.

Mylar, 'Fish paper'<ref>https://www.americanmicroinc.com/fish-paper/ (Backup: [https://web.archive.org/web/20221016210644/https://www.americanmicroinc.com/electrical-insulator-materials/fish-paper/ Web Archive])</ref> or a compliant foam<ref>https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes (Backup: [https://web.archive.org/web/20220604010733/https://rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes Web Archive])</ref> may be appropriate materials to serve this purpose. This material should not be flammable. If the material is heat insulating, it is important to address thermal management.

===== Compression =====
Compression is required to prevent premature failure of the cell. Without compression electrolyte will become unevenly distributed, causing current gradients in the cell and uneven heating. Local temperatures can become high enough to form gas formation leading to cells 'puffing up' even when the pack is otherwise held within temperature and voltage constraints. This will be exacerbated in packs with otherwise poor thermal management. Compression forces gas generated to the margins of the cell, outside of the cell stack, minimising its effect cell performance. Gas in the middle cells will create a dead space which does not store or release energy.

There is ~1% expansion through a discharge cycle. As the cell ages, the nominal cell thickness can grow by 3-5%. For A123 cells the ideal pressure is between 4 and 18psi with the ideal pressure being ~12psi. Maintaining 12psi can increase the life by 500 cycles over that of 4 or 18psi

There is some suggestion that in uses where 1C is never exceeded compression ''may'' not be required.

Highly rigid endplates with a mechanism to allow for a limited degree of expansion (e.g. steel bands) are considered an effective solution to this challenge.

It should be noted that compression is a challenge specific to pouch cells. Cylindrical cells are designed to maintain their own compression within the cell's electrode stack by their design.

This thread provides more information and experimentation relating to pack compression: <nowiki>https://endless-sphere.com/forums/viewtopic.php?f=14&t=52244</nowiki>

===== Pouch Cell Pack Design Examples =====
<nowiki>*</nowiki>placeholder*

===== Notes regarding recycled pouch cells =====
Pouch cells are somewhat fragile, and breaching the insulation is not difficult, especially in a cells removed from existing packs and repurposed. If the pouch has had their poly-layers compromised you may see a number of faults:
* Black spots around the perimeter of the cell indicate electrolyte leakage
* Voltage on the outside of the bag. Note that microvoltage between the pouch and the electrode is normal (and due to a capacitive effect).
While the majority of these cells should no longer be in the market, a significant number of faulty cells made it back into the 'greymarket' in around 2013. These cells had misaligned tabs which can also lead to isolation failures between the tab and the pack. These cells should be avoided, particularly in high demand applications.

===== Situations likely to cause pouch cell failure =====
''Taken directly from wb9k's''<ref name=":0">https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 </ref> ''post on endless sphere in the A123 thread''<ref name=":1">https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 (Backup: [https://web.archive.org/web/20210116021026/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 Web Archive])</ref>
# '''Overcharge'''. Any extended time above 3.8 Volts will generate enough heat and electrochemical activity to puff a cell, especially one that is improperly compressed.
# '''Overdischarge followed by charge'''. Any A123 cell that has been pulled low enough to come to rest at <300 mV should be immediately scrapped. The published number for that is 500 mV, but the real figure is closer to 300, so that's a "safety buffer" if you will. Below this Voltage, the Cu electrodes start to dissolve into the electrolyte. When charge is applied, the Cu forms dendrites that puncture the separator layer, forming an internal short in the cell. This can puff a cell in a hurry---the more charge current on tap, the worse it's prone to be.
# '''Driving a cell negative'''. I've neglected to mention this before, but it is a possibility. I don't know much about the specific mechanism at this time.
# '''Malfunctioning or misinformed electronics'''. This is the most common cause of all of the above in my experience. At this stage of the game, it is critical for YOU to understand how your BMS functions on at least a cursory level. Choose your BMS very carefully and periodically verify that it is operating properly. They're not all created equal. Make sure V sense lines are securely connected and free of corrosion. Just because your BMS says there was never a problem doesn't necessarily make it so. Avoid harnesses or ribbon cables between multiple modules if possible--they are problematic wherever they are used in any mobile electronics.
# '''Exposure to or generation of sufficient heat'''. I don't know exactly at what temperature gas formation begins in the electrolyte, but we spec a max storage temp of 80 (or 85?) degrees C and I suspect this is the reason. The hotter, the puffier--to a point. This is why soldering tabs poses a real hazard to cell health. If you feel you must solder, sink or blow the heat away from the body of the cell. Use a big iron that can make sufficient local heat quickly, before the whole mass of the cell gets hot. You might even get the cell warm enough to melt separator if not careful.
# '''No compression, not enough compression, improperly distributed compression'''. This is a pack/module design issue. Apply 10, maybe 15 psi to your cell stack end to end and then band snugly and evenly. Use hard endplates of some sort--never wrap cells directly or allow their shape to become distorted. Protect all areas of the pouch from impact damage. This obviously does not apply to cylindrical cells.

==== LiFePO4 prismatic cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cylindrical cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cell ageing ====
''Derived (barely paraphrased) from wb9k's''<ref name=":0" /> ''post on endless sphere in the A123 thread''<ref name=":1" />

Capacity loss is caused by the lithium that was available for storage becoming permanently plated on the cathode. Being unable to move within the cell it is no longer available to store energy. The impact of this plating is greater than the amount of lithium 'lost' to plating because not only is the lithium no longer available, it is also preventing access to that part of the cathode meaning Li that can still move has to take a longer path to reach the cathode. Lithium plating is one cause of increased cell resistance (there are others), a sign of worsening cell health.

There is no linear relationship between actual capacity loss and impedance rise. However some cell defects will also increase impedance.

Increasing cell resistance may cause a number of symptoms which may be confused with High Self Discharge.<ref>https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ (Backup: [https://web.archive.org/web/20220524233332/https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ Web Archive])</ref>
# Elevated Peukert Losses. As more energy per amount of current through the cell is lost as heat, the cells useable capacity decreases. So the apparent capacity loss is higher than the actual capacity loss of cycleable lithium. When used in low current applications (e.g. solar energy storage) the actual and apparent decrease in capacity will be small. In high current draw applications (like EV traction packs), the Peukert loss increases proportionally, so the apparent capacity loss increases much faster than the actual capacity loss.
# Greater voltage excursion under the same load. Due to increased cell resistancethe voltage will sag further under the same load than a cell in optimal condition. The inverse is also true, the voltage will be higher for the same amount of charging current applied. The cell will then rebound to a voltage further from the loaded and charging voltages. This, obviously, can look like high self discharge but is a different phenomenon.
# Absolute maximum current decrease.
Elevated impedance causes a more complex constellation of symptoms, some of which may be easy to confuse with High Self Discharge (HSD). Ohm's law (E=I/R) holds the key to understanding here.

'''1) Elevated Peukert losses.''' Because more energy per unit of current through the cell is lost as heat, less of the cell's capacity is actually USABLE. Thus, apparent capacity loss can be significantly greater than actual capacity loss caused by the loss of cycleable Li alone. In low current applications, the two numbers will be close together. In high current applications, Peukert losses increase in proportion, so apparent loss of capacity breaks further and further away from actual capacity loss as current increases.

'''2) Greater voltage excursion under the same load.''' Elevated resistance across the cell means that voltage will sag more under the same load than it did when the cell was healthier. Conversely, voltage will rise higher with the same amount of applied charge current than it did when it was healthier. At the same time, rebound/settling voltages will be further away from loaded/charging voltages. In other words, the cell will rebound to a voltage further away from loaded voltage, all else being equal. Similarly, voltage will settle farther from the charge voltage with the same charge applied. This can give the illusion of elevated self-discharge, but the phenomenon is actually not the same thing. Again, the greater the charge and load currents, the greater the effect becomes.

'''3) Absolute max current decreases.''' Because the cell's series resistance is elevated, the maximum possible current through the cell is decreased.

Just to confuse things further, there can be many factors that lead to impedance rise. Some are related to Li plating, others are not.

=== Lithium-ion ===
Lithium-ion (Li-ion) batteries have a greater energy density than Lithium Iron Phosphate batteries, but have more challenging needs to use safely. The ideal operating range of Li-ion batteries is between +15 and +45°C. The upper limit of temperature is particularly important as Li-ion batteries experience thermal runaway - an unstoppable chain reaction that can occur in milliseconds releasing the stored energy in the cell. This can produce temperatures of 400°C and a fire that is extremely difficult to put out. Thermal runaway can start as low as 60°C and becomes much more likely at 100°C

Risk factors for thermal runaway:
* Short Circuits - either internally or externally
* Overcharging
* Excessive current draw or when charging

==== Li-ion pouch cells ====
Kokam produce high-performance Li-ion pouch cells<ref>https://kokam.com/en/product/cell/lithium-ion-battery (Backup: [https://web.archive.org/web/20220423100132/https://kokam.com/en/product/cell/lithium-ion-battery Web Archive])</ref>. These combine relative ease of use and pack construction with performance close to cylindrical cells.

==== Li-ion 18650 and other cylindrical cells ====
Cylindrical cells are favoured by Tesla, and are probably the main reason why their cars achieve such excellent performance. They are light, compact, powerful and expensive. Unfortunately, cylindrical cells are difficult (and potentially dangerous) to use in DIY conversions. There are two good reasons for this: thermal management and cell configuration.

As stated above, Li-ion cells are prone to thermal runaway. So you need perfect battery and thermal management to ensure that no cell ever exceeds the critical voltage or temperature. If this happens, a cell can short-circuit internally, releasing a lot of energy - potentially explosively. Furthermore, the individual cells are small, so need to be arranged in parallel. In the case of the Tesla Model S 85kW pack, there are 74 cells in parallel. Imagine if one of those cells fails and becomes short circuited internally. You now have 73 very high power cells all feeding in to that short circuit...

In fact, you don't have to imagine: you can watch this [https://www.youtube.com/watch?v=WdDi1haA71Q famous video] instead (courtesy of Rich Rebuilds).

[[File:Chemvolt.png|Cell voltages / Type]]

== OEM modules ==
Using an OEM module means a lot of the difficulties and safety issues associated with battery design are taken care of e.g. cooling, clamping, etc.

Here is a handy list of OEM modules:
{| class="wikitable sortable mw-collapsible"
|+
!Manufacturer
!Model
!Years
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravimetric (kg/kWh)
!Volumetric (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
!OEM numbers
|-
|Tesla
|Model S 85kWh
|2014-2016
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|6s74p
|18650
|Li-ion
|
|-
|Tesla
|Model S 100kWh
|2016-2018
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|6s86p
|18650
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (inner)]]
|2017-
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|25s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (outer)]]
|2017-
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|23s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (inner)]]
|2019-
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (outer)]]
|2019-
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|2021-
|13.38
|86
|1860
|323
|81
|6.4
|
|83
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|23s
|Prismatic
|LiFePo4
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (outer)
|2021-
|15.07
|93.48
|1948
|323
|81
|6.2
|
|93.5
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|25s
|Prismatic
|LiFePo4
|
|-
|BMW
|i3 60Ah
|2014-2016
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|8s2p
|Prismatic
|Li-ion
|
|-
|BMW
|i3 60Ah (12S)
|
|2.7
|25
|410
|310
|150
|9.26
|7.1
|45.6
|
|[https://www.goingelectric.de/forum/download/file.php?id=129932 310]
|12s
|Prismatic
|Li-ion
|61 27 7 625 066
|-
|BMW
|i3 94Ah
|2017-2018
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|61 27 8 647 912
|-
|BMW
|i3 120Ah
|2018-2022
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|61 21 8 851 706
|-
|BMW
|iX3
|2021-2025
|7,66
|36,2
|570
|360
|110
|4.72
|2.94
|33
|
|
|9s
|Prismatic
|Li-ion
|9426634
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 26Ah]]
|2017-2019
|1.53
|13.05
|364
|183
|110
|8.824
|
|58.6
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2019-2022
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2019-2023
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|
|-
|Chevrolet
|Volt 2012
|2011-2015
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|24s3p
|Pouch
|Li-ion
|
|-
|Jaguar
|iPace
|2018-
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|3s4p
|Pouch
|Li-ion
|
|-
|MG
|ZS EV 64.6Ah
|2021-
|2.74
|13.6
|390
|150
|115
|4.969
|2.338
|21.9
|125
|375
|6s2p
|Prismatic
|NMC
|
|-
|Mitsubishi
|Outlander PHEV
|2013-2016
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|
|-
|Nissan
|[https://www.youtube.com/watch?v=hpgv-dY-q6M Leaf 24kWh]
|2013-2016
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2s2p
|Pouch
|Li-ion LMO
|
|-
|Nissan
|Leaf 30kWh
|2016-2018
|1.25
|~8.3
|300
|222
|34
|~6.64
|3.6
|14.4
|
|
|4s2p
|Pouch
|Li-ion
|
|-
|Nissan
|Leaf 40kWh
|2018-2024
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|4s2p
|Pouch
|Li-ion NMC
|
|-
|Nissan
|Leaf 62kWh
|2019-2024
|2.58
|
|
|
|
|
|
|14.4
|
|
|4s3p
|
|Li-ion
|
|-
|Porsche
|Taycan
|2020-2024
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|6s2p
|Pouch
|Li-ion
|
|-
|PSA/Opel eCMP
|[https://web.archive.org/web/20230615115914/https://www.fev-consulting.com/fileadmin/user_upload/Consulting/Smart_cost_reduction/Peugeot_E208_HV_battery.pdf Peugeot E-208, Corsa E] ([https://openinverter.org/forum/viewtopic.php?t=2465 Forum post])
|2019
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|6s2p / 6s1p
|Prismatic
|Li-ion
|
|-
|Toyota
|Prius Prime
|2017-
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|
|-
|Renault
|Kangoo
|2017-
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|
|-
|Volvo
|[https://openinverter.org/wiki/Volvo_V60_Battery V60/S60]
|2012-2018
|1.3
|11
|120
|310
|185
|8.46
|
|
|160
|
|10S
|Poucch
|Li-ion
|
|-
|Volvo
|XC90 T8
|2015-
|2.01
|12.1
|300
|180
|150
|6.0
|4.0
|59.2
|170
|340
|16s
|
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Passat GTE]] 28Ah
|2015-2019
|2.48
|23.4 (with cooler plate)
10.8kg single
|410 (C/P)
355 (S)
|235 (C/P)
150 (S)
|150 (C/P)
108 (S)
|9.4
|5.5
|88.8
|
|
|24s
|Prismatic
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|2014-2020
|1.086
|9.8
|355
|152
|110
|9.02
|5.5
|44
|
|
|12s
|Prismatic
|Li-ion
|5QE 915 591 H
|-
|VW
|Touareg 14,1 kWh
|2020-
|1.76
|12.3
|385
|150
|108
|7.0
|3.5
|45.25
|
|
|13s
|Prismatic
|Li-ion
|
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 55kWh, 62kWh]]
|2019-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|44.4
|
|
|12s2p
|
|
|0Z1 915 592 / 0Z1 915 692
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 82kWh]]
|2021-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|0Z1 915 599
|-
|VW
|[[MEB_Batteries|VW Golf VIII hybrid, Cupra Leon Hybrid 26kWh]]
|2024-
|6.5
|30
|225
|600
|110
|4.6
|
|87.6
|73
|220
|24s1p
|Prismatic
|Li-ion NMC
|5WA915589L
|}

==References==
<references />
[[Category:Battery]]
[[Category:Parts]]

Batteries

2026-04-19T07:28:19Z

Arber333: /* OEM modules */

== Wiki Category ==
[[:Category:Battery]]

== Introduction ==
There are a wide variety of battery chemistries available for use as the main traction battery of an EV. To use each chemistry safely, and to ensure an adequate service life from the battery pack it is important to understand the requirements for the chemistry you are using. Failure to do so may lead to premature or catastrophic failure of the pack.

