openinverter.org wiki - User contributions [en]

Lexus GS450h Drivetrain

2025-02-07T23:17:40Z

CalebMo44: Added "See also" and link to example builds. Added "Citations" header above citations/footnotes.

== Inverter ==
[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]

The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:

* Two high power inverters, for the 2 motors MG1 capable of handling >430 Amps, and MG2 capable of handling >215 Amps. <ref>https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm</ref><ref>https://www.osti.gov/biblio/947393<nowiki/>see p. 62 for locked rotor test. 430A needed for 300Nm of MG2 torque, which is the official published value for the LS600h. (interestingly gs450h published value is 275Nm, although the two should share the same MG units and inverter).

MG1 could possibly handle just as much, since copper amount is similar. But the inverter has half as many IGBTs for MG1 as MG2, so the current at system level is possibly halved.</ref>
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0">https://www.osti.gov/servlets/purl/928684</ref>

If you combine a LHD transmission with a RHD inverter (or vice versa) you might end up with a motor that is juddering, not spinning. IN this case you need to swap any two phase cables of both MG1 and MG2.

The inverter is capable of running at full speeds on pack voltages from approx. 280V upwards. The maximum allowable input voltage is 650V, so far, many have found that "standard" EV voltages of 300V-360V to be well suited.

'''Note that even though the inverter maximum voltage rating is 650V, a 650V battery pack is not required to run this unit. It is capable of excellent performance at lower voltages, such as the typical 300V-360V found in most EVs. However, there is the opportunity to use larger packs with this unit if required in your application.'''

Should a higher voltage pack be chosen in your application for any reason, the buck/boost converter can be used to power auxiliary equipment at its native voltage.

Weight: 40 lbs

Dimensions: 14" x 9-1/2" x 8-1/2"

''Note: If using Zombieverter, the inverter needs powering up after Zombie, use Zombie to power up the inverter.''

=== Buck/Boost Converter ===
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with chargers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, LEAF, Volt, etc.).

This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.

Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0" />

'''Do not connect your HV battery to the OEM battery location, for conversion you have to bypass the buck/boost converter and connect directly to the HV bus. See the 3D printable parts below to help with this.'''

== Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter and transmission pinout]]
[[File:Transmission Layout.png|thumb|GS450h transmission layout]]
For technical analysis of this transmission, see pages 46 and onward of this document:<ref name=":2">https://www.osti.gov/servlets/purl/947393 </ref>

Motor information and ratios are as follows:

MG1 speed is -2.29:1<ref name=":3">[https://slideplayer.com/slide/14432904/]</ref>

MG1 rated speed is not known at this time and recommended to stick to the same speed as MG2

MG2 speed can be 1.9:1 or 3.9:1<ref name=":3" />

MG2 is rated at 300Nm and max 10,230 rpm<ref name=":2" />

The transmission contains two "Motor-Generator" units. MG1 sits at the front of the transmission, and interfaces with the internal combustion engine through a planetary gear set. For this reason, to obtain torque from MG1, the input shaft of the transmission must be locked in place. This is usually done using a splined coupler, which is then welded onto the transmission front mount.

The input shaft on the transmission has 21 splines, with a 28mm major diameter. It is believed that there are several Toyota clutches which will have this in their centre. The original GS450h flywheel and coupler also contains the appropriate splined centre, of course.

The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.

It is a good idea to replace the two bearings in the electric oil pump before fitting a used transmission. There is a guide here<ref>http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html (Backup: [https://web.archive.org/web/20200209212622/http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html Web Archive])</ref>. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission. More on this in the Oil Pump section below.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===

* Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
* Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
* Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
* Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc.)
* Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.
* The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)
* The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)
* The output flange bolt pattern is 52.5mm radius (about 91mm from hole to hole). It does not seem to have a machined flange surface, only the 22.5mm diameter ~3.2mm deep recesses around the bolt holes are machined. Pilot shaft diameter is 16mm. Internally the flange has 26 quite rectangular splines. (not 27 or so like Toyota's more common off-road applications).

=== Oil Pump ===

==== Overview and location ====
[[File:GS450h oil pump check.jpg|thumb|reference image showing the pump fitted (green), and not fitted red)]]
As built, the GS450h supplies oil pressure to the gearbox using either the ICE engine or an electrically-driven external pump. With the input shaft locked in EV applications, the external pump is the only option available. As mentioned previously, this is a vital part of the setup and it's strongly recommended to buy a transmission that still has it fitted. To help with this, here is a reference photo of what to look for.
 
 The Internal pump and pressure regulator provides a steady 7 Bar oil pressure.<ref>https://www.youtube.com/watch?v=9RXtNTp1AFw&t=154s&ab_channel=DamienMaguire</ref> 
 The recommended oil is Toyota ATF-WS, though people have had success with 3rd party equivalents. 
 
 
 
==== Wiring and control ====
[[File:GS450h oil pump controller.jpg|thumb|GS450h oil pump controller|alt=|150x150px]]The external pump also requires a controller, which uses a [[wikipedia:Pulse-width_modulation|PWM]] control scheme. Although this is rarely included with the transmission, it's quite affordably and widely available (Toyota part number: G1167-30020)

===== Pinouts, schematics and notes =====
[[File:Connector_-_A55_Oil_Pump_Motor_Controller_90980–12483.png|alt=|right|269x269px]]
[[File:Oilpump.png|alt=|right|300x300px]]
* The metal case is the ground.
* Black (pin 6) is PWM in from your controller.
* Brown (pin 7) is PWM feedback from the oil pump. It is not required and can be left disconnected.
* The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.
* The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

[[File:Oil_Pump.png|alt=|386x386px]]

[[File:Gearbox_oil_pump_PWM.jpg|alt=|frameless]]

====Hardware====
As per ggeter:
"For those, like me, who didn't get the pump with the transmission unit, here are the part numbers for bolts and (what appears to be a metal) gasket."

Bolts (4) 90080-10197 $2.76 ea.

Gasket (1) 35142-30010 $14

The oil pump also contains 3 black rubber O-rings:

1 x 55mm internal diameter, 2.5mm cross section (for the black outer cover)

2 x 50mm internal diameter, 2.5mm cross section (between each 'layer' of the pump housing).

The oil pump motor cover is held onto the pump housing by 4 M5 x 16mm flanged screws.

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)

=== Inverter Connectors ===

==== OEM ====
{| class="wikitable"
!Connector
!Toyota Part No.
!Location
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Notes
|-
| rowspan="6" |Inverter interface connector (A62)
| rowspan="6" |Toyota
90980–12630
| rowspan="6" |Black connector on the side of the inverter.
'''This connector is not sold anywhere to our knowledge.'''

| rowspan="3" |0.64 mm .025"
| rowspan="3" |36 - Female
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
|
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|
|-
| rowspan="3" |2.3 II
0.040"
| rowspan="3" |4 - Female
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
| rowspan="3" |6mm Pitch Type
(Low Insertion

Force Variant)
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|}

==== Alternatives ====
A good alternative to this otherwise difficult to obtain connector is to replace the receptacle/header with the following parts from Molex:

===== Molex MX123 series =====
{| class="wikitable"
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

===== Assembly Instructions =====
Instructions on how to assemble the MX123 connector can be found here <ref>https://www.molex.com/mx_upload/family/MX123UserManual.pdf (Backup: [https://web.archive.org/web/20220129215727/https://www.molex.com/mx_upload/family/MX123UserManual.pdf Web Archive])</ref>.

===== Pinout =====
Use the following pinout to remap the internal connections from the Toyota plug to the Molex plug:
[[File:Inverter connections.png|none|thumb|GS450h Inverter/converter internal connections]]
[[File:Gs450h-inverter-wires.jpg|thumb|281x281px|Gs450h-inverter-wires - small white connectors inside the inverter|none]]

=== Transmission Connectors ===
[[File:Image.png|none|thumb|GS450 transmission main connection locations]]
{| class="wikitable"
!Connector
!Toyota Part No.
!Part No.
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Location
!
|-
| rowspan="3" |ECT Solenoid (E83)
| rowspan="3" |Toyota 90980-12326
| rowspan="3" |Sumitomo 6189-1092
| rowspan="3" |'''TS 025 Series'''
( 0.025"

0.64mm )

| rowspan="3" |Female - 13
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Located on the left hand side of the transmission above the oil pan.
| rowspan="3" |[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
| rowspan="6" |Shift Lever Position Sensor (E80)
| rowspan="6" |Toyota 90980-12362
| rowspan="6" |Sumitomo 90980-12362
| rowspan="3" |'''TS 025 Series'''
( 0.025"
0.64mm )

| rowspan="3" |Female - 7
!'''20-22 AWG /'''
'''.3-.5 mm2'''
!'''16-18 AWG /'''
'''.85-1.25 mm2'''
!'''14 AWG / 2.0 mm2'''
| rowspan="6" |Located on the right side of the transmission next to the shift lever inhibitor switch.
| rowspan="6" |[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|Yazaki - 7116-4025 (Tin)
|Yazaki - 7116-4026 (Tin)
|Yazaki - 7116-4027 (Tin)
|-
|Yazaki - 7116-4028-08 (Gold)
|Yazaki
7116-4029-08 (Gold)
|
|-
| rowspan="3" |'''TS 090II Sealed Series'''

( 0.090" /
2.3mm )

(6mm LIF variant)
| rowspan="3" |Female - 2
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|-
| rowspan="3" |MG1 & MG2 Resolver(s) (E81 & E82)
| rowspan="3" |Toyota 90980-12520
| rowspan="3" |Sumitomo 6189-1240
| rowspan="3" |'''TS 025 Series'''
(0.025"
0.64 mm)
| rowspan="3" |Female - 8
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Two connectors located on the left side of the transmission by the bell housing.
| rowspan="3" |[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
|
|
|
|
|
|
|
|
|
|
|-
|Vehicle Speed Sensor Connector
|Toyota # 90980-11153 [?]
|S-1530 [?]
|
|
|
|
|
|
|
|}