Good pack design will allow for a nominal amount of abuse. People make mistakes and the pack should allow a margin for safety - and for longevity!

== Battery pack specification ==
When deciding on your battery pack, here are some basic parameters to consider:

=== Capacity (kWh) ===
'''How far do you want to go?''' A standard car conversion will need a kWh for each 3, maybe 4 miles of range (very approximately). For a middleweight motorcycle, a kWh should give around 9 miles. Your mileage may vary, ''as they say.''

=== Voltage (V) ===
'''How fast do you want to go?''' The pack voltage defines the maximum speed your motor can spin. Motors are usually specified with "KV" - or RPM-per-volt. Check the KV of your motor and how fast it needs to spin to get your desired top speed. e.g. if you need 3,000 RPM from a 25 KV motor then your pack voltage needs to be 3,000 / 25 = 120 V. The exact number of cells in series you need depends on the cell design, but 3.8 V for Li-ion and 3.2 V for LiFePO4 is a reasonable guess.

=== Maximum current (A) ===
'''How quickly do you want to accelerate?''' Your motor's maximum power will be specified in kW. To estimate your maximum current draw, divide the peak power by the battery voltage. e.g. a 30 kW motor with a 120 V battery pack will pull 30,000 / 120 = 250 A. The higher the current rating of the cells, the heavier they will be for a given capacity. Ideally, you want "enough" current capacity for full throttle acceleration, but no more. You can put cells in parallel to double the current rating of your pack (which of course will half the voltage). Running ''cells'' in parallel is easy, but don't attempt to parallel battery ''packs'' unless you really know what you are doing. It's complicated<ref>https://www.orionbms.com/manuals/pdf/parallel_strings.pdf (Backup: [https://web.archive.org/web/20210322000103/https://www.orionbms.com/manuals/pdf/parallel_strings.pdf Web Archive])</ref>.

=== Mass (kg) ===
'''Can your vehicle carry the weight?''' You'll need to keep the kerb weight within the original design limits. For a car, your pack could be a few hundred kg. For a motorcycle, likely less than 100 kg. This is a huge variable - and each new generation of battery tech seems to be a little lighter. For older EV or hybrid batteries, you can reckon on approximately 10 kg/kWh. Nissan Leaf batteries are relatively light (7.5 kg/kWh). With the latest technology (e.g. Kokam pouch cells or 18650s), you can get this down to 5-6 kg/kWh.

=== Volume (L) ===
'''Will it fit?''' Batteries are bulky. They are getting smaller, but finding enough space might be your biggest challenge. You could be looking at over 5 L/kWh for older EV or hybrid batteries. Current state-of-the-art is the Tesla Model 3, which gets this down to 2.5 L/kWh by using 2170 cylindrical cells.

There is much, much more to battery design than this (e.g. maximum charge rate, terminations, cooling, clamping), but the above should help work out which options will or won't work for your project...

== Cell chemistry ==

=== Lithium Iron Phosphate (LiFePO4) ===
Lithium Iron Phosphate (also known as LFP, or LiFePO4) batteries offer a good compromise between safety, energy density and ease of use for DIY conversions. They are available in a number of formats, commonly pouch cells, prismatic cells and cylindrical cells.

==== LiFePO4 pouch cells ====
The majority of this content is drawn from this thread <ref>[https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900] (Backup: [https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 Web Archive])</ref> discussing the use of the A123 20Ah pouch cell. However, many of the general points apply equally to other similar pouch cells.

===== General build requirements =====
Pouch cells are vulnerable to damage from debris, and must be held in compression (see the datasheet for your battery, but 10-12 psi is recommended for the A123 pouch cells as a guide). A rigid container capable of preventing damage and providing compression is therefore required. Be aware the cells expand and contract in use, so allowance for this must be included in the structure of the case.

The pouch cells should be separated to prevent abrasion between cells, and also to avoid the development of hot spots. Prebuilt modules from A123 systems had thin foam sheets or heatsinks between each cell. Be sure to avoid any debris that could rub on the pouch surface, particularly if using recycled cells.

Mylar, 'Fish paper'<ref>https://www.americanmicroinc.com/fish-paper/ (Backup: [https://web.archive.org/web/20221016210644/https://www.americanmicroinc.com/electrical-insulator-materials/fish-paper/ Web Archive])</ref> or a compliant foam<ref>https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes (Backup: [https://web.archive.org/web/20220604010733/https://rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes Web Archive])</ref> may be appropriate materials to serve this purpose. This material should not be flammable. If the material is heat insulating, it is important to address thermal management.

===== Compression =====
Compression is required to prevent premature failure of the cell. Without compression electrolyte will become unevenly distributed, causing current gradients in the cell and uneven heating. Local temperatures can become high enough to form gas formation leading to cells 'puffing up' even when the pack is otherwise held within temperature and voltage constraints. This will be exacerbated in packs with otherwise poor thermal management. Compression forces gas generated to the margins of the cell, outside of the cell stack, minimising its effect cell performance. Gas in the middle cells will create a dead space which does not store or release energy.

There is ~1% expansion through a discharge cycle. As the cell ages, the nominal cell thickness can grow by 3-5%. For A123 cells the ideal pressure is between 4 and 18psi with the ideal pressure being ~12psi. Maintaining 12psi can increase the life by 500 cycles over that of 4 or 18psi

There is some suggestion that in uses where 1C is never exceeded compression ''may'' not be required.

Highly rigid endplates with a mechanism to allow for a limited degree of expansion (e.g. steel bands) are considered an effective solution to this challenge.

It should be noted that compression is a challenge specific to pouch cells. Cylindrical cells are designed to maintain their own compression within the cell's electrode stack by their design.

This thread provides more information and experimentation relating to pack compression: <nowiki>https://endless-sphere.com/forums/viewtopic.php?f=14&t=52244</nowiki>

===== Pouch Cell Pack Design Examples =====
<nowiki>*</nowiki>placeholder*

===== Notes regarding recycled pouch cells =====
Pouch cells are somewhat fragile, and breaching the insulation is not difficult, especially in a cells removed from existing packs and repurposed. If the pouch has had their poly-layers compromised you may see a number of faults:
* Black spots around the perimeter of the cell indicate electrolyte leakage
* Voltage on the outside of the bag. Note that microvoltage between the pouch and the electrode is normal (and due to a capacitive effect).
While the majority of these cells should no longer be in the market, a significant number of faulty cells made it back into the 'greymarket' in around 2013. These cells had misaligned tabs which can also lead to isolation failures between the tab and the pack. These cells should be avoided, particularly in high demand applications.

===== Situations likely to cause pouch cell failure =====
''Taken directly from wb9k's''<ref name=":0">https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 </ref> ''post on endless sphere in the A123 thread''<ref name=":1">https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 (Backup: [https://web.archive.org/web/20210116021026/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 Web Archive])</ref>
# '''Overcharge'''. Any extended time above 3.8 Volts will generate enough heat and electrochemical activity to puff a cell, especially one that is improperly compressed.
# '''Overdischarge followed by charge'''. Any A123 cell that has been pulled low enough to come to rest at <300 mV should be immediately scrapped. The published number for that is 500 mV, but the real figure is closer to 300, so that's a "safety buffer" if you will. Below this Voltage, the Cu electrodes start to dissolve into the electrolyte. When charge is applied, the Cu forms dendrites that puncture the separator layer, forming an internal short in the cell. This can puff a cell in a hurry---the more charge current on tap, the worse it's prone to be.
# '''Driving a cell negative'''. I've neglected to mention this before, but it is a possibility. I don't know much about the specific mechanism at this time.
# '''Malfunctioning or misinformed electronics'''. This is the most common cause of all of the above in my experience. At this stage of the game, it is critical for YOU to understand how your BMS functions on at least a cursory level. Choose your BMS very carefully and periodically verify that it is operating properly. They're not all created equal. Make sure V sense lines are securely connected and free of corrosion. Just because your BMS says there was never a problem doesn't necessarily make it so. Avoid harnesses or ribbon cables between multiple modules if possible--they are problematic wherever they are used in any mobile electronics.
# '''Exposure to or generation of sufficient heat'''. I don't know exactly at what temperature gas formation begins in the electrolyte, but we spec a max storage temp of 80 (or 85?) degrees C and I suspect this is the reason. The hotter, the puffier--to a point. This is why soldering tabs poses a real hazard to cell health. If you feel you must solder, sink or blow the heat away from the body of the cell. Use a big iron that can make sufficient local heat quickly, before the whole mass of the cell gets hot. You might even get the cell warm enough to melt separator if not careful.
# '''No compression, not enough compression, improperly distributed compression'''. This is a pack/module design issue. Apply 10, maybe 15 psi to your cell stack end to end and then band snugly and evenly. Use hard endplates of some sort--never wrap cells directly or allow their shape to become distorted. Protect all areas of the pouch from impact damage. This obviously does not apply to cylindrical cells.

==== LiFePO4 prismatic cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cylindrical cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cell ageing ====
''Derived (barely paraphrased) from wb9k's''<ref name=":0" /> ''post on endless sphere in the A123 thread''<ref name=":1" />

Capacity loss is caused by the lithium that was available for storage becoming permanently plated on the cathode. Being unable to move within the cell it is no longer available to store energy. The impact of this plating is greater than the amount of lithium 'lost' to plating because not only is the lithium no longer available, it is also preventing access to that part of the cathode meaning Li that can still move has to take a longer path to reach the cathode. Lithium plating is one cause of increased cell resistance (there are others), a sign of worsening cell health.

There is no linear relationship between actual capacity loss and impedance rise. However some cell defects will also increase impedance.

Increasing cell resistance may cause a number of symptoms which may be confused with High Self Discharge.<ref>https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ (Backup: [https://web.archive.org/web/20220524233332/https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ Web Archive])</ref>
# Elevated Peukert Losses. As more energy per amount of current through the cell is lost as heat, the cells useable capacity decreases. So the apparent capacity loss is higher than the actual capacity loss of cycleable lithium. When used in low current applications (e.g. solar energy storage) the actual and apparent decrease in capacity will be small. In high current draw applications (like EV traction packs), the Peukert loss increases proportionally, so the apparent capacity loss increases much faster than the actual capacity loss.
# Greater voltage excursion under the same load. Due to increased cell resistancethe voltage will sag further under the same load than a cell in optimal condition. The inverse is also true, the voltage will be higher for the same amount of charging current applied. The cell will then rebound to a voltage further from the loaded and charging voltages. This, obviously, can look like high self discharge but is a different phenomenon.
# Absolute maximum current decrease.
Elevated impedance causes a more complex constellation of symptoms, some of which may be easy to confuse with High Self Discharge (HSD). Ohm's law (E=I/R) holds the key to understanding here.

'''1) Elevated Peukert losses.''' Because more energy per unit of current through the cell is lost as heat, less of the cell's capacity is actually USABLE. Thus, apparent capacity loss can be significantly greater than actual capacity loss caused by the loss of cycleable Li alone. In low current applications, the two numbers will be close together. In high current applications, Peukert losses increase in proportion, so apparent loss of capacity breaks further and further away from actual capacity loss as current increases.

'''2) Greater voltage excursion under the same load.''' Elevated resistance across the cell means that voltage will sag more under the same load than it did when the cell was healthier. Conversely, voltage will rise higher with the same amount of applied charge current than it did when it was healthier. At the same time, rebound/settling voltages will be further away from loaded/charging voltages. In other words, the cell will rebound to a voltage further away from loaded voltage, all else being equal. Similarly, voltage will settle farther from the charge voltage with the same charge applied. This can give the illusion of elevated self-discharge, but the phenomenon is actually not the same thing. Again, the greater the charge and load currents, the greater the effect becomes.

'''3) Absolute max current decreases.''' Because the cell's series resistance is elevated, the maximum possible current through the cell is decreased.

Just to confuse things further, there can be many factors that lead to impedance rise. Some are related to Li plating, others are not.

=== Lithium-ion ===
Lithium-ion (Li-ion) batteries have a greater energy density than Lithium Iron Phosphate batteries, but have more challenging needs to use safely. The ideal operating range of Li-ion batteries is between +15 and +45°C. The upper limit of temperature is particularly important as Li-ion batteries experience thermal runaway - an unstoppable chain reaction that can occur in milliseconds releasing the stored energy in the cell. This can produce temperatures of 400°C and a fire that is extremely difficult to put out. Thermal runaway can start as low as 60°C and becomes much more likely at 100°C

Risk factors for thermal runaway:
* Short Circuits - either internally or externally
* Overcharging
* Excessive current draw or when charging

==== Li-ion pouch cells ====
Kokam produce high-performance Li-ion pouch cells<ref>https://kokam.com/en/product/cell/lithium-ion-battery (Backup: [https://web.archive.org/web/20220423100132/https://kokam.com/en/product/cell/lithium-ion-battery Web Archive])</ref>. These combine relative ease of use and pack construction with performance close to cylindrical cells.

==== Li-ion 18650 and other cylindrical cells ====
Cylindrical cells are favoured by Tesla, and are probably the main reason why their cars achieve such excellent performance. They are light, compact, powerful and expensive. Unfortunately, cylindrical cells are difficult (and potentially dangerous) to use in DIY conversions. There are two good reasons for this: thermal management and cell configuration.