{| class="wikitable"
|+Standardized TS Series Seals and Plugs For Harnesses
!TS 025 Series
!
!
!Seal
! colspan="2" |Plug
|-
!0.64mm
!Wire Insulation Dia.
!Color
!Part Number
!Color
!Part No
|-
|TS 025 SL1
|0.85-0.95 mm (.033-.037 in)
|Light Brown
|7165-1423
|Grey
|Toyota 90980-09871
|-
|TS 025 SL2
|0.95-1.05 mm (.037-.041 in)
|Green
|7165-1043
|Grey
|Yazaki 7158-3043-40
|-
|TS 025 SL3
|1.1-1.4 mm (.043-.055 in)
|Violet
|7165-1312
|
|
|-
|TS 025 SL4
|1.4-1.5 mm (.055-.059 in)
|Dark Yellow
|7165-1198
|
|
|-
|TS 025 SL5
|1.6-1.7 mm (.063-.067 in)
|Red Violet
|7165-1199
|
|
|-
|
|
|
|
|
|
|-
|'''TS 090 II Series'''
|1.4-1.8 mm (.055-.071 in)
|Blue
|7158-3006-90
|
|Yazaki 7157-8761
|-
|'''2.3mm'''
|2.0-2.2 mm (.079-.087 in)
|Grey
|7158-3007-10
|
|
|-
|
|2.3-2.7 mm (.090-.106 in)
|Brown
|7158-3008-80
|
|
|}

=== Oil Pump & Oil Pump Motor Controller ===
{| class="wikitable"
!Connector
!Part No.
!Location
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|-
|HVECU -> Oil Pump Controller (A52)
|Toyota 90980-12483
|Single large (7-way) connector on the side of the oil pump controller
|}

=== 3D Printable Parts ===
https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
[[File:GS450H Inlet Blank .jpg|center|156x156px]]
https://grabcad.com/library/gs450h-side-port-1
[[File:GS450H-3D-PRINTABLE-HV-INLET.jpg|center|thumb|100x100px]]
https://openinverter.org/forum/viewtopic.php?t=1694

==Control Schemes==

===ZombieVerter VCU===
As of 2022, the preferred solution (and the only one under active development) is the [[ZombieVerter VCU]]

==== Zombieverter pinouts and wiring diagram for the GS450H ====
[[File:Zomb-con-et2.png|none|thumb|GS450H pinouts and wiring diagram for Zombieverter VCU]]

====Lexus GS450h VCU (deprecated)====

{| class="wikitable mw-collapsible mw-collapsed" role="presentation"
|Lexus GS450h VCU (deprecated)
|-
|
'''''UPDATE:''' the dedicated Lexus GS450h VCU has been superseded/replaced by the [[ZombieVerter VCU]]. This section is kept active solely as legacy documentation and differs in important ways from the ZombieVerter implementation.''

The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without requiring a GS450h ECU.

An open-source VCU, designed by Damien Maguire, can be purchased as a partially populated board on his website: <ref name=":1">https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu (Backup: [https://web.archive.org/web/20221016171604/https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu Web Archive])</ref>[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

A full schematic for the system can be found at [https://openinverter.org/forum/viewtopic.php?p=12105#p12105 this link]

Note that in addition to the VCU, inverter and transmission, a specific CAN bus connected shunt (ISA shunt) is required: [[Isabellenhütte Heusler]]

For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:
*33472-2002 (Left side, grey in colour)

*33472-2001 (Right side, black in colour)
*33012-2002 (Crimp terminals)
*5810130065 (Enclosure)
For partially populated board, these additional parts are required:
*5810140011 (Header, 40 Pos.)
*75867-101LF (CONN1, Header for Wi-Fi module)
*5787834-1 (CONN2, USB 2.0 receptacle)
*TR10S05 (IC10, 5V DC/DC converter)
These parts are available from many electronics distributors.

====VCU Firmware====
Firmware to run on the VCU is available on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller

This guide relates to V3.01 available here on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller/blob/master/Software/gs450h_v3_user.ino

A video tutorial to accompany this guide and firmware is available here :https://vimeo.com/501777258

In order to aid those not familiar with programming, a new firmware with a basic serial interface is now available. This will be the default loaded onto all VCU boards sold on the EVBMW webshop as of 18/01/21.

This firmware is intended as a stop gap measure before a new Openinverter based version with a web based interface becomes available. (expect mid 2021).

====Instructions for use====
Connect a USB cable between the VCU and a PC.

Using a serial terminal program of your choice, connect at 115200,8,N,1.

Once connected, type ? and press enter. The following menu should then display :

<nowiki>=========== EVBMW GS450H VCU Version 3.01 ==============</nowiki>

<nowiki>************</nowiki> List of Available Commands ************

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

i - Set max drive torque (0-3500) e.g. typing i200 followed by enter sets max drive torque to 200

q - Set max reverse torque (0-3500) e.g. typing q200 followed by enter sets max reverse torque to 200

v - Set gearbox oil pump speed (0-100%) e.g. typing v50 followed by enter sets oil pump to 50% speed

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

<nowiki>**************************************************************</nowiki>

The menu system allows for the display of data from both the VCU, GS450H Inverter and gearbox as well as setting of parameters such as throttle calibration and maximum torque.

To select a menu option type its associated character followed by enter.