As stated above, Li-ion cells are prone to thermal runaway. So you need perfect battery and thermal management to ensure that no cell ever exceeds the critical voltage or temperature. If this happens, a cell can short-circuit internally, releasing a lot of energy - potentially explosively. Furthermore, the individual cells are small, so need to be arranged in parallel. In the case of the Tesla Model S 85kW pack, there are 74 cells in parallel. Imagine if one of those cells fails and becomes short circuited internally. You now have 73 very high power cells all feeding in to that short circuit...

In fact, you don't have to imagine: you can watch this [https://www.youtube.com/watch?v=WdDi1haA71Q famous video] instead (courtesy of Rich Rebuilds).

[[File:Chemvolt.png|Cell voltages / Type]]

== OEM modules ==
Using an OEM module means a lot of the difficulties and safety issues associated with battery design are taken care of e.g. cooling, clamping, etc.

Here is a handy list of OEM modules:
{| class="wikitable sortable mw-collapsible"
|+
!Manufacturer
!Model
!Years
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravimetric (kg/kWh)
!Volumetric (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
!OEM numbers
|-
|Tesla
|Model S 85kWh
|2014-2016
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|6s74p
|18650
|Li-ion
|
|-
|Tesla
|Model S 100kWh
|2016-2018
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|6s86p
|18650
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (inner)]]
|2017-
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|25s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 LR (outer)]]
|2017-
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|23s46p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (inner)]]
|2019-
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|[[Tesla Model 3 Battery|Model 3 SR (outer)]]
|2019-
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|2021-
|13.38
|86
|1860
|323
|81
|6.4
|
|83
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|23s
|Prismatic
|LiFePo4
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (outer)
|2021-
|15.07
|93.48
|1948
|323
|81
|6.2
|
|93.5
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|25s
|Prismatic
|LiFePo4
|
|-
|BMW
|i3 60Ah
|2014-2016
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|8s2p
|Prismatic
|Li-ion
|
|-
|BMW
|i3 60Ah (12S)
|
|2.7
|25
|410
|310
|150
|9.26
|7.1
|45.6
|
|[https://www.goingelectric.de/forum/download/file.php?id=129932 310]
|12s
|Prismatic
|Li-ion
|61 27 7 625 066
|-
|BMW
|i3 94Ah
|2017-2018
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|61 27 8 647 912
|-
|BMW
|i3 120Ah
|2018-2022
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|61 21 8 851 706
|-
|BMW
|iX3
|2021-2025
|7,66
|36,2
|570
|360
|110
|4.72
|2.94
|33
|
|
|9s
|Prismatic
|Li-ion
|9426634
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 26Ah]]
|2017-2019
|1.53
|13.05
|364
|183
|110
|8.824
|
|58.6
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2019-2022
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2019-2023
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|
|-
|Chevrolet
|Volt 2012
|2011-2015
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|24s3p
|Pouch
|Li-ion
|
|-
|Jaguar
|iPace
|2018-
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|3s4p
|Pouch
|Li-ion
|
|-
|MG
|ZS EV 64.6Ah
|2021-
|2.74
|13.6
|390
|150
|115
|4.969
|2.338
|21.9
|125
|375
|6s2p
|Prismatic
|NMC
|
|-
|Mitsubishi
|Outlander PHEV
|2013-2016
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|
|-
|Nissan
|[https://www.youtube.com/watch?v=hpgv-dY-q6M Leaf 24kWh]
|2013-2016
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2s2p
|Pouch
|Li-ion LMO
|
|-
|Nissan
|Leaf 30kWh
|2016-2018
|1.25
|~8.3
|300
|222
|34
|~6.64
|3.6
|14.4
|
|
|4s2p
|Pouch
|Li-ion
|
|-
|Nissan
|Leaf 40kWh
|2018-2024
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|4s2p
|Pouch
|Li-ion NMC
|
|-
|Nissan
|Leaf 62kWh
|2019-2024
|2.58
|
|
|
|
|
|
|14.4
|
|
|4s3p
|
|Li-ion
|
|-
|Porsche
|Taycan
|2020-2024
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|6s2p
|Pouch
|Li-ion
|
|-
|PSA/Opel eCMP
|[https://web.archive.org/web/20230615115914/https://www.fev-consulting.com/fileadmin/user_upload/Consulting/Smart_cost_reduction/Peugeot_E208_HV_battery.pdf Peugeot E-208, Corsa E] ([https://openinverter.org/forum/viewtopic.php?t=2465 Forum post])
|2019
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|6s2p / 6s1p
|Prismatic
|Li-ion
|
|-
|Toyota
|Prius Prime
|2017-
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|
|-
|Renault
|Kangoo
|2017-
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|
|-
|Volvo
|[https://openinverter.org/wiki/Volvo_V60_Battery V60/S60]
|2012-2018
|1.3
|11
|120
|310
|185
|8.46
|
|
|160
|
|10S
|Poucch
|Li-ion
|
|-
|Volvo
|XC90 T8
|2015-
|2.01
|12.1
|300
|180
|150
|6.0
|4.0
|59.2
|170
|340
|16s
|
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Passat GTE]] 28Ah
|2015-2019
|2.48
|23.4 (with cooler plate)
10.8kg single
|410 (C/P)
355 (S)
|235 (C/P)
150 (S)
|150 (C/P)
108 (S)
|9.4
|5.5
|88.8
|
|
|24s
|Prismatic
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|2014-2020
|1.086
|9.8
|355
|152
|110
|9.02
|5.5
|44
|
|
|12s
|Prismatic
|Li-ion
|5QE 915 591 H
|-
|VW
|Touareg 14,1 kWh
|2020-
|1.76
|12.3
|385
|150
|108
|7.0
|3.5
|45.25
|
|
|13s
|Prismatic
|Li-ion
|
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 55kWh, 62kWh]]
|2019-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|44.4
|
|
|12s2p
|
|
|0Z1 915 592 / 0Z1 915 692
|-
|VW
|[[MEB_Batteries|ID.3/ID.4 82kWh]]
|2021-
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|0Z1 915 599
|-
|VW
|[[MEB_Batteries|VW Golf VIII hybrid, Cupra Leon Hybrid 26kWh]]
|2024-
|6.5
|30
|225
|600
|110
|4.6
|-
|87.6
|73
|220
|24s1p
|Prismatic
|Li-ion NMC
|5WA915589L
|}

==References==
<references />
[[Category:Battery]]
[[Category:Parts]]

Chevrolet Volt Charger

2026-02-13T17:59:29Z

Arber333:

This unit is CAN controlled also. It is actually two chargers in one box. One module charges 12V battery up to 30A worth. Second module is HV charger and it can operate from 200V up to 420Vdc. Usually it provides 8A for charging the main battery.
[[File:New-Doc-2018-12-26-20.25.04 1.jpg|thumb]]
First we need to connect to 12V battery. Second connector provides control voltage and interlock in case of EVSE malfunction. Note charger has two CAN bus lines. We only utilise the first one as seen from the sketch. Drawn is connector from charger side.

The Lear operates CAN at 500Kbps.

Select which of the charger modules you wish to operate. Only one msg is sent for heartbeat, do not send all three messages!

Address DLC Data0 Data1 Data2 Data3

0x30E 1 0x01 Turn on aux12vdc

0x30E 1 0x02 Turn on HV Charging
[[File:Volt gen1 charger Control1.png|thumb]]
0x30E 1 0x03 Turn on aux12vdc and turn on HV Charging

This message is sent at 30ms interval

Then send command line.

0x304 4 0x40 0xA0 0x03 0x20 Charge at 8amps to 400.0vdc
[[File:Volt gen1 charger Control2.png|thumb]]
[[File:Volt gen1 charger DC.png|thumb]]
This is sent at 500ms interval

Address 0x304 Data0 is an unknown at present, but seem to be 40 or 48 in the Volt.
[[File:Volt gen1 charger AC.png|thumb]]
Address 0x304 Data1 is the current commanded, convert to decimal and divide by 20.

Address 0x304 Data2 first 2 bits are MSB of the voltage command.

Address 0x304 Data3 byte is the LSB of the voltage command. Then MSB LSB is divided by 2.

Example:

Data1 is A0(hex) which is 160 decimal. Divided by 20 is 8 and that is the commanded current.

Data2 is 03(hex) and Data3 is 20(hex) which is 0320(hex) equals 800(decimal) divided by 2 is 400vdc.

Charging at 10A and to 410V

0x304 4 0x40 0xC8 0x03 0x34

0x212 charger report contains both the HV (~360v) rail and also the LV (~12v) rail current/voltage information. 
HV Current: first 13 bits (divide by 20 for Amps) 
HV Voltage: next 10 bits (divide by 2 for Volts) 
LV Current: next 8 bits (divide by 5 for Amps) 
LV Voltage: next 8 bits (divide by 10 for Volts) 

0x30A seems it could be related to the AC input: 
AC Current: first 12 bits (divide by 5 perhaps?) 
AC Voltage: next 8 bits (multiply by 2 seems logical) 

Charger really needs liquid cooling as it gets hot quickly when charging at 8A. 

[[File:Ampera Volt gen1 charger.jpg|thumb]]
[[Category:Chevrolet]] [[Category:Opel]] [[Category:Charger]]

Chevrolet Volt Charger

2026-02-13T17:58:52Z

Arber333:

This unit is CAN controlled also. It is actually two chargers in one box. One module charges 12V battery up to 30A worth. Second module is HV charger and it can operate from 200V up to 420Vdc. Usually it provides 8A for charging the main battery.
[[File:New-Doc-2018-12-26-20.25.04 1.jpg|thumb]]
First we need to connect to 12V battery. Second connector provides control voltage and interlock in case of EVSE malfunction. Note charger has two CAN bus lines. We only utilise the first one as seen from the sketch. Drawn is connector from charger side.

The Lear operates CAN at 500Kbps.

Select which of the charger modules you wish to operate. Only one msg is sent for heartbeat, do not send all three messages!

Address DLC Data0 Data1 Data2 Data3

0x30E 1 0x01 Turn on aux12vdc

0x30E 1 0x02 Turn on HV Charging
[[File:Volt gen1 charger Control1.png|thumb]]
0x30E 1 0x03 Turn on aux12vdc and turn on HV Charging

This message is sent at 30ms interval

Then send command line.

0x304 4 0x40 0xA0 0x03 0x20 Charge at 8amps to 400.0vdc
[[File:Volt gen1 charger Control2.png|thumb]]
[[File:Volt gen1 charger DC.png|thumb]]
This is sent at 500ms interval

Address 0x304 Data0 is an unknown at present, but seem to be 40 or 48 in the Volt.
[[File:Volt gen1 charger AC.png|thumb]]
Address 0x304 Data1 is the current commanded, convert to decimal and divide by 20.

Address 0x304 Data2 first 2 bits are MSB of the voltage command.

Address 0x304 Data3 byte is the LSB of the voltage command. Then MSB LSB is divided by 2.

Example:

Data1 is A0(hex) which is 160 decimal. Divided by 20 is 8 and that is the commanded current.

Data2 is 03(hex) and Data3 is 20(hex) which is 0320(hex) equals 800(decimal) divided by 2 is 400vdc.

Charging at 10A and to 410V

0x304 4 0x40 0xC8 0x03 0x34

0x212 contains both the HV (~360v) rail and also the LV (~12v) rail current/voltage information. 
HV Current: first 13 bits (divide by 20 for Amps) 
HV Voltage: next 10 bits (divide by 2 for Volts) 
LV Current: next 8 bits (divide by 5 for Amps) 
LV Voltage: next 8 bits (divide by 10 for Volts) 

0x30A seems it could be related to the AC input: 
AC Current: first 12 bits (divide by 5 perhaps?) 
AC Voltage: next 8 bits (multiply by 2 seems logical) 

Charger really needs liquid cooling as it gets hot quickly when charging at 8A. 

[[File:Ampera Volt gen1 charger.jpg|thumb]]
[[Category:Chevrolet]] [[Category:Opel]] [[Category:Charger]]

Chevrolet Volt Charger

2026-02-13T17:57:31Z

Arber333:

This unit is CAN controlled also. It is actually two chargers in one box. One module charges 12V battery up to 30A worth. Second module is HV charger and it can operate from 200V up to 420Vdc. Usually it provides 8A for charging the main battery.
[[File:New-Doc-2018-12-26-20.25.04 1.jpg|thumb]]
First we need to connect to 12V battery. Second connector provides control voltage and interlock in case of EVSE malfunction. Note charger has two CAN bus lines. We only utilise the first one as seen from the sketch. Drawn is connector from charger side.

The Lear operates CAN at 500Kbps.

Select which of the charger modules you wish to operate. Only one msg is sent for heartbeat, do not send all three messages!

Address DLC Data0 Data1 Data2 Data3

0x30E 1 0x01 Turn on aux12vdc

0x30E 1 0x02 Turn on HV Charging
[[File:Volt gen1 charger Control1.png|thumb]]
0x30E 1 0x03 Turn on aux12vdc and turn on HV Charging

This message is sent at 30ms interval

Then send command line.

0x304 4 0x40 0xA0 0x03 0x20 Charge at 8amps to 400.0vdc
[[File:Volt gen1 charger Control2.png|thumb]]
[[File:Volt gen1 charger DC.png|thumb]]
This is sent at 500ms interval

Address 0x304 Data0 is an unknown at present, but seem to be 40 or 48 in the Volt.
[[File:Volt gen1 charger AC.png|thumb]]
Address 0x304 Data1 is the current commanded, convert to decimal and divide by 20.

Address 0x304 Data2 first 2 bits are MSB of the voltage command.

Address 0x304 Data3 byte is the LSB of the voltage command. Then MSB LSB is divided by 2.

Example:

Data1 is A0(hex) which is 160 decimal. Divided by 20 is 8 and that is the commanded current.

Data2 is 03(hex) and Data3 is 20(hex) which is 0320(hex) equals 800(decimal) divided by 2 is 400vdc.

Charging at 10A and to 410V

0x304 4 0x40 0xC8 0x03 0x34

0x212 contains both the HV (~360v) rail and also the LV (~12v) rail current/voltage information.
HV Current: first 13 bits (divide by 20 for Amps)
HV Voltage: next 10 bits (divide by 2 for Volts)
LV Current: next 8 bits (divide by 5 for Amps)
LV Voltage: next 8 bits (divide by 10 for Volts)

0x30A seems it could be related to the AC input:
AC Current: first 12 bits (divide by 5 perhaps?)
AC Voltage: next 8 bits (multiply by 2 seems logical)

Charger really needs liquid cooling as it gets hot quickly when charging at 8A.
[[File:Ampera Volt gen1 charger.jpg|thumb]]
[[Category:Chevrolet]] [[Category:Opel]] [[Category:Charger]]

Tesla Model S/X DC/DC Converter

2025-10-30T17:46:48Z

Arber333:

==Overview==
The Tesla Model S/X '''GEN2''' DC-DC Converter is a popular candidate for EV conversions. It was first available in the Model S around Jan2014, and later in the Model X. It is located in the frunk area near the cowl.