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

------------------------------------------------------------------------------

00 | 0 0

10 | 0 0 0 0 0 0 0 0

20 | 0 0 0 0 0 0 0 0 0 0

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

D (capital or large D) displays VCU configuration data as well as information on the Gearbox status in this format :

<nowiki>***************************************************************************************************</nowiki>

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

<nowiki>***************************************************************************************************</nowiki>

Throttle calibration procedure :

Set your throttle, be it a pedal or potentiometer or other, to the position of desired zero throttle.

Type f and press enter. A response like this will display:

Configured min throttle value: 109

Now press or advance the throttle to the desired position of maximum throttle.

Type g and press enter. A response like this will display:

Configured max throttle value: 633

The throttle calibration is now complete.

Next we want to set the maximum allowed drive and reverse torque values. The GS450H inverter will accept a value of between 0 and 3500 for torque.

for initial bench and vehicle testing it is advisable to limit these to low values. In this example we will set drive torque to 500 and reverse torque to 300.

First, drive torque:

Type i500 followed by enter. A response like this will display:

Configured drive torque: 500

Now reverse torque:

Type q250 followed by enter. A response like this will display:

Configured reverse torque: 250

Torque calibration is now complete.

At this point it is advised to store the now configured values to EEPROM (non volatile memory) by typing z followed by enter. A response like this will display:

Parameters stored to EEPROM

An option is provided to set the speed in % (0 to 100%) for the electric gearbox oil pump. In this example we set the speed to 50% :

Type v50 followed by enter. A response like this will display:

Configured gearbox oil pump speed: 50

I have found in testing on the E65 that 50% is a good value for keeping oil pressure up , providing cooling etc. without running the pump too hard. Your millage may vary.

An option is provided to shift between LOW and HIGH gear in the GS450H gearbox. Shifts are inhibited at MG1 or MG2 speeds above 100rpm for safety at this time.

To select LOW gear type a and press enter. A response like this will display:

LOW Gear Selected

To select HIGH gear type s and press enter. A response like this will display:

HIGH Gear Selected

It is advised to leave HIGH gear selected always at this time until further testing and development has been completed.

Finally, store all parameters to EEPROM once more by typing z and press enter. A response like this will display:

Parameters stored to EEPROM

Selecting Direction.

The firmware supports the use of the IN1 and IN2 pins of the V2 VCU as direction control inputs. Operation is as follows :

If both inputs are unconnected, NEUTRAL is selected. In neutral , no torque commands are transmitted to the inverter regardless of throttle application.

If IN1is connected to +12v , DRIVE is selected. In drive both MG1 and MG2 provide torque in a forward direction to the gearbox output shaft.

If IN2 is connected to +12v , REVERSE is selected. In reverse only MG2 provides torque in a reverse direction to the gearbox output shaft.

Currently this "simple" firmware does not support contactor control. This may be provided in a later version.

====Wi-Fi Display====
A Wi-Fi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

Once powered, the Wi-Fi module will create an open access point with an SSID like ESP-XXXX where XXXX will be a series of letters and numbers.

Connect to this access point with any Wi-Fi enabled device (e.g. laptop, tablet, phone etc.).

Some modern devices will try to access the internet, not find it, and pop up a warning. Dismiss this and open a web browser.

Type 192.168.4.1 into the address bar and press enter. Again, some modern devices and browsers will complain that it is not a secure connection etc. Just dismiss the warning and proceed.

After a few seconds the web gauge display will appear.

Note that the voltage display is derived from the voltage reported by the inverter and both current (amps) and power (kw) gauges are inoperative as of this release.

You may wish to change the SSID and add a passphrase to the access point. To do this goto : 192.168.4.1/admin

A simple set of dialog boxes will allow the SSID, passphrase and background colour of the gauge display to be set.

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

====Development History====
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb (No longer available).

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
====Vendors====
'''EVBMW:''' <ref name=":1" />
'''NOTE:''' There are currently no vendors who offer support on any aspects of the GS450h VCU.
====Support====
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

|}
== See also ==
* [[Builds#Lexus GS450h|Builds using a Lexus GS450h transmission as motor]]
== Citations ==
[[Category:Toyota]]
[[Category:Inverter]]
<references />
[[Category:Motor]]
[[Category:Gearbox]]

Builds

2025-02-07T23:04:43Z

CalebMo44: Link to GS450h page

This page contains a selection of actual, completed (or nearly completed) builds that demonstrate the use of components, software, and methods of the Open Inverter community. The builds listed identify the vehicles, components, and specs to assist users who are looking for an example of a successful installation of a part (or combination of components). The below page is organized by drivetrain. More examples can be found by searching the Forum, specifically the [https://openinverter.org/forum/viewforum.php?f=11 Projects] section.