It is not to be confused with the earlier '''GEN1''' DC-DC Converter, whose casing was of a kidney-shape, was located in the RF fenderwell against the firewall, and it incorporated functions of the [[Tesla Model S Front HVJB|front HVJB]]; it contains fuses for the coolant heater, cabin heater, and air-condition compressor, and servicing these fuses was never supported by Tesla (though is frequently performed in the aftermarket), so it developed a reputation for being unreliable due to frequent replacement for blown fuses. Though the hardware connections are different between GEN1 & GEN2, they both use the same (5) wired connections with the same functions, and the CAN commands appear to (may be) the same.
 
Tesla DCDC weighs 3,3kg
 
[[File:Tesladcdc.jpg|thumb|Tesla Model S GEN2 DC-DC Converter]]
==Wiring==

=== HV ===
HV connector: [http://www.ket.com/resources/web/MG655776/MG655776_2d.pdf KET MG655776 type D]

HV+ (positive) line is the one on the leftmost - opposite side of the red 12v output bolt.

[[File:DCDC Connector wiring.jpg|thumb|Minimum required wiring for basic unit function: Seven wires from left):(2) HV Input, (1) HW Enable, (2) CAN (if voltage control is needed), (3) 12VDC Output]]

[[File:DCDCTESLA.jpg|thumb|CAN lines are pins 2 & 3.]]

Note, be careful about which connector you get when salvaging this connector from Telsa wiring harnesses. Specifically, you want the key D variant.

* ''Orange (A/C): MG655773 (key A)''
*''Gray (fluid heater): MG655774 (key B)''
*''Brown (PTC heater): MG655775 (key C)''
*'''Blue (DC-DC): MG655776 (key D)'''

Donor Harness: Tesla OE/OEM Part Number: 1032804-00-A has two Blue DC-DC plugs.
[[File:PXL 20210514 092652934-min.jpg|alt=Pinout for LV connector is written on the board|thumb|Pinout for LV connector is printed on the board.]]

=== LV & Signalling ===
LV connector: [https://www.molex.com/molex/products/part-detail/crimp_housings/0334721301 Molex 0334721301]

LV connector (top row)

* Pin 1 : HW-EN (Enable ("turn on") via applying 12v+ )
* Pin 2 : CAN H
* Pin 3 : CAN L

The remaining pins are for the HVIL loop, and can be ignored if desired, as they do not affect the unit's function.

==Control==

=== Hardware ===
Although CAN control is an option, it is not necessary as the unit will run comfortably in failsafe mode (i.e. without any CAN input). Supply 12V to HW-EN (pin 1 on Molex plug), ground the case to the chassis, and the converter starts spitting out 13.5V. It has been mentioned that under heavy load the voltage may sag, so to enable CAN control see [https://openinverter.org/forum/viewtopic.php?f=10&t=536 this OI forum thread.]

=== CAN ===
Two CAN MsgIDs are documented for this unit. When working with CAN, in some contexts, you need to know the hex (0x) or the decimal (0d) equivalent, eg DBC files and some CAN software requires 0d format, so both are given below:

* 0x03D8 (0d984) : Input: Commands to the unit (3 bytes)
* 0x0210 (0d528) : Output: Status Reporting from the unit (7 bytes)

==== Commands (0x03D8, 0d984) ====
This CAN command payload is 3 bytes, and must be sent at 500ms intervals.

The first 10 bits (0-9, ''little-endian format'') in the message encodes the output voltage. The following bit is the DC/DC enable bit<ref>https://openinverter.org/forum/viewtopic.php?p=20995#p20995</ref>:

* Byte 0 + Byte 1[0-1] (10 bits total) : (desired voltage - 9) * 146)
* Byte 1[2] = Enable DC output (must be 1 to enable output)
* Byte 1[3-7] : Unknown
* Byte 2 : Unknown

===== Example =====
If 14.4V is desired:

* Subtract constant 9 from 14.4v = 5.4
* Multiply 5.4 by constant 146 = 788.4
* Convert 788.4 to hex = 0x0315 (expressed as individual bytes: 0x03 0x15)
*Convert to little-endian format = 0x15 0x03
*Add 4 to the second byte, to enable DC output = 0x15 0x07
*Pad with zero byte to assemble the required 3-byte payload: 0x15 0x07 0x00
*Prefix with the command MsgID 0x3D8 : '''0x03D8 0x15 0x07 0x00'''
* Send the MsgID + data payload

==== Status Reporting (0x0210, 0d528)====
The data is comprised of 7 bytes, which is transmitted at 100ms (10Hz) intervals:

* Byte 0 = Status bits (bit 0 = Heater shorted, 1 = Over temperature, 2 = Output under voltage, 3 = Bias Fault, 4 = Input not OK, 5 = Output over voltage, 6 = Output current limited 7 = Heater open circuit)
* Byte 1 = Status bits (bit 0 = Coolant request, 1 = Current thermal limit, 2 = Output voltage regulation fault, 3 = Calibration factor fault)

*Byte 2 = coolant inlet temp (0.5C scale, -40 offset)
*Byte 3 = input power (16 W/bit),
*Byte 4 = output current (1 A/bit),
*Byte 5 = output voltage (0.1 V/bit)

Note Status Reporting does not work if HW-EN line is not high.

Jason Hughes (wk057) posted this DC-DC Converter CAN Status Reporting information<ref>https://skie.net/uploads/TeslaCAN/Tesla%20Model%20S%20CAN%20Deciphering%20-%20v0.1%20-%20by%20wk057.pdf</ref> in Jan2016:

[[File:Telsa Model S DC-DC-Converter CAN 01b.png|alt=Tesla Model S DC-DC Converter CAN information by Jason Hughes, (wk057), Jan2016.|thumb|600x600px|Tesla Model S DC-DC Converter CAN information by Jason Hughes, (wk057), Jan2016.|none]]The "CAN3" above refers to the specific CAN bus on the early Tesla Model S, which had (5) (later, (6)) CAN buses. CAN3 is the Powertrain CAN bus.

DBC example #1<ref>https://brianman.visualstudio.com/DBCTools/_git/DBCTools?path=/Samples/tesla_models_rwd.dbc&version=GBmaster</ref> for 0x0210 0d'''528''' (unverified, possibly wrong or incomplete as it does not match above, but firmware revisions change items frequently):

   BO_ '''528''' DC_DC_Converter_Status: 7 CAN3

      SG_ Inlet_Temperature: 16|8@1- (0.5,40) [0|0] "C" TBD

      SG_ Input_Power: 24|8@1+ (16,0) [0|0] "W" TBD

      SG_ Output_Current: 32|8@1+ (1,0) [0|0] "A" TBD

      SG_ Output_Voltage: 40|8@1+ (0.1,0) [0|0] "V" TBD

      CM_ BO_ 528 "DC-DC Converter Status [10Hz]";

DBC example #2<ref>https://brianman.visualstudio.com/DBCTools/_git/DBCTools?path=%2FSamples%2Ftesla_models.dbc&version=GBmaster</ref> for 0x0210 0d'''528''' (unverified, possibly wrong or incomplete as it does not match above, but firmware revisions change items frequently):

   BO_ 528 DCDC_statusPartial: 2 ETH

      SG_ DCDC_outputCurrent: 0|8@1+ (1,0) [0|0] "A" X

      SG_ DCDC_outputVoltage: 8|8@1+ (0.1,0) [0|0] "V" X

==References==
[[Category:Tesla]]
[[Category:DC/DC]]
<references />

Mitsubishi Outlander Water Heater

2025-10-30T17:45:02Z

Arber333:

The Outlander PHEV has an optional electric water heater. This unit appears to be a 3rd generation (2011-2019 ish) http://www.mhi.co.jp/technology/review/pdf/e542/e542057.pdf. Specified as a 4kw unit.

The photo below is a Gen 3 heater and is CAN controlled. Example part number is 7807A007.
Outlander Heater weighs 3,5kg

[[File:20211011 113810.jpg|none|thumb]]

== Gen 3 (2016-2019) ==

====== Low Voltage Pinout (Gen 3) ======
[[File:20211011 113847.jpg|none|thumb]]
Top row, yellow is 12+, black is GND.

Bottom row, under the yellow is Can H and under GND is Can L

The mating connector is Sumitomo 6189-0126 https://www.auto-click.co.uk/6189-0126?search=90980-10942 and the wiring is the same as the AC Compressor.
[[File:Heater Connector Pins.png|none|thumb|1 - 12v, 2 - GND, 3 - CAN H, 4 - CAN L]]

====== High Voltage Pinout ======
[[File:Outlander Heater HV.jpg|none|thumb]]

====== Can Messages from Heater (Gen 3) ======
A Work In Progress DBC file is here https://github.com/jamiejones85/DBC-files/blob/master/OutlanderWaterHeater.dbc

When 12v is connected, without HV, the following messages are broadcast:
0x398 ID 00 09 00 3B 3B 00 00 00 at 100ms byte 3 seems to be water temperature inlet, byte 4 water temperature outlet

0x630 ID 00 00 00 00 00 00 00 00 at 500ms

0x062D ID 00 00 00 00 00 00 00 00 at 500ms

0x06BD ID 00 00 00 00 00 00 00 00 at 500ms
When HV is connected 0x398 changes to the message below.
0x398 ID 00 00 00 3B 3B 00 00 00 at 100ms

====== Control Can Messages ======
0x188 with below will turn the heater on 100ms or 500ms seem to work, as long as the 0x285 message is also broadcast. 0x285 is a general HV status message it seems
03 50 A2 4D 00 00 00 00
0x285 at 10ms intervals
0x00 0x00 0x14 0x21 0x90 0xFE 0x0C 0x10

A simple Ardunio sketch to control it is here: https://github.com/jamiejones85/OutlanderHeaterControl it uses a pot connected to A0, the first few degrees of turn the heater is off, above that it sets the temperature. The program watches the temperature reported by the heater, if it's below the desired it turns it on. Simple.

Another heater control implementation is https://github.com/jamiejones85/RPI-PICO-Outlander-HVAC

====== Measurements ======
12V consumption: 60mA regardless of what is happening

Measured power at 0x32 power value: 1.4kW (at 267V)

Measured power at 0xa2 power value: 3.5kW (at 267V)

== Gen 2 (2011 - 2016) ==
The Previous generation of water heater is larger and heavier than the Gen 3, part number 7807A007. Controlled via external ECU rather than CAN.

====== Low Voltage pinout and control ======

# +12v (Red)
# None
# HTR1 (green)
# HTR2 (yellow)
# HTR3 (Orange)
# Ground (Black)
# Outlet temp (White)
# Inlet Temp (Grey)
When HTR1-3 are grounded the heater will activate. The more inputs that are grounded the higher the power output. Power output ramps up quite slowly.

Low Voltage connector looks to be a Sumitomo TS 8 way connector. Commonly used in Japanese motorcycle looms.

'''Temperature'''

Input and output temperatures are resistance based. Some rough data has been gathered on resistances at some given temperatures.

97000 Ohms at 12c

30000 Ohms at 42c

16500 Ohms at 58c

Using this data the Calculated Steinhart-Hart model coefficients are:

A= 1.161003704 e-3

B= 1.616884180 e-4

C= 3.151304262 e-7.

With this data it is possible to read the temperature from the sensor with an Arduino sketch.

====== High Voltage connector ======
Same as Gen 3 in appearance and polarity.
[[Category:Mitsubishi]]
[[Category:Heater Coolant]]

Chevrolet Volt 2 Charger

2025-10-30T17:43:09Z

Arber333:

[[File:Img 20210616 210202.jpg|thumb]]
Connectors

1. LV control connector is Molex MX150 P/N 33472-1201

It uses 6 pins out of 12. Pins are Molex MX150 F 18-20AWG P/N 33012-2002

<nowiki>https://www.molex.com/molex/products/fa</nowiki> … tor_system

2. HV battery side connector is TE HVA280 P/N 2103628 Key A 2 pole connector

<nowiki>https://www.te.com/usa-en/product-YHVA2</nowiki> … rce=header

3. It seems this is Delphi or Aptive HES 6 Way Device Connector Type 103. P/N 13879048

Pins are P/N 13783301 <nowiki>https://ecat.aptiv.com/product/13879051</nowiki>

I took TE HVA280 Key A 2 pole connector with wires from my broken Volvo/Eltek charger. It is the correct key and directly connects to the charger DC side. I also found a kit YHVA280-2PHI-4MM-A

https://eu.mouser.com/ProductDetail/TE-Connectivity-DEUTSCH/YHVA280-2PHI-4MM-A?qs=GBLSl2AkiruL7kWVsmfbfA%3D%3D

For AC side i ordered Aptive HES 13879048 connector and female pins 13783291 from Mouser. That was available. I will report back when i can try them on.

I needed to find correct HV connector polarity. To get that i performed light bulb method polarity test https://openinverter.org/forum/viewtopic.php?f=4&t=632&p=8198&hilit=polarity#p8215

Volt gen2 charger only weighs 6kg

I connected HV battery to the charger.

12V LV connector pinout. There are only 6 pins connected inside 12 pin connector:

P2 – GND

P3 – HV voltage sense PWM Frequency 100Hz

P4 – HV Charging Control PWM Frequency 100Hz

When i apply 12V signal at 25% duty charger starts at 1A.

At 60% duty i get 7.6A

Charger can work with PWM from 90Hz to 108Hz.

At 70% duty i get 9.4A which i imagine is the kW limit. After 90% duty charger stops.

P9 – Battery +12v

P10 – Sensed AC Voltage (PWM)

Frequency 100Hz 12V

I cant measure any relavant signal

P11 – 12V Charger Enable Signal could be used for safe BMS disconnect

I will have to investigate feedback signals further, but i must say charger is providing steady power on single phase 230Vac. For safe charging it will require additional means of voltage control, but it is simple to use and control by a steady 100Hz 25% to 90% duty pulse.

I tried to charge 104S batterey at 407Vdc and charger wouldnt start on any PWM duty setting. Shame!
[[Category:Chevrolet]] [[Category:Opel]] [[Category:Charger]]

Tesla Model S/X GEN2 Charger

2025-10-30T17:42:08Z

Arber333:

==Overview==
[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]

The Tesla GEN2 on-board charger (OBC) is a single/three phase 10kW AC charger that was fitted in the Model S from approx. Oct2013<ref>https://teslamotorsclub.com/tmc/posts/6560948/</ref> until it was replaced in the 2016 'facelift' model with GEN3. It was the first Tesla OBC capable of fully utilizing external 3-phase AC; [[Tesla Model S GEN1 Charger|previous Tesla OBCs]] lacked the external wiring for three phases.