== [[Nissan Leaf Motors|Nissan Leaf]] ==

'''<big>Toyota GT86</big>'''
by User/Builder: [https://openinverter.org/forum/memberlist.php?mode=viewprofile&u=419 Zapatero]
 
(January 2020 specs and stats unless otherwise noted)
 
;Motor
: 2014 Nissan Leaf
;Inverter
: *2022 UPDATE* 160kW Inverter, CAN controlled
: Originally a Nissan Leaf Inverter with Johannes Huebner main board, fully CAN-bus controlled
;Batteries
: *2021 UPDATE* 30kWh pack (from pro-LOX?)
: Originally a 24kWh pack (48 modules, 96 cells) from 2012 Leaf
;BMS
: Orion 2, fully CAN-bus controlled
;ECU
: GT86, Arduino based replacement ECU for CAN-communication from Geraldjustprojects.com
;Chargers
: 2x ELTEK Valere 3.3kW Chargers in parallel, fully CAN-bus controlled (6.6kW slow charge)
: CHAdeMO Fast charging Socket and control box. Controlled by Orion BMS 2.
;DC-DC
: First-gen Tesla Model S converter
 
;Estimated Power
: 140kW, 400Nm torque
;Range
: 200 km (124.27 mi)
 
;Fast Charging
: 20-80% in 20 Minutes
;0-100
: 6.7 Seconds (kph or mph?)
 
;Air Conditioning
: 400V AC compressor, 12V activated by ECU with all parameters as AC pressure, AC switch
;Heating
: 1.2kW PTC heater from Subaru Outback
 
<div style="display:inline-grid; border: 2px solid; padding: 3px;">
{| class="wikitable"
|+Weight (in kg)
!
!Before
!After
|-
|Front
|710
|680
|-
|Rear
|560
|660
|-
|Total
|1270
|1340
|}
</div>

<div style="display:inline-grid; border: 2px solid; padding: 3px;">
{| class="wikitable"
|+Weight Ratio
!
!Before
!After
|-
|Front
|56%
|51%
|-
|Rear
|44%
|49%
|}
</div>
 
Links:
[https://openinverter.org/forum/viewtopic.php?t=326 Forum Project Thread]
[http://www.weltreisewerkstatt.de/?page%20id=317 Webpage]
[https://www.youtube.com/watch?v=2Bj9X9sHXDQ YouTube Video]

== [[Lexus GS450h Drivetrain|Lexus GS450h]] ==
'''<big>BMW E39 (The Land Yacht)</big>'''

by Builder/User: [https://openinverter.org/forum/memberlist.php?mode=viewprofile&u=49 Jack Bauer] aka Damien Maguire

In four+ phases and iterations over more than a decade.
 
;Phase I (2012-2018)
;Motor
: DC motor (forklift)
;Batteries
: CALB CA180FI cells
: 60 cells, 192V, 36kWh
 
;Phase II (2018-2020)
;Motor
: AC induction motor
: 140V, Liquid Cooled
;Inverter
: ? Liquid Cooled
;Charger
: Tesla Gen2 10kW
;Ancillary
: Opel Zafira power steering pump
: E39 transmission cooler to radiator
 
;Phase III (2020)
;Motor
: Siemens 1PV 5135 induction motor
;Gearbox
: E39 530D
;Inverter/Converter
: Prius Gen3
;Batteries
: 9kWh 360V pack from 2018 BMW 740e Hybrid
;Ancillary
: V5 board in Tesla charger
: HV junction box with ISA shunt & Lexus GS450h VCU to control charger and allow pre-charge
: CAN control to all systems
 
;Phase III.5 (2021)
;Battery
: Added a 24kWh pack from Nissan Leaf in parallel with previously installed BMW 740e Hybrid pack
 
;Phase IV (Late 2022 - Early 2023)
;Motor
: Lexus GS450h Transaxle
;Inverter
: Lexus GS450h
;Ancillary
: Gearbox swap from Manual to Automatic (E39 shifter)
 
;Stats (Dyno test 2023)
: 225hp @ 120kph in high gear
: 140.5hp @ 63kph in low gear (NOTE: low gear test not successful/accurate due to wheel torque on dyno roller)
;Ancillary
: 360V nominal
: Zombieverter VCU with version 1.11 software
: CHAdeMO fast charge
 
Links:
[https://www.youtube.com/@Evbmw Youtube page]
[https://www.youtube.com/playlist?list=PLPHK4T9kKEyYRhPQJPOvSGyibmyiA26bj Youtube playlist of this build (starts on vid 21 of Phase I for some reason)]
[https://www.evbmw.com/index.php Damien's Website]

Builds

2025-02-07T09:29:45Z

CalebMo44: Entered Damien's E39 Land Yacht entry

This page contains a selection of actual, completed (or nearly completed) builds that demonstrate the use of components, software, and methods of the Open Inverter community. The builds listed identify the vehicles, components, and specs to assist users who are looking for an example of a successful installation of a part (or combination of components). The below page is organized by drivetrain. More examples can be found by searching the Forum, specifically the [https://openinverter.org/forum/viewforum.php?f=11 Projects] section.