One or two GEN2 chargers are installed beneath the rear seats in the Model S for AC charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase AC charging.

Tesla gen2 charger weighs 16kg!!! Surprisingly low for such a bulky item

==Important Considerations==

===Output Voltage Range===
{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

===Supported Tesla Part Numbers (TPN)===
It has been found that early revision units will not work with the OI control boards.<ref>https://openinverter.org/forum/viewtopic.php?t=932</ref>

TPNs to avoid:

*1014963-05-B and 1014963-05-C

TPNs tested and known good:

*1014963-00-C/E/F/J/K/L
**1014963-00-C <ref>https://openinverter.org/forum/viewtopic.php?p=34710#p34710 and also by Lars on June 25th 2024</ref>
**1014963-00-G is likely also good, just wasn't mentioned by name in the referenced thread

=== Supported Software Revisions ===
At this time, it is not known why but it appears that some firmware revisions of this charger will have problems with maintaining a steady charge. Symptoms of this can be either surging (current goes up, drops to near zero, then surges back) or modules coming online singly followed by all modules going offline, repeat forever. In either case, charge power will be limited. We do not yet know what, exactly, is causing this. However, it is confirmed that swapping charger units but keeping the OI control board can produce working results.

===Cooling===
The direction of flow in the cooling plate does not seem to matter.<ref>https://openinverter.org/forum/viewtopic.php?p=2030#p2030</ref> The charger should likely be on the same cooling loop as the batteries themselves. This coolant loop should be separate from the loop with the motor and inverter (they get far too hot.) Limited testing (esp 110V, 1kw) can be done without the coolant lines hooked up. However, it would be unwise to attempt 10kw charging for any length of time without liquid cooling.

==Replacement Control Boards==
Replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

=== Charger Connections ===
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
! B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
! A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
| GND
|
|
|CANL
|Proximity
|
|}
The outputs will not output 12v, they are low side switches. If you require a 12v ac present signal then use a relay with its coil switched from the relevant pin. [https://raw.githubusercontent.com/damienmaguire/Tesla-Charger/master/V5/Charger_Gen2_V5aB3%20-%20Schematic.pdf wiring diagram][[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

====Connector part numbers====
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

=== Replacement board connectors ===
If you can desolder 24 pin SMD connector off of the OEM control board otherwise to order 24 pin connector from Mouser P/N is:

* [https://www.mouser.com/ProductDetail/JST-Automotive/SM24B-CPTK-1A-TBL?qs=wBn5QRdTcLhQ%2FCp3E8a%2FyA%3D%3D SM24B-CPTK-1A-TB(L)]

The 30 pin connector is very difficult to desolder and resolder. Replacement P/Ns are:

* [https://www.mouser.com/ProductDetail/Samtec/IPS1-115-01-S-D-PL?qs=PB6%2FjmICvI17nbB5SDGUsw%3D%3D IPS1-115-01-S-D-PL], SAMTEC - IPS1-115-01-S-D-PL - SOCKET, 2.54MM, 2X15WAY
** NOTE: One of the pins is missing from this connector variant, but according to [https://openinverter.org/forum/viewtopic.php?p=27697&hilit=charger+pin+missing#p27697 this forum post], it's ok as long as you solder it in the correct orientation.
* [https://www.mouser.com/ProductDetail/Samtec/IPS1-115-01-L-D?qs=PB6%2FjmICvI3sN4zSP4IXGw%3D%3D IPS1-115-01-L-D], SAMTEC
** Has all 30 pins.

===Programming===
You'll need a ST-LINK/V2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

*ST-LINK programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119
'''Two options:'''
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#openinverter style firmware https://openinverter.org/forum/viewtopic.php?t=1323 (only available via patreon for next few weeks)

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

=== External CAN bus===
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with two bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V5aB3 does not need this modification. On Revision V5aB3 you '''MUST''' close the solder jumper unless your charger is on an already terminated bus (that is, if the bus already has 2 termination resistors, one on each end, and measures 60 ohms with all devices powered off). If you do not use the external CAN, terminate the bus. If you have only two devices on the bus, terminate the bus. If you aren't sure, double check. '''Bus termination is important.'''

If you attach to the external CAN bus, be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 20b, 217, 219, 21b, 227, 229, 22b, 237, 239, 23b, 247, 249, 24b, 327, 329, 32b, 347, 349, 34b, 357, 359, 35b, 367, 368, 369, 36b, 377, 379, 37b, 537, 539, 53b, 717, 719, 71b.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol - up to version 1.06.R
!ID
!Direction
!Byte 0
! Byte 1
!Byte 2
!Byte 3
!Byte 4
! Byte 5
! Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
| DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''

|
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%

{| class="wikitable"
|+Charger CAN protocol - after version 1.06.R
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
| 0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|
|==1 enable charging
|SoC
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
| Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|
|0 when off, 5 when charging
|
|
|}
LR: Personally I think the data for DC voltage limit is incorrect. The above states Motorola but only when I set all signals (so not only DC voltage limit as also the start bit count (sometimes) varies) to Intel it works for me.[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

===openinverter style charger firmware===
In addition to the open source firmware there is also an openinverter style firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
* CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

The firmware will soon be fully published and is only available via patreon for now: https://www.patreon.com/openinverter

====Connecting to the Web interface====
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

'''Missing IC4 Chip'''

According to [https://openinverter.org/forum/viewtopic.php?p=43750&hilit=ic4#p43750 this forum post], IC4 used to be populated with a USB to serial FTDI chip. However, on the latest boards, all settings are configured via wifi so it is no longer needed.
[[File:Gen2ChargerBoard.jpg|alt=Image of Tesla Gen2 charger board with missing IC4 chip|thumb|Tesla Gen2 charger board with missing IC4 chip]]

====Registration====
This step is no longer needed as the firmware will soon be published. It is already available on patreon: https://www.patreon.com/openinverter

If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.

=== Latest Software for V5 boards and later ===
[[Tesla Model S/Tesla Gen23 V5 Software]]

==Additional Resources==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

A 15 min intro from a user perspective: https://www.youtube.com/watch?v=ibtr6v1k0cA

==Common Issues==

*The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
*With V5aB2, If you do NOT use the external CAN bus or are not properly terminated, '''remember to close the solder jumper''' next to R1 under the WiFi module. When in doubt, check the resistance of the CAN bus with all devices off. It should be 60 ohms ideally. If you are not using the external CAN then it should be 120 ohms.
*People had problems with unreliable connectivity between ESP8266 & the charger board [https://openinverter.org/wiki/Olimex_MOD-WIFI-ESP8266#Common_Issues]
*Firmware '''1.09''' and '''1.10''' can lose the CAN map, making the logic board go silent, reset instructions here: [https://openinverter.org/forum/viewtopic.php?p=40617&sid=e2369fea2b502a419f55e5aac10fe169#p40617]
*If a module within the charger is enabled (and all three are enabled by default) then it '''MUST''' see AC and DC voltage when charging starts. If it does not then no current will flow on any module. So, triple check your wiring before starting. It can be easy to mix up the line and neutral wires of the AC input. This will not blow up anything but it won't work either. Mixing up the DC wires is a recipe for a bad time.
*Some chargers are just raised wrong. As covered above, for reasons we don't know, some modules will simply refuse to work properly. Most often this will happen to chargers that were previously used in super charger stations but it can happen to chargers that were pulled from Model S cars as well. There is not yet any known fix for this. If it happens the only current solution is a different charger or you live with slow charging.
*Did you set the D1 enable pin to be high (+12v?) It must be high in '''ANY''' mode in order for charging to start. It is OK to tie it to the +12 incoming power if you are using something like Type2 where charging is controlled by the proximity and control pilot signals.

==Errata==
Charger Dimensions: 500x300x100mm

More specific dimensions and CAD info here: https://openinverter.org/forum/viewtopic.php?p=3641#p3641CAD

==Notes==
[[Category:Tesla]]
[[Category:Charger]]

<references />

Nissan Leaf inverter

2025-10-08T18:26:27Z

Arber333:

Nissan inverters need at least 180Vdc minimum for operation.
https://openinverter.org/forum/viewtopic.php?p=85368#p85368
 
 

* Nissan Leaf Gen1 inverter

Damien has presented his controler here:
https://github.com/damienmaguire/Nissan-Leaf-Inverter-Controller 

PDF file with multiple connector pinout:
https://openinverter.org/forum/download/file.php?id=839 

According to OEM:
https://openinverter.org/forum/viewtopic.php?p=2207#p2207

Resolver offsets: 
https://openinverter.org/forum/viewtopic.php?t=108

* Nissan Leaf Gen2 inverter
Some tare down information: 
https://openinverter.org/forum/viewtopic.php?t=4095 

OI pinout: 
https://openinverter.org/forum/viewtopic.php?t=2487 

Gen2 driver pinout: 
https://openinverter.org/forum/viewtopic.php?t=4338

Comment about using Gen2 inverter with EM61 motor. 
''100% you can. I have checked it more than once. they have the same resolver set up! for example, when I was making a jaguar xj351, I installed the em61 motor and the inverter from em57 (gen2) and controlled the inverter by can vcu, it drives perfectly! there is only one nuance. you definitely need to connect the extreme phase terminals on the contrary!''

Regarding the Gen2 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

* Nissan Leaf Gen3 inverter

Gen3 board design: 
https://openinverter.org/forum/viewtopic.php?t=2324 
https://openinverter.org/forum/viewtopic.php?t=4565 

Regarding the Gen3 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

Nissan Leaf inverter

2025-10-08T18:26:06Z

Arber333:

Nissan inverters need at least 180Vdc minimum for operation.
https://openinverter.org/forum/viewtopic.php?p=85368#p85368
 

* Nissan Leaf Gen1 inverter

Damien has presented his controler here:
https://github.com/damienmaguire/Nissan-Leaf-Inverter-Controller 

PDF file with multiple connector pinout:
https://openinverter.org/forum/download/file.php?id=839 

According to OEM:
https://openinverter.org/forum/viewtopic.php?p=2207#p2207

Resolver offsets: 
https://openinverter.org/forum/viewtopic.php?t=108

* Nissan Leaf Gen2 inverter
Some tare down information: 
https://openinverter.org/forum/viewtopic.php?t=4095 

OI pinout: 
https://openinverter.org/forum/viewtopic.php?t=2487 

Gen2 driver pinout: 
https://openinverter.org/forum/viewtopic.php?t=4338

Comment about using Gen2 inverter with EM61 motor. 
''100% you can. I have checked it more than once. they have the same resolver set up! for example, when I was making a jaguar xj351, I installed the em61 motor and the inverter from em57 (gen2) and controlled the inverter by can vcu, it drives perfectly! there is only one nuance. you definitely need to connect the extreme phase terminals on the contrary!''

Regarding the Gen2 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

* Nissan Leaf Gen3 inverter

Gen3 board design: 
https://openinverter.org/forum/viewtopic.php?t=2324 
https://openinverter.org/forum/viewtopic.php?t=4565 

Regarding the Gen3 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

Nissan Leaf inverter

2025-10-08T18:21:30Z

Arber333:

Nissan inverters need at least 180Vdc minimum for operation.
https://openinverter.org/forum/viewtopic.php?p=85368#p85368

* Nissan Leaf Gen1 inverter

Damien has presented his controler here:
https://github.com/damienmaguire/Nissan-Leaf-Inverter-Controller 

PDF file with multiple connector pinout:
https://openinverter.org/forum/download/file.php?id=839 

According to OEM:
https://openinverter.org/forum/viewtopic.php?p=2207#p2207

Resolver offsets: 
https://openinverter.org/forum/viewtopic.php?t=108

* Nissan Leaf Gen2 inverter
Some tare down information: 
https://openinverter.org/forum/viewtopic.php?t=4095 

OI pinout: 
https://openinverter.org/forum/viewtopic.php?t=2487 

Gen2 driver pinout: 
https://openinverter.org/forum/viewtopic.php?t=4338

Comment about using Gen2 inverter with EM61 motor. 
''100% you can. I have checked it more than once. they have the same resolver set up! for example, when I was making a jaguar xj351, I installed the em61 motor and the inverter from em57 (gen2) and controlled the inverter by can vcu, it drives perfectly! there is only one nuance. you definitely need to connect the extreme phase terminals on the contrary!''

Regarding the Gen2 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

* Nissan Leaf Gen3 inverter

Gen3 board design: 
https://openinverter.org/forum/viewtopic.php?t=2324 
https://openinverter.org/forum/viewtopic.php?t=4565 

Regarding the Gen3 inverter connector that used to be unobtainable can in fact be bought.
https://openinverter.org/wiki/File:Prius_Gen3_-_Auris_-_Yaris_Connector_Body_.jpg
The housing can be bought from Toyota, cost was 89 SEK (~€8)!
Then terminals and wire seals are needed and after some web searching and testing I have concluded this BOM:
https://openinverter.org/forum/download/file.php?id=32637&mode=view
Connector housing:
Toyota G9260-47010, 36p
Toyota G9266-47010, 13p

Small terminal, 0.64:
0,22-0,35mm2
TE 1612290-1 (tested ok)
Sumitomo 8100-3455
Small wire seal:
Sumitomo 7165-1198
Small blind plug:
Sumitomo 7165-0797

Large terminal, 2.3:
0,3-0,5mm2
Yazaki 7116-4025 (tested ok)
Sumitomo 8100-0460
0,8-1,25mm2
Yazaki 7116-4026
Sumitomo 8100-0461
2,0mm2
Sumitomo 8100-0462
Large wire seal:
Sumitomo 7165-0342 D4,9mm d1,4-2,0mm
Sumitomo 7165-0343 D4,9mm d2,0-2,5mm
Sumitomo 7165-0344 D4,9mm d2,5-2,9mm
Large blind plug:
Sumitomo 7161-9787 D4,7mm

Terminal extraction tool
0.64 Terminals : Sumitomo 3070000 or 307-0000-03
2.3II Terminals : Precision screwdriver(1.2mm～1.6mm)

NOTE: The Sumitomo terminals are not tested but thay look the same as the ones I have tested and documents point to the Sumitomo extraction tool, hence my guess is they will fit as well.