== [[Nissan Leaf Motors|Nissan Leaf]] ==

'''<big>Toyota GT86</big>'''
by User/Builder: [https://openinverter.org/forum/memberlist.php?mode=viewprofile&u=419 Zapatero]
 
(January 2020 specs and stats unless otherwise noted)
 
;Motor
: 2014 Nissan Leaf
;Inverter
: *2022 UPDATE* 160kW Inverter, CAN controlled
: Originally a Nissan Leaf Inverter with Johannes Huebner main board, fully CAN-bus controlled
;Batteries
: *2021 UPDATE* 30kWh pack (from pro-LOX?)
: Originally a 24kWh pack (48 modules, 96 cells) from 2012 Leaf
;BMS
: Orion 2, fully CAN-bus controlled
;ECU
: GT86, Arduino based replacement ECU for CAN-communication from Geraldjustprojects.com
;Chargers
: 2x ELTEK Valere 3.3kW Chargers in parallel, fully CAN-bus controlled (6.6kW slow charge)
: CHAdeMO Fast charging Socket and control box. Controlled by Orion BMS 2.
;DC-DC
: First-gen Tesla Model S converter
 
;Estimated Power
: 140kW, 400Nm torque
;Range
: 200 km (124.27 mi)
 
;Fast Charging
: 20-80% in 20 Minutes
;0-100
: 6.7 Seconds (kph or mph?)
 
;Air Conditioning
: 400V AC compressor, 12V activated by ECU with all parameters as AC pressure, AC switch
;Heating
: 1.2kW PTC heater from Subaru Outback
 
<div style="display:inline-grid; border: 2px solid; padding: 3px;">
{| class="wikitable"
|+Weight (in kg)
!
!Before
!After
|-
|Front
|710
|680
|-
|Rear
|560
|660
|-
|Total
|1270
|1340
|}
</div>

<div style="display:inline-grid; border: 2px solid; padding: 3px;">
{| class="wikitable"
|+Weight Ratio
!
!Before
!After
|-
|Front
|56%
|51%
|-
|Rear
|44%
|49%
|}
</div>
 
Links:
[https://openinverter.org/forum/viewtopic.php?t=326 Forum Project Thread]
[http://www.weltreisewerkstatt.de/?page%20id=317 Webpage]
[https://www.youtube.com/watch?v=2Bj9X9sHXDQ YouTube Video]

== Lexus GS450h ==
'''<big>BMW E39 (The Land Yacht)</big>'''

by Builder/User: [https://openinverter.org/forum/memberlist.php?mode=viewprofile&u=49 Jack Bauer] aka Damien Maguire

In four+ phases and iterations over more than a decade.
 
;Phase I (2012-2018)
;Motor
: DC motor (forklift)
;Batteries
: CALB CA180FI cells
: 60 cells, 192V, 36kWh
 
;Phase II (2018-2020)
;Motor
: AC induction motor
: 140V, Liquid Cooled
;Inverter
: ? Liquid Cooled
;Charger
: Tesla Gen2 10kW
;Ancillary
: Opel Zafira power steering pump
: E39 transmission cooler to radiator
 
;Phase III (2020)
;Motor
: Siemens 1PV 5135 induction motor
;Gearbox
: E39 530D
;Inverter/Converter
: Prius Gen3
;Batteries
: 9kWh 360V pack from 2018 BMW 740e Hybrid
;Ancillary
: V5 board in Tesla charger
: HV junction box with ISA shunt & Lexus GS450h VCU to control charger and allow pre-charge
: CAN control to all systems
 
;Phase III.5 (2021)
;Battery
: Added a 24kWh pack from Nissan Leaf in parallel with previously installed BMW 740e Hybrid pack
 
;Phase IV (Late 2022 - Early 2023)
;Motor
: Lexus GS450h Transaxle
;Inverter
: Lexus GS450h
;Ancillary
: Gearbox swap from Manual to Automatic (E39 shifter)
 
;Stats (Dyno test 2023)
: 225hp @ 120kph in high gear
: 140.5hp @ 63kph in low gear (NOTE: low gear test not successful/accurate due to wheel torque on dyno roller)
;Ancillary
: 360V nominal
: Zombieverter VCU with version 1.11 software
: CHAdeMO fast charge
 
Links:
[https://www.youtube.com/@Evbmw Youtube page]
[https://www.youtube.com/playlist?list=PLPHK4T9kKEyYRhPQJPOvSGyibmyiA26bj Youtube playlist of this build (starts on vid 21 of Phase I for some reason)]
[https://www.evbmw.com/index.php Damien's Website]

Builds

2025-02-07T08:38:30Z

CalebMo44: Beginning a new entry.

Nissan Leaf Motors

2025-01-27T01:18:03Z

CalebMo44: Formatting fix on EM61 section and transition to EM57 section (alignment issue). Added "See also" section linking to Builds page.

The '''Nissan EM''' motor is an electrical motor series manufactured by Nissan Motors. It is used in a variety of vehicles, mainly the Nissan Leaf. They are 3-phase AC synchronous power electric motors, utilizing interior neodymium permanent magnets.

=== Significant Community Projects ===
Openinverter development on the Nissan Leaf platform is fairly mature. The Openinverter forum section dedicated to Nissan components is [https://openinverter.org/forum/viewforum.php?f=4 here]. While the Leaf has only 2 official generations (as of 2023), the forums tend to refer to ‘gen1’, gen2’ and ‘gen3’ packages.

The official 1st generation Leaf (2010-2017) included two different motor packages, which the forum refers to as gen1 and gen2. Gen1 refers to the EM61 package. Gen2 refers to the early EM57 package.

The forum uses Gen3 to refer to the late EM57 package<ref>https://openinverter.org/forum/viewtopic.php?p=15702#p15702</ref>, found in the official 2nd generation Leaf (2018+). The EM57 packages are visually identical, but gen2 has a silver upper case and gen3 has a black upper case.

The EM47 platform (used in \Nissan's e-POWER lineup, which is a series hybrid platform) has received very little development as of early 2023.

There have been a number of open source community projects based on the Nissan Leaf. These are listed, with links and proper attribution, in this section.

* BRAT INDUSTRIES has motor couplers and adapter plates available here https://bratindustries.net/ and has opensourced an adapter plate for the EM57 motor, which can be found [[Nissan leaf motor couplers and adapter plates|here]].

* Open inverter replacement board for gen2 inverter: [[Nissan Leaf Gen2 Board]].

* ZombieVerter VCU can bus controller: [[ZombieVerter VCU|ZombieVerter VCU.]]
== EM61 ==
[[File:EM61.png|thumb|EM61 Dimensions|right]]
[[File:Em61 motor.png|thumb|390x390px|em61 motor tear down|left]]

The EM61 made its debut in 2010. It was used only in the first generation Nissan Leaf (ZE0 2010-2012). It is a stand alone IPMSM motor, with a theoretical peak power output of a 250kw+.

Regarded as Nissan’s ‘R&D’ motor, due to the presence of stronger rare earth magnets. This results in a slightly higher torque output efficiency than the second generation EM57 motor.

In the stock OEM leaf, the motor was battery and inverter limited to 80kw and made 280Nm of peak torque.

Weight without gearbox or (separate) inverter: 56 kg.<ref>https://www.energy.gov/sites/prod/files/2014/03/f13/ape006_burress_2013_o.pdf</ref>

Final drive ratio: 7.937:1.<ref>https://nissanleafforum.com/download/2011_LEAF_Specs.pdf</ref>
 
<div style="clear: both"></div>
== EM57 ==
[[File:Em57.jpg|thumb|373x373px|em57 motor]]
The EM57 is an improvement over the first generation. It was first released with the AZE0 Nissan Leaf refresh in 2013.

This motor features a smaller footprint, allowing for 11.7 kg of weight savings in the inverter/motor package. The motor also trades some peak torque for a more efficient power range.

This link leads to maintenance document for resolver wiring:

https://openinverter.org/forum/viewtopic.php?p=47467#p47467

The EM57 utilizes a stacking architecture for the power electronics, compared to the isolated nature of the EM61 motor. Whereas the inverter and motor of the EM61 were separate units connected by cables, the EM57 is an integrated package that is bolted together.

Nissan has continued to use the EM57 motor through multiple generation of vehicles, resulting in mechanically plug and play OEM inverter upgrades.

Inverters currently compatible with the EM57 motor:

* gen 2 leaf 80kw inverter
* gen 3 leaf 110kw inverter
* gen 3 leaf 160kw inverter
It is used in the following electric vehicles:

* Nissan Leaf (AZE0 2013-2017)
* Nissan e-NV200 (2014-Present)
* Nissan Leaf (ZE1 40kWh, 2018-Present)
* Nissan Leaf (ZE1 62kWh, 2019-Present)

It is also used in the following hybrids:

* Nissan Note e-Power (2017-Present)
* Nissan Serena e-Power (2018-Present)

=== EM57 Dimensions ===
The below photographs show the rough dimensions of the EM57. These photos were taken from https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439, which has more detailed information.
[[File:6879B701-0DB1-44B4-9051-8A35259B27B9.jpg|none|thumb|341x341px|EM57 motor. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

[[File:9511A7C4-6DEB-47F1-A4AA-D0C0267F70E0.jpg|none|thumb|EM57 motor side. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

=== EM57 Plugs and connectors ===
The resolver plug is Yazaki 7283-8855-30 (https://www.auto-click.co.uk/7283-8855-30?search=7283-8855-30)
[[File:ResolverPicture.jpg|none|thumb]]

== EM47 ==
The EM47 motor released in 2020 with the refreshed Nissan Note. It is only used in Nissan's e-POWER lineup, which is a series hybrid platform. It features a 40% size reduction and 30% weight reduction

It is used in the following hybrids:

* Nissan Note e-Power (2020-Present)

== MM48 ==
The MM48 engine is found in 4WD variant of their [[:Category:Nissan#Other Nissan Hybrid Drivetrains|e-power Hybrid system]], powering the read axle. It also used as a main engine (part number 290A07PA0A) in Nissan Sakura, currently marketed for Japan only. The parameters, per [[wikipedia:Nissan_Note#Powertrain|Wikipedia]], are: 50 kW (67 hp; 68 PS) @ 4775–10,024 rpm, 100 N⋅m (10.2 kg⋅m; 73.8 lb⋅ft) @ 0–4775 rpm. Speed reducer gear ratio 7.282:1<ref>https://history.nissan.co.jp/ARCHIVES/PDF/AURA/E13/20211224/aura_specsheet.pdf</ref> (2021 Nissan Aura).