Mechanical design database

2025-06-11T11:09:55Z

Arber333:

CAD Library of EV components: [[CAD Models]]

=== A open data base for different mechanical hardware designs ===

* adapter plates
* motor couplers
* drive shaft flanges
* covers, caps, shields,
* etc

'''Very instructable video about driveshaft extension:''' https://www.youtube.com/watch?v=NkQc7eshiXI&t=532s

zero ev CAD library https://zero-ev.co.uk/cad/?v=3e8d115eb4b3
{| class="wikitable"
|+
!motor
!source
!status
!gearbox
!source
!status
|-
|Nissan leaf gen 2+ (em57)
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/leaf

https://bratindustries.net/product/em57-adapter-plate/
|fits!
|vintage VW
|
|
|-
|Nissan leaf gen 1 (em61)
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/leaf
|untested
|Nissan 5 speed 71B
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/5speed
|fits!
|-
|Mitsubishi outlander rear motor
|https://github.com/bratindustries/adapter-plates adapter plate with nema b-face pattern.

https://openinverter.org/forum/download/file.php?id=8468

https://openinverter.org/forum/viewtopic.php?p=25569&hilit=cad+file#p25569
|untested
|bmw
|https://github.com/bratindustries/adapter-plates
|untested
|-
|Toyota Prius transaxle
|
|
|
|
|
|-
|Lexus GS450h locking plate
|https://openinverter.org/forum/viewtopic.php?p=20934
|
|
|
|
|-
|
|
|
|
|
|
|-
|tesla model 3
|https://zero-ev.co.uk/TM3RDU.zip?v=3e8d115eb4b3
|
|
|
|
|}

-------------------------------------------------------------------------------------
VW ID3 2020 documentation

{| class="wikitable"
|+
!Documents
!source link
!files
|-
|ID3 HV battery repair manual
|https://vwts.ru/vw_id3_e11.html
|Files
|-
|ID3 HV drivetrain repair manual
|https://vwts.ru/vw_id3_e11.html
|Files
|-
|ID3 brake cylinder repair manual
|https://vwts.ru/forum/topic/250352/
|Files
|-
|
|
|
|}

{| class="wikitable"
|+3d printed parts
!parts for:
!function
!status
!source
!
|-
|molex memx cinch modice headers and encloser
|3d printable versions of the molex memx, used for many different vcu boards.
|
|https://github.com/bratindustries/molex-headers
|
|-
|toyota prius gen 3 inverter
|HV+LV conections
|fits!
|https://github.com/jamiejones85/Gen3PriusInverter3DParts
https://openinverter.org/forum/viewtopic.php?p=37156&hilit=3d+printed#p37156
|
|-
|toyota prius gen 2 inverter
|HV and MG adaptors/blanks
|
|https://github.com/Wonk6677/Prius-Gen-2-printed-parts
|
|-
|nissan leaf battery
|LV conector
|
|
|
|-
|nissan leaf gen 2 + inverter
|HV connection cover
|
|https://github.com/bratindustries/leaf-inverter-cover
|
|-
|gs450h inverter
|HV connections
|
|https://openinverter.org/forum/viewtopic.php?t=1694
|
|-
|mitsubishi outlander rear inverter
|HV connections
|
|https://openinverter.org/forum/download/file.php?id=13803
https://openinverter.org/forum/viewtopic.php?p=37192&hilit=3d+printed#p37192

https://www.printables.com/@crasbe_360778/collections/563327
|
|-
|mitsubishi outlander rear inverter
|3D Scan
|
|https://grabcad.com/library/mitsubishi-outlander-phev-rear-inverter-1
|
|-
|mitusbishi charger
|conectors
|
|https://www.printables.com/@crasbe_360778/collections/563327
|
|-
|mitsubishi outlander rear Motor
|Resolver connector cable gland replacement
|
|https://github.com/Wonk6677/mitsubishi-outlander-rear-motor-3d-printed-parts
|
|-
|mitsubishi outlander rear Motor
|3D Scan
|
|https://grabcad.com/library/outlander-phev-rear-motor-1
|
|-
|mitsubishi outlander rear Gearbox
|3D Scan
|
|https://grabcad.com/library/outlander-phev-rear-gearbox-1
|
|-
|VW Golf GTE Battery
|3D printable Terminal cover
|Fits
|https://grabcad.com/library/1577279
|
|-
|Gs450H
|Inverter HV inlet blanking plate
|Fits
|https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
|
|-
|Gs450H
|Inverter side HV inlet
|
|https://grabcad.com/library/gs450h-side-port-1
|
|-
|Nissan Leaf gen2 inverter
|HV inlet cover
|
|https://grabcad.com/library/leaf-inverter-inlet-cover-1
|
|-
|MG ZS gen1 charger
|AC connector to M25 adapter
|Fits
|https://www.thingiverse.com/thing:6921222
|
|}
[[Category:Mechanical]] [[Category:Adapter]] [[Category:CAD]] [[Category:Nissan]] [[Category:Toyota]] [[Category:Mitsubishi]] [[Category:Lexus]]
[[Category:VAG]]

Mitsubishi Outlander Rear Drive Unit

2025-03-17T08:20:17Z

Arber333:

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 8 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
https://youtube.com/shorts/44d0oVFn65k?si=PGjDBKYoHPsX_md7

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x 30mm M12x.25 '''''Fine Thread''''' Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|-
|Outlander PHEV transmission oil replacement:
|60.000KM or when is changing color(red to black)/smell(burned)
Quantity Rear F1E1A - 0.85L
Use ATF SP III MZ312096K 1L or SP III Mannol MN8209-1 1L
|https://openinverter.org/forum/viewtopic.php?p=62681#p62681<nowiki/>https://www.amazon.com/SP-III-Special-Synthetic-Transmission-Fluid/dp/B00506UNEC?th=1
|-
|Parameters
|Lq=0.36mH, Ld=0.20mH, Flux Linkage=60.8mWb, Rs 27mR
|https://openinverter.org/forum/viewtopic.php?t=3047&start=25
|-
|Gearbox parts
|shaft oil seal P/N 3515A056, gbx oil plug gasket P/N MF660036
|[[File:Mitsu RWD GBX.png|thumb|Mitsu RWD GBX exploaded view]]
|}

'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

== '''Description''' ==
The Mitsubishi Outlander PHEV (Plug-in Hybrid) uses 3x AC motor/generators - 2 in the front gearbox (One is designated as a generator) and 1 in the rear. The rear motor appears to be the more powerful of the 3, and it is coupled to a rear differential unit which is mounted underneath the vehicle. The Rear differential has female driveshaft splines and a ratio of 7.065:1. The motor is driven by a dedicated rear inverter unit, and the combined system appears to have different power ratings in different model years. The whole unit could lend itself well to rear engined/rear wheel drive EV conversion applications - e.g. Toyota MR2, VW Beetle, rear engined Porsches, Lotus. Brat Industries has a shaft adapter that allows various flanges. The Motor can also be easily decoupled from the Gearbox/Differential unit and with an adaptor plate and coupling could be used on either Front wheel drive applications, or Front engined, rear wheel drive. There are already some examples of the drive being used with the OpenInverter, and also with the OEM motor inverter.

'''Power Rating'''

It is possible that the motor is the same for all model years (all use the Y61 designation) and either inverter is different or increased power output is from software only. 2018 models have 13.6kWh battery rather than 12kWh.
{| class="wikitable"
|-
! Model Years !! Motor Power !! Motor Torque !! Part Number
|-
| TBC - TBC || 50 kW || TBC || Y61
|-
| TBC - 2018 || 60 kW || 195Nm Peak @ 0-4500rpm || Y61
|-
| 2018 - || 70 kW || 195Nm Peak @ 0-4500rpm|| Y61
|}

Modding the inverter with an OI board (https://openinverter.org/forum/viewtopic.php?p=73590#p73590) allows circumventing software output power limits (presumed, https://openinverter.org/forum/viewtopic.php?p=68413#p68413)

Mitsubishi/FUSO part numbers include 9411A078<ref>https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 (Backup: [http://web.archive.org/web/20230911185440/https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 Web Archive])</ref>, 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

=='''Connectors'''==

===High Voltage===
3x 3 phase lug connections with HV gland plate<ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAF0E02CC00ENG.pdf</ref>

|[[File:Inverter UVW.png|thumb]]
===Signal Connector===

Resolver/Temperature sensor: Hirose GT18WB-14DS-HU

Datasheet: https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

The polarity of all six wires have to be correct in order for the motor to work.

Resolver/Temperature sensor OEM cable/harness part number: [https://www.mitsubishipartsstore.com/oem-parts/mitsubishi-harness-8556a131 8556A131] (can be used as a source for the connector if stock of the Hirose connector isn't available)

====Pinout of Resolver/Temperature Sensor connector:====
[[File:Rear-drive-pinout.png|thumb|alt=]]
{| class="wikitable"
|+
!Pin
!Label
!Description
|-
|1
|N/A
|Not used
|-
|2
|TG2
|Temperature sensor 2 ground
|-
|3
|TG1
|Temperature sensor 1 ground
|-
|4
|RGND
|Resolver ground
|-
|5
| S4
|Cos connection
|-
|6
|S3
|Sin connection
|-
|7
|R2
|Exciter connection
|-
| 8
|N/A
|Not used
|-
|9
|TH2
| Temperature sensor 2
|-
|10
|TH1
|Temperature sensor 1
|-
|11
|N/A
|Not used
|-
|12
|S2
|Cos connection
|-
|13
|S1
|Sin connection
|-
|14
|R1
|Exciter connection
|}

=='''Vehicle Wiring Diagrams'''==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm

==Mechanical Dimensions==

===Outer Dimensions===
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|thumb|Outlander Rear Motor Face|none]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|thumb|Outlander Rear Motor Length|none]]

==References==
[[Category:Mitsubishi]]
[[Category:Motor]]

<references />

Mitsubishi Outlander Rear Drive Unit

2025-03-17T08:19:13Z

Arber333:

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 8 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
https://youtube.com/shorts/44d0oVFn65k?si=PGjDBKYoHPsX_md7

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x 30mm M12x.25 '''''Fine Thread''''' Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|-
|Outlander PHEV transmission oil replacement:
|60.000KM or when is changing color(red to black)/smell(burned)
Quantity Rear F1E1A - 0.85L
Use ATF SP III MZ312096K 1L
|https://openinverter.org/forum/viewtopic.php?p=62681#p62681<nowiki/>https://www.amazon.com/SP-III-Special-Synthetic-Transmission-Fluid/dp/B00506UNEC?th=1
|-
|Parameters
|Lq=0.36mH, Ld=0.20mH, Flux Linkage=60.8mWb, Rs 27mR
|https://openinverter.org/forum/viewtopic.php?t=3047&start=25
|-
|Gearbox parts
|shaft oil seal P/N 3515A056, gbx oil plug gasket P/N MF660036
|[[File:Mitsu RWD GBX.png|thumb|Mitsu RWD GBX exploaded view]]
|}

'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

== '''Description''' ==
The Mitsubishi Outlander PHEV (Plug-in Hybrid) uses 3x AC motor/generators - 2 in the front gearbox (One is designated as a generator) and 1 in the rear. The rear motor appears to be the more powerful of the 3, and it is coupled to a rear differential unit which is mounted underneath the vehicle. The Rear differential has female driveshaft splines and a ratio of 7.065:1. The motor is driven by a dedicated rear inverter unit, and the combined system appears to have different power ratings in different model years. The whole unit could lend itself well to rear engined/rear wheel drive EV conversion applications - e.g. Toyota MR2, VW Beetle, rear engined Porsches, Lotus. Brat Industries has a shaft adapter that allows various flanges. The Motor can also be easily decoupled from the Gearbox/Differential unit and with an adaptor plate and coupling could be used on either Front wheel drive applications, or Front engined, rear wheel drive. There are already some examples of the drive being used with the OpenInverter, and also with the OEM motor inverter.

'''Power Rating'''

It is possible that the motor is the same for all model years (all use the Y61 designation) and either inverter is different or increased power output is from software only. 2018 models have 13.6kWh battery rather than 12kWh.
{| class="wikitable"
|-
! Model Years !! Motor Power !! Motor Torque !! Part Number
|-
| TBC - TBC || 50 kW || TBC || Y61
|-
| TBC - 2018 || 60 kW || 195Nm Peak @ 0-4500rpm || Y61
|-
| 2018 - || 70 kW || 195Nm Peak @ 0-4500rpm|| Y61
|}

Modding the inverter with an OI board (https://openinverter.org/forum/viewtopic.php?p=73590#p73590) allows circumventing software output power limits (presumed, https://openinverter.org/forum/viewtopic.php?p=68413#p68413)

Mitsubishi/FUSO part numbers include 9411A078<ref>https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 (Backup: [http://web.archive.org/web/20230911185440/https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 Web Archive])</ref>, 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

=='''Connectors'''==

===High Voltage===
3x 3 phase lug connections with HV gland plate<ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAF0E02CC00ENG.pdf</ref>

|[[File:Inverter UVW.png|thumb]]
===Signal Connector===

Resolver/Temperature sensor: Hirose GT18WB-14DS-HU

Datasheet: https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

The polarity of all six wires have to be correct in order for the motor to work.

Resolver/Temperature sensor OEM cable/harness part number: [https://www.mitsubishipartsstore.com/oem-parts/mitsubishi-harness-8556a131 8556A131] (can be used as a source for the connector if stock of the Hirose connector isn't available)

====Pinout of Resolver/Temperature Sensor connector:====
[[File:Rear-drive-pinout.png|thumb|alt=]]
{| class="wikitable"
|+
!Pin
!Label
!Description
|-
|1
|N/A
|Not used
|-
|2
|TG2
|Temperature sensor 2 ground
|-
|3
|TG1
|Temperature sensor 1 ground
|-
|4
|RGND
|Resolver ground
|-
|5
| S4
|Cos connection
|-
|6
|S3
|Sin connection
|-
|7
|R2
|Exciter connection
|-
| 8
|N/A
|Not used
|-
|9
|TH2
| Temperature sensor 2
|-
|10
|TH1
|Temperature sensor 1
|-
|11
|N/A
|Not used
|-
|12
|S2
|Cos connection
|-
|13
|S1
|Sin connection
|-
|14
|R1
|Exciter connection
|}

=='''Vehicle Wiring Diagrams'''==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm

==Mechanical Dimensions==

===Outer Dimensions===
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|thumb|Outlander Rear Motor Face|none]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|thumb|Outlander Rear Motor Length|none]]

==References==
[[Category:Mitsubishi]]
[[Category:Motor]]

<references />

File:Mitsu RWD GBX.png

2025-03-17T08:16:47Z

Arber333:

Mitsu RWD GBX exploaded view

Water Pumps

2025-02-14T22:01:57Z

Arber333:

= A list of coolant pumps =
This is a list of water pumps that may be useful in an EV swap.

== Pierburg CWA Coolant Pumps ==
[[File:CWA200.png|thumb|CWA200]]
[[Pierburg CWA Coolant Pumps]]

The Pierburg CWA Coolant Pumps (200/400) are well known in hot rod engine swaps as they are significant coolant pumps that have the ability to be PWM Controlled, however connecting the PWM pin to +12V permanently also gives 95% speed

== Tesla Model S/X / Nissan Leaf Coolant Pump ==
[[File:Tesla S - X coolant pump.png|thumb|Tesla S / X coolant pump]]
[[Tesla Model S/X Coolant Pump]]
 
 
 
 

Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax, though there are so many Tesla part numbers it's hard to say which actual model it is.

The Nissan Leaf also uses this or a very similar pump.

== Bosch PCE (VAG and others) ==
[[Bosch PCE Coolant Pumps]]
 
 
 
 

== Chevrolet Volt Coolant Pumps ==
[[Chevrolet Volt Coolant Pumps]]
[[File:Coolant pump.png|thumb|Coolant pump]]
 
 
 
 
 

== Hyundai Kona EV Coolant Pumps ==
[[Hyundai Kona EV Coolant Pumps]]
 
 
 

== HELLA 8TW 358 304-601 Auxiliary water pump ==
[[HELLA 8TW 358 304-601 Auxiliary water pump]]
[[File:VW coolant pump.jpg|thumb|alt=VW coolant pump]]
 
 
 

== NISSENS 831060 Water pump Auxiliary water pump ==
[[NISSENS 831060 Water pump]]
[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]
 
 
 

= In List Form =
{| class="wikitable sortable mw-collapsible"
|+
!Pump
!DC Voltage
!Current Draw
!Control Method
!Inlet Size
!Outlet Size
!Max Flow
!Max Pressure
|-
|CWA200
|12V
|
|PWM / ON
|
|
|
|
|-
|Tesla S/X
|8-16V
|7.3A
|PWM
|19mm
|19mm
|720LPH@70kPa
|
|-
|Bosch PCE
|12V
|
|PWM / ON
|
|
|
|
|-
|Kona EV
|8-16V
|~6A
|CAN
|17
|17
|
|
|-
|HELLA 8TW 358 304-601
|12V
|
|ON
|19mm
|19mm
|
|
|-
|NISSENS 831060 Water pump
|12V
|
|ON
|19mm
|19mm
|
|
|}
[[Category:Water pumps]]
[[Category:Parts]]
[[Category:Thermal Management]]

NISSENS 831060 Water pump

2025-02-14T21:54:56Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay. 
The best feature is that its input and output are perfectly inline which lends itself to mount on coolant lines more easily. 

Additional Auxiliary Water Pump Suitable for SKODA AUDI A4 S4 AUDI A6 AUDI Allroad Quattro VW PASSAT PASSAT Variant 078 121 601 B, 078121601B, 078121599C, 078 121 599C 
https://kiwicarparts.co.nz/products/078121601b-078-121-601-b-auxiliary-water-pump-electrical-coolant-additional-for-audi-a4-a6-vw-volkswagen-passat 
Connector is VAG P/N 4D0971992A 
[[File:VAG connector 4D0971992A.jpg|thumb|alt=VAG connector 4D0971992A]] 

[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]

HELLA 8TW 358 304-601 Auxiliary water pump

2025-02-14T21:53:49Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump. 
It is a simple pump, two pins connector that are turned on with a relay. 
Part number 8TW 358 304-601 
https://www.autodoc.co.uk/hella/21475113 

Connector is VAG P/N 4D0971992A 
[[File:VAG connector 4D0971992A.jpg|thumb|alt=VAG connector 4D0971992A]]

[[File:VW coolant pump.jpg|thumb|alt=VW coolant pump]]

HELLA 8TW 358 304-601 Auxiliary water pump

2025-02-14T21:53:35Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump. 
It is a simple pump, two pins connector that are turned on with a relay. 
Part number 8TW 358 304-601 
https://www.autodoc.co.uk/hella/21475113 

Connector is VAG P/N 4D0971992A 
[[File:VAG connector 4D0971992A.jpg|thumb|alt=VAG connector 4D0971992A]]

Pump pic 
[[File:VW coolant pump.jpg|thumb|alt=VW coolant pump]]

File:VAG connector 4D0971992A.jpg

2025-02-14T21:52:51Z

Arber333:

VAG connector 4D0971992A

HELLA 8TW 358 304-601 Auxiliary water pump

2025-02-14T21:46:47Z

Arber333:

NISSENS 831060 Water pump

2025-02-14T21:44:42Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay. 
The best feature is that its input and output are perfectly inline which lends itself to mount on coolant lines more easily. 

Additional Auxiliary Water Pump Suitable for SKODA AUDI A4 S4 AUDI A6 AUDI Allroad Quattro VW PASSAT PASSAT Variant 078 121 601 B, 078121601B, 078121599C, 078 121 599C 
https://kiwicarparts.co.nz/products/078121601b-078-121-601-b-auxiliary-water-pump-electrical-coolant-additional-for-audi-a4-a6-vw-volkswagen-passat
[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]

NISSENS 831060 Water pump

2025-02-14T21:44:17Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay.
The best feature is that its input and output are perfectly inline which lends itself to mount on coolant lines more easily.

Additional Auxiliary Water Pump Suitable for SKODA AUDI A4 S4 AUDI A6 AUDI Allroad Quattro VW PASSAT PASSAT Variant 078 121 601 B, 078121601B, 078121599C, 078 121 599C
https://kiwicarparts.co.nz/products/078121601b-078-121-601-b-auxiliary-water-pump-electrical-coolant-additional-for-audi-a4-a6-vw-volkswagen-passat
[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]

NISSENS 831060 Water pump

2025-02-14T21:43:18Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay.

Additional Auxiliary Water Pump Suitable for SKODA AUDI A4 S4 AUDI A6 AUDI Allroad Quattro VW PASSAT PASSAT Variant 078 121 601 B, 078121601B, 078121599C, 078 121 599C
https://kiwicarparts.co.nz/products/078121601b-078-121-601-b-auxiliary-water-pump-electrical-coolant-additional-for-audi-a4-a6-vw-volkswagen-passat
[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]

NISSENS 831060 Water pump

2025-02-14T21:41:55Z

Arber333: Created page with "I use this pump in various cars as a Webasto and electric heater pump. It is a simple pump, two pins connector that are turned on with a relay. Additional Auxiliary Water Pump Suitable for SKODA AUDI A4 S4 AUDI A6 AUDI Allroad Quattro VW PASSAT PASSAT Variant 078 121 601 B, 078121601B, 078121599C, 078 121 599C https://kiwicarparts.co.nz/products/078121601b-078-121-601-b-auxiliary-water-pump-electrical-coolant-additional-for-audi-a4-a6-vw-volkswagen-passat"

HELLA 8TW 358 304-601 Auxiliary water pump

2025-02-14T21:39:27Z

Arber333:

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay.

[[File:VW coolant pump.jpg|thumb|alt=VW coolant pump]]

HELLA 8TW 358 304-601 Auxiliary water pump

2025-02-14T21:38:05Z

Arber333: Created page with "I use this pump in various cars as a Webasto and electric heater pump. It is a simple pump, two pins connector that are turned on with a relay."

I use this pump in various cars as a Webasto and electric heater pump.
It is a simple pump, two pins connector that are turned on with a relay.

Water Pumps

2025-02-14T21:34:10Z

Arber333:

= A list of coolant pumps =
This is a list of water pumps that may be useful in an EV swap.

== Pierburg CWA Coolant Pumps ==
[[File:CWA200.png|thumb|CWA200]]
[[Pierburg CWA Coolant Pumps]]

The Pierburg CWA Coolant Pumps (200/400) are well known in hot rod engine swaps as they are significant coolant pumps that have the ability to be PWM Controlled, however connecting the PWM pin to +12V permanently also gives 95% speed

== Tesla Model S/X / Nissan Leaf Coolant Pump ==
[[File:Tesla S - X coolant pump.png|thumb|Tesla S / X coolant pump]]
[[Tesla Model S/X Coolant Pump]]
 
 
 
 

Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax, though there are so many Tesla part numbers it's hard to say which actual model it is.

The Nissan Leaf also uses this or a very similar pump.

== Bosch PCE (VAG and others) ==
[[Bosch PCE Coolant Pumps]]
 
 
 
 

== Chevrolet Volt Coolant Pumps ==
[[Chevrolet Volt Coolant Pumps]]
[[File:Coolant pump.png|thumb|Coolant pump]]
 
 
 
 
 

== Hyundai Kona EV Coolant Pumps ==
[[Hyundai Kona EV Coolant Pumps]]
 
 
 

== HELLA 8TW 358 304-601 Auxiliary water pump ==
[[HELLA 8TW 358 304-601 Auxiliary water pump]]
[[File:VW coolant pump.jpg|thumb|alt=VW coolant pump]]
 
 
 

== NISSENS 831060 Water pump Auxiliary water pump ==
[[NISSENS 831060 Water pump]]
[[File:VW aux coolant pump.jpg|thumb|alt=NISSENS 831060 Water pump Auxiliary water pump]]
 
 
 

= In List Form =
{| class="wikitable sortable mw-collapsible"
|+
!Pump
!DC Voltage
!Current Draw
!Control Method
!Inlet Size
!Outlet Size
!Max Flow
!Max Pressure
|-
|CWA200
|12
|
|PWM / ON
|
|
|
|
|-
|Tesla S/X
|8-16
|7.3A
|PWM
|19mm
|19mm
|720LPH@70kPa
|
|-
|Bosch PCE
|12
|
|PWM / ON
|
|
|
|
|-
|Kona EV
|8-16V
|~6A
|CAN
|17
|17
|
|
|-
|
|
|
|
|
|
|
|
|}
[[Category:Water pumps]]
[[Category:Parts]]
[[Category:Thermal Management]]

File:VW aux coolant pump.jpg

2025-02-14T21:33:53Z

Arber333:

NISSENS 831060 Water pump Auxiliary water pump

File:VW coolant pump.jpg

2025-02-14T21:21:54Z

Arber333:

VW coolant pump

Mitsubishi Outlander CAB300 current sensor

2025-01-19T16:06:51Z

Arber333:

LEM CAB300 C/SP2 Current sensor

{| class="wikitable"
|[[File:CAB300-C SP2.png|thumb|Outlander current sensor]]
|[[File:CAB300-C SP2 characteristics.png|thumb|CAB300-C SP2 characteristics]]
|[[File:CAB300-C SP2 CAN instructions.png|thumb|Current sensor CAN report ]]
|}

CAN protocol
CAN bus report is fixed at 500kbps 
To start or stop communication it uses ID 0x6F0 in notextended(standard) frame - single signal. 
Signal is 8 byte long byte1 value 0x28 will stop CAN and 0x29 will start communication. 

Current report is in ID 0x3C2 in standard frame 8 bytes 
zero center at 80000000H = 0mA 
1mA = 80000001H 
-1mA = 7FFFFFFFH 

byte0 = error indication (0 - normal, 1 - error) 
byte7 to byte1 is the value to calculate 

CAB300 connector, which is CAB500 connector as well: 
4P Female P/N 1473672-1 
Pins Female Crimp 1123343-1 
https://www.aliexpress.com/item/1005004210302153.html?spm=a2g0o.order_list.order_list_main.385.60b81802QTc3l6

Mitsubishi Outlander CAB300 current sensor

2025-01-19T16:05:54Z

Arber333: Created page with "LEM CAB300 C/SP2 Current sensor {| class="wikitable" |Outlander current sensor |CAB300-C SP2 characteristics |Current sensor CAN report |} CAN protocol CAN bus report is fixed at 500kbps To start or stop communication it uses ID 0x6F0 in notextended(standard) frame - single signal. Signal is 8 byte long byte1 value 0x28 will stop CAN and 0x2..."

LEM CAB300 C/SP2 Current sensor

{| class="wikitable"
|[[File:CAB300-C SP2.png|thumb|Outlander current sensor]]
|[[File:CAB300-C SP2 characteristics.png|thumb|CAB300-C SP2 characteristics]]
|[[File:CAB300-C SP2 CAN instructions.png|thumb|Current sensor CAN report ]]
|}

CAN protocol
CAN bus report is fixed at 500kbps
To start or stop communication it uses ID 0x6F0 in notextended(standard) frame - single signal.
Signal is 8 byte long byte1 value 0x28 will stop CAN and 0x29 will start communication.

Current report is in ID 0x3C2 in standard frame 8 bytes
zero center at 80000000H = 0mA
1mA = 80000001H
-1mA = 7FFFFFFFH

byte0 = error indication (0 - normal, 1 - error)
byte7 to byte1 is the value to calculate

CAB300 connector, which is CAB500 connector as well:
4P Female P/N 1473672-1
Pins Female Crimp 1123343-1
https://www.aliexpress.com/item/1005004210302153.html?spm=a2g0o.order_list.order_list_main.385.60b81802QTc3l6

File:CAB300-C SP2 CAN instructions.png

2025-01-19T15:45:26Z

Arber333:

Current sensor CAN report

File:CAB300-C SP2 characteristics.png

2025-01-19T15:44:40Z

Arber333:

Current sensor characteristics

File:CAB300-C SP2.png

2025-01-19T15:43:35Z

Arber333:

CAB300 current sensor

Category:Mitsubishi

2025-01-19T15:35:49Z

Arber333:

[[ Mitsubishi Outlander CAB300 current sensor ]]

[[Category:OEM]]

Category:HVAC

2025-01-16T18:36:18Z

Arber333: /* Seat Heaters */

== Heating ==
Electronic drive trains are extremely efficient, as a result there is not much heat generated during the driving process. As a result EVs need alternative heat sources.
The heating process can have a large effect on the range of a EV, as the energy come directly from the battery pack.

[[File:Tesla ptc.jpg|thumb|299x299px|tesla ptc heater]]
=== PTC heaters ===
PTC (Positive temperature coefficient) heaters are solid state devices electrical heater which strives to keep a constant temperature regardless of how the ambient conditions changes. It is the material in the heater itself that regulates the temperature.

They are designed to be mounted in a HVCA unit in front of the blower fan, in combination with, or replacing, the original heater core.

PTC Heaters come in a variety of operational voltages and controllers. Dedicated EV PTC heaters run off HV, others off 12v and home appliance types run off 120vac.

Many European model cars utilize 12v ptc heaters for preheating the cabin. 12v heaters do not produce large amounts of heat (2kw>) but are still worthy contenders in combination with other heating methods. Dedicated HV EV PTC heaters produce 5kw+ worth of heat.