This newly developed Meidensha e-Axle is used in the drive motors of Nissan's Note, Aura e-4WD rear, and Sakura EVs. The e-Axle for e-4WD rear and Kei-class (mini-vehicle) EVs is compact and consists of an inverter with direct-cooled IGBTs, an IPMSM-type motor with SC windings, and a speed reducer. Although the housing shape and other features have been adapted to the mounting requirements of the Aura e-4WD rear, the basic parts such as the motor's active parts (electromagnetic circuit) are believed to be the same as those of same model (MM48) of both the e-4WD rear and Kei-class EV drive motor.<ref>https://www.marklines.com/en/report/rep2381_202210</ref>
[[File:Nissan EM47.jpg|none|thumb|The MM48 engine]]

== See also ==
* [[Builds#Nissan Leaf|Builds using a Nissan Leaf motor]]

== Citations ==
[[Category:Nissan]] [[Category:Motor]]

Builds

2025-01-27T00:26:07Z

CalebMo44: formatting

Builds

2025-01-26T23:00:21Z

CalebMo44: Formatting, adding tables

Builds

2025-01-26T22:34:31Z

CalebMo44: Created page with "This page contains a selection of actual, completed (or nearly completed) builds that demonstrate the use of components, software, and methods of the Open Inverter community. The builds listed identify the vehicles, components, and specs to assist users who are looking for an example of a successful installation of a part (or combination of components). The below page is organized by drivetrain. More examples can be found by searching the Forum, specifically the [https:/..."

Batteries

2025-01-26T02:02:23Z

CalebMo44: Made "cells" and "packs" italicized to emphasize the difference. I had to read it 2-3 times initially to make sure it wasn't an error. Just helps it stand out more for ease of understanding.

== 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 famous video instead (courtesy of Rich Rebuilds).

<youtube>WdDi1haA71Q</youtube>

[[File:Chemvolt.png|border|left|frameless|600x600px|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
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravity (kg/kWh)
!Volume (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
|-
|Tesla
|Model S 85kWh
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|74p6s
|18650
|Li-ion
|-
|Tesla
|Model S 100kWh
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|86p6s
|18650
|Li-ion
|-
|Tesla
|Model 3 LR (inner)
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|46p25s
|2170
|Li-ion
|-
|Tesla
|Model 3 LR (outer)
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|46p23s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (inner)
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|31p24s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (outer)
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|31p24s
|2170
|Li-ion
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|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)
|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
|-
|Calb
|4S3P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|3p4s
|Pouch
|Li-ion
|-
|Calb
|6S2P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|22.2
|
|600
|2p6s
|Pouch
|Li-ion
|-
|Chevrolet
|Volt 2012
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|3p24s
|Pouch
|Li-ion
|-
|BMW
|i3 60Ah
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|2p8s
|Prismatic
|Li-ion
|-
|BMW
|i3 94Ah
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|-
|BMW
|i3 120Ah
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|16s
|Prismatic
|NCM 811
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|4p3s
|Pouch
|Li-ion
|-
|LG
|4P3S
|2.6
|12.8
|357
|151
|110
|4.9
|2.3
|11
|
|
|4p3s
|Pouch
|Li-ion
|-
|Mitsubishi
|Outlander
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|-
|MG ZS EV
|(2021) 64.6Ah
|2.74
|13.6
|390
|150
|115
|4.969
|2.338
|21.9
|125
|375
|6s2p
|Prismatic
|NMC
|-
|Nissan
|[https://www.youtube.com/watch?v=hpgv-dY-q6M Leaf 24kWh]
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2p2s
|Pouch
|Li-ion LMO
|-
|Nissan
|Leaf 30kWh
|1.25
|
|300
|222
|34
|
|3.6
|14.4
|
|
|2p4s
|Pouch
|Li-ion
|-
|Nissan
|Leaf 40kWh
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|2p4s
|Pouch
|Li-ion NMC
|-
|Nissan
|Leaf 62kWh
|2.58
|
|
|
|
|
|
|14.4
|
|
|3p4s
|
|Li-ion
|-
|Porsche
|Taycan
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|2p6s
|Pouch
|Li-ion
|-
|PSA/Opel
|[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]
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|2p6s / 1p6s
|Prismatic
|Li-ion
|-
|Volvo
|XC90 T8
|2.01
|12.1
|300
|180
|150
|6.0
|4.0
|59.2
|170
|340
|16s
|
|Li-ion
|-
|VW
|[[VW Hybrid Battery Packs|Passet GTE]]
|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]]
|1.086
|9.8
|355
|152
|110
|9.02
|5.5
|44
|
|
|12s
|Prismatic
|Li-ion
|-
|VW
|Touareg 14,1 kWh
|1.76
|12.3
|385
|150
|108
|7.0
|3.5
|45.25
|
|
|13s
|Prismatic
|Li-ion
|-
|VW
|id3/id4 55kWh, 62kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|44.4
|
|
|12s2p
|
|
|-
|VW
|id3/id4 82kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|-
|Toyota
|Prius Prime
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|-
|Renault
|Kangoo
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|}

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