=== Water Heaters ===
Water heaters, like PTC heaters, come in a variety of operational voltages. They are a simple solution, as theres no need to dismantle or install anything into a vehicles stock HVAC unit. They can be found in many EVs and hybrid vehicles.

[[File:Voltptc.jpg|thumb|chevy volt water heater]]

=== Heat Pumps ===
Heat pumps are regarded as the most efficient type of heating in a EV. They function by transferring thermal energy from a cooler space to a warmer space using a refrigeration cycle, think of a AC system operating in reverse.
[[File:Leafpump.png|thumb|303x303px|ev heat pump system]]

=== Seat Heaters ===
seat heaters are a efficient way if providing heat in a ev, cheap aftermarket kits are available.
Some examples from Aliexpress include two part seat heaters with switch kit with pictures.
https://www.aliexpress.com/item/1005006103982206.html?spm=a2g0o.productlist.main.1.41beW9U0W9U07i&algo_pvid=6725004d-8998-4830-aa20-1b9205654070&algo_exp_id=6725004d-8998-4830-aa20-1b9205654070-0&pdp_npi=4%40dis%21EUR%2182.92%2136.21%21%21%21611.93%21267.24%21%40211b876e17370520289298087ecc38%2112000035769720433%21sea%21SI%21128201405%21X&curPageLogUid=XqL4CT1rwzex&utparam-url=scene%3Asearch%7Cquery_from%3A

{| class="wikitable"
|+ Seat heaters kit
|-
| [[File:Seat heaters kit.jpg|thumb|Seat heaters kit]]
|-
| [[File:Seat heaters kit1.jpg|thumb|Seat heaters kit1]]
|-
| [[File:Seat heaters kit2.jpg|thumb|Seat heaters kit]]
|}

== Cooling ==
[[Category:Parts]]

Category:HVAC

2025-01-16T18:35:46Z

Arber333: /* Seat Heaters */

== Heating ==
Electronic drive trains are extremely efficient, as a result there is not much heat generated during the driving process. As a result EVs need alternative heat sources.
The heating process can have a large effect on the range of a EV, as the energy come directly from the battery pack.

[[File:Tesla ptc.jpg|thumb|299x299px|tesla ptc heater]]
=== PTC heaters ===
PTC (Positive temperature coefficient) heaters are solid state devices electrical heater which strives to keep a constant temperature regardless of how the ambient conditions changes. It is the material in the heater itself that regulates the temperature.

They are designed to be mounted in a HVCA unit in front of the blower fan, in combination with, or replacing, the original heater core.

PTC Heaters come in a variety of operational voltages and controllers. Dedicated EV PTC heaters run off HV, others off 12v and home appliance types run off 120vac.

Many European model cars utilize 12v ptc heaters for preheating the cabin. 12v heaters do not produce large amounts of heat (2kw>) but are still worthy contenders in combination with other heating methods. Dedicated HV EV PTC heaters produce 5kw+ worth of heat.

=== Water Heaters ===
Water heaters, like PTC heaters, come in a variety of operational voltages. They are a simple solution, as theres no need to dismantle or install anything into a vehicles stock HVAC unit. They can be found in many EVs and hybrid vehicles.

[[File:Voltptc.jpg|thumb|chevy volt water heater]]

=== Heat Pumps ===
Heat pumps are regarded as the most efficient type of heating in a EV. They function by transferring thermal energy from a cooler space to a warmer space using a refrigeration cycle, think of a AC system operating in reverse.
[[File:Leafpump.png|thumb|303x303px|ev heat pump system]]

=== Seat Heaters ===
seat heaters are a efficient way if providing heat in a ev, cheap aftermarket kits are available.
Some examples from Aliexpress include two part seat heaters with switch kit with pictures.
https://www.aliexpress.com/item/1005006103982206.html?spm=a2g0o.productlist.main.1.41beW9U0W9U07i&algo_pvid=6725004d-8998-4830-aa20-1b9205654070&algo_exp_id=6725004d-8998-4830-aa20-1b9205654070-0&pdp_npi=4%40dis%21EUR%2182.92%2136.21%21%21%21611.93%21267.24%21%40211b876e17370520289298087ecc38%2112000035769720433%21sea%21SI%21128201405%21X&curPageLogUid=XqL4CT1rwzex&utparam-url=scene%3Asearch%7Cquery_from%3A

{| class="wikitable"
|+ Caption text
|-
! Seat heaters kit
|-
| [[File:Seat heaters kit.jpg|thumb|Seat heaters kit]]
|-
| [[File:Seat heaters kit1.jpg|thumb|Seat heaters kit1]]
|-
| [[File:Seat heaters kit2.jpg|thumb|Seat heaters kit]]
|}

== Cooling ==
[[Category:Parts]]

Category:HVAC

2025-01-16T18:34:07Z

Arber333: /* Seat Heaters */

== Heating ==
Electronic drive trains are extremely efficient, as a result there is not much heat generated during the driving process. As a result EVs need alternative heat sources.
The heating process can have a large effect on the range of a EV, as the energy come directly from the battery pack.

[[File:Tesla ptc.jpg|thumb|299x299px|tesla ptc heater]]
=== PTC heaters ===
PTC (Positive temperature coefficient) heaters are solid state devices electrical heater which strives to keep a constant temperature regardless of how the ambient conditions changes. It is the material in the heater itself that regulates the temperature.

They are designed to be mounted in a HVCA unit in front of the blower fan, in combination with, or replacing, the original heater core.

PTC Heaters come in a variety of operational voltages and controllers. Dedicated EV PTC heaters run off HV, others off 12v and home appliance types run off 120vac.

Many European model cars utilize 12v ptc heaters for preheating the cabin. 12v heaters do not produce large amounts of heat (2kw>) but are still worthy contenders in combination with other heating methods. Dedicated HV EV PTC heaters produce 5kw+ worth of heat.

=== Water Heaters ===
Water heaters, like PTC heaters, come in a variety of operational voltages. They are a simple solution, as theres no need to dismantle or install anything into a vehicles stock HVAC unit. They can be found in many EVs and hybrid vehicles.

[[File:Voltptc.jpg|thumb|chevy volt water heater]]

=== Heat Pumps ===
Heat pumps are regarded as the most efficient type of heating in a EV. They function by transferring thermal energy from a cooler space to a warmer space using a refrigeration cycle, think of a AC system operating in reverse.
[[File:Leafpump.png|thumb|303x303px|ev heat pump system]]

=== Seat Heaters ===
seat heaters are a efficient way if providing heat in a ev, cheap aftermarket kits are available.
Some examples from Aliexpress include two part seat heaters with switch kit with pictures.
https://www.aliexpress.com/item/1005006103982206.html?spm=a2g0o.productlist.main.1.41beW9U0W9U07i&algo_pvid=6725004d-8998-4830-aa20-1b9205654070&algo_exp_id=6725004d-8998-4830-aa20-1b9205654070-0&pdp_npi=4%40dis%21EUR%2182.92%2136.21%21%21%21611.93%21267.24%21%40211b876e17370520289298087ecc38%2112000035769720433%21sea%21SI%21128201405%21X&curPageLogUid=XqL4CT1rwzex&utparam-url=scene%3Asearch%7Cquery_from%3A

[[File:Seat heaters kit.jpg|thumb|Seat heaters kit]]
[[File:Seat heaters kit1.jpg|thumb|Seat heaters kit1]]
[[File:Seat heaters kit2.jpg|thumb|Seat heaters kit]]

== Cooling ==
[[Category:Parts]]

Category:HVAC

2025-01-16T18:33:50Z

Arber333: /* Seat Heaters */

== Heating ==
Electronic drive trains are extremely efficient, as a result there is not much heat generated during the driving process. As a result EVs need alternative heat sources.
The heating process can have a large effect on the range of a EV, as the energy come directly from the battery pack.

[[File:Tesla ptc.jpg|thumb|299x299px|tesla ptc heater]]
=== PTC heaters ===
PTC (Positive temperature coefficient) heaters are solid state devices electrical heater which strives to keep a constant temperature regardless of how the ambient conditions changes. It is the material in the heater itself that regulates the temperature.

They are designed to be mounted in a HVCA unit in front of the blower fan, in combination with, or replacing, the original heater core.

PTC Heaters come in a variety of operational voltages and controllers. Dedicated EV PTC heaters run off HV, others off 12v and home appliance types run off 120vac.

Many European model cars utilize 12v ptc heaters for preheating the cabin. 12v heaters do not produce large amounts of heat (2kw>) but are still worthy contenders in combination with other heating methods. Dedicated HV EV PTC heaters produce 5kw+ worth of heat.

=== Water Heaters ===
Water heaters, like PTC heaters, come in a variety of operational voltages. They are a simple solution, as theres no need to dismantle or install anything into a vehicles stock HVAC unit. They can be found in many EVs and hybrid vehicles.

[[File:Voltptc.jpg|thumb|chevy volt water heater]]

=== Heat Pumps ===
Heat pumps are regarded as the most efficient type of heating in a EV. They function by transferring thermal energy from a cooler space to a warmer space using a refrigeration cycle, think of a AC system operating in reverse.
[[File:Leafpump.png|thumb|303x303px|ev heat pump system]]

=== Seat Heaters ===
seat heaters are a efficient way if providing heat in a ev, cheap aftermarket kits are available.
Some examples from Aliexpress include two part seat heaters with switch kit with pictures.
https://www.aliexpress.com/item/1005006103982206.html?spm=a2g0o.productlist.main.1.41beW9U0W9U07i&algo_pvid=6725004d-8998-4830-aa20-1b9205654070&algo_exp_id=6725004d-8998-4830-aa20-1b9205654070-0&pdp_npi=4%40dis%21EUR%2182.92%2136.21%21%21%21611.93%21267.24%21%40211b876e17370520289298087ecc38%2112000035769720433%21sea%21SI%21128201405%21X&curPageLogUid=XqL4CT1rwzex&utparam-url=scene%3Asearch%7Cquery_from%3A

<gallery>
[[File:Seat heaters kit.jpg|thumb|Seat heaters kit]]
[[File:Seat heaters kit1.jpg|thumb|Seat heaters kit1]]
[[File:Seat heaters kit2.jpg|thumb|Seat heaters kit]]
</gallery>

== Cooling ==
[[Category:Parts]]

File:Seat heaters kit2.jpg

2025-01-16T18:33:41Z

Arber333:

Seat heaters kit

File:Seat heaters kit1.jpg

2025-01-16T18:33:15Z

Arber333:

Seat heaters kit

File:Seat heaters kit.jpg

2025-01-16T18:32:45Z

Arber333:

Seat heaters kit

Chevrolet Volt Inverter

2025-01-07T07:00:33Z

Arber333:

(This documentation is very much a work in progress, please feel free to add information or improve formatting.)

The Chevy Volt/Opel Ampera inverter is an inexpensive dual-motor controller. It's generally comparable to Prius inverter in price, ranging from $80 to $200, but is much more powerful - each side has 600A IGBTs. Liquid cooled as usual.

The original reverse engineering work was performed by Tom Debree back in 2018.

== Inverter Hardware ==
Internals of Chevy Volt/Opel Ampera inverter are best explained by prof. John Kelly in the video here:
https://www.youtube.com/watch?v=dM6s3sLaTqE&t=2910s

The Chevy Volt/Opel Ampera inverter contains 2 MBB600 IGBT modules - these are 600A and 650V apiece.

https://openinverter.org/forum/viewtopic.php?f=2&t=697&p=9791#p9791

There is the usual liquid cooling. In the Volt the inverter runs at 111Kw in one motor and 55Kw in the other.

Current sensors are standard 5V hall effect, centered on 2.5V. The sensors output 2.85mV/A, resulting in a range of over 850A.

The gate driver board has been reverse engineered and is now usable for any motor. IMPORTANT - the drive is ACTIVE LOW. Pinouts are here: https://github.com/tomdebree/Volt-Inverter

A possible future use case is paralleling the 2 IGBT modules for a possible 1000 amps of power - see the forum: https://openinverter.org/forum/viewtopic.php?f=2&t=697

Additionally, there is a third small power stage which was used to power the oil pump in the Volt transmission. This can be used to power an AC compressor or any other low power high voltage load (120VAC inverter anyone?)

== Use with OpenInverter ==
As of right now (May 2020) there are at least 3 ways to use the inverter.
# Arber's driver adapter board - this connects a Rev2 kit board to the Volt inverter. It is tested and working. https://openinverter.org/forum/viewtopic.php?f=2&t=297 and https://github.com/arber333/Ampera-inverter-driver-interface
# Arber's complete board - this replicates the Rev2 functionality and adapter board on a single PCB. It also integrates a Lebowski controller for the third small power stage. https://github.com/arber333/Johannes-controler-Volt-Ampera-DUAL-IGBT-board
# Damien's surface mount complete board - similar function to Arber's complete board, but all surface mount and fabricated by JLCPCB. This may be available for sale in the future from EVBMW???? https://github.com/damienmaguire/Ampera-Volt-Inverter

== FAQ ==
Q: How can I connect power and phase cables?

A: Either use the original Chevrolet/Opel cables, which bolt on to the original connectors, or drill out the connectors. IMPORTANT - read this post and look at pictures! https://openinverter.org/forum/viewtopic.php?f=2&t=697&start=20#p9999

Q: Which inverter model should I get?

A: Not defined yet. 2013-2015 with p/n 12643810 probably works. Compare to pictures of other users before purchasing.
[[Category:Chevrolet]] [[Category:Opel]] [[Category:Inverter]]

Hyundai Ioniq PTC heater

2024-12-27T11:18:40Z

Arber333: Created page with "Hyundai 97191-G7200 Ptc Heater It is CAN controlled What I read it should be able to deliver up to 6 kW. It has three segments. Comes with control cable pigtail/connector and HV cable with connector. Hyundai 97191-G7200 Ptc Heater Pinout available (see photo). thumb thumb thumb"

Hyundai 97191-G7200 Ptc Heater

It is CAN controlled

What I read it should be able to deliver up to 6 kW.

It has three segments.

Comes with control cable pigtail/connector and HV cable with connector.

[[File:B135cd78ba5dd8ffa2b7ce887e89268d.png|thumb|Hyundai 97191-G7200 Ptc Heater]]

Pinout available (see photo).

[[File:Heater pinout.jpg|thumb]]

[[File:Heater1.jpg|thumb]]
[[File:Heater2.jpg|thumb]]

File:Heater2.jpg

2024-12-27T11:17:46Z

Arber333:

Heater2

File:Heater1.jpg

2024-12-27T11:17:25Z

Arber333:

Heater1

File:Heater pinout.jpg

2024-12-27T11:16:50Z

Arber333:

Pinout