Draft by celeron55

VCU Comparison TODO:

- Add outlander vcu
- Add johu's vcu
- Fill in missing info
- Add links

VCU Comparison:

- Open source software
- ipdm: Yes
- zombie: Yes
- GEVCU7: Yes
- Open source hardware
- ipdm: No
- zombie: Yes
- GEVCU7: No
- Schematics and board layouts available:
- ipdm: Yes
- zombie: Yes
- GEVCU7: No
- Price (roughly inc. VAT + shipping + enclosure):
- ipdm: 135€
- zombie: 350€
- gevcu7: 1500€
- In stock:
- ipdm: 2023-02
- zombie: Yes
- gevcu7: Yes
- External connector pins:
- ipdm, zombie: 56
- External connector pin size range, A:
- ipdm, zombie: 5A?
- Primary use case
* ipdm: Power distribution, I/O extension
* zombie: Inverter control including Toyota
* GEVCU: CAN inverter control, logging
- Software platform:
- ipdm: Arduino
- zombie: libopeninv
- GEVCU7: Arduino
- External configuration interface:
- ipdm: USB serial, TTL serial
- zombie: Wifi
- gevcu7: Bluetooth, Wifi, USB serial
- Configuration format:
- ipdm: Arduino sketch
- zombie: Parameter list
- Out-of-the box supported inverter brands:
- ipdm: None
- zombie: OpenInverter, Nissan, Toyota, Lexus, Outlander?
- gevcu7: DMOC, CODA, Brusa, PM100, C300
- MCU family:
- ipdm: AVR
- zombie: STM32F1
- gevcu7: iMXRT1062
- Flash
- ipdm: 32kB
- gevcu7: 16MB
- RAM:
- ipdm: 2kB
- gevcu7: 1024kB
- Supply voltage range:
- ipdm: 8...16V
- Standby mode description:
- ipdm: 6mA running Arduino sketch at slow clock speed
- Buses:
- ipdm: 2x CAN
- zombie: 3x CAN, 1x Toyota, 1x LIN, 1x RS232?
- gevcu7: 3x CAN
- Digital inputs:
- ipdm: 14
- zombie: 10?
- gecvu7: 12
- Analog inputs (including throttle and external NTC channels):
- ipdm: 5
- zombie: 6?
- gevcu7: 8
- PWM inputs:
- ipdm: 2
- Additional special inputs:
- ipdm: 12V battery voltage monitoring
- Signal PWM outputs:
- ipdm: 0
- zombie: 1?
- Power PWM outputs (low / high side, A):
- ipdm: 4x L 3A
- zombie: 3x L ?A
- Low-side power outputs, total A / count:
- ipdm: 20A / 10x
- zombie: 5A (limited by ground pin) / 9x?
- gevcu7: 16A / 8x
- High-side power outputs, total A / count
- ipdm: 15A / 10x
- Analog outputs:
- ipdm: 2x 0-500mA low side slow
- zombie: 2x AC coupled, 2x digital resistors
- Power outputs readable as inputs:
- ipdm: 8
- Simultaneous customizable jumpers/resistors:
- ipdm: 32
- zombie: 0?

Main Page Old

2023-01-18T04:02:06Z

Celeron55: /* EV conversions: */

Lexus GS450h Drivetrain

2022-08-27T17:28:14Z

Celeron55: /* Dimensions */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
'''update:''' the dedicated gs450h VCU is now replaced with the [[ZombieVerter VCU|ZombieVerter]]. the general premise of control is the same.

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 communicating with a GS450h ECU.

'''Note:''' Toyota Camry hybrid (NAFTA market) use a variety of similar inverter models with similar logic boards. Independent tests are ongoing to verify which (if any) will offer functionally with the GS450h platform. At present data has not been sufficiently collected to verify which specific Camry inverters do or do not work for this application.

== GS450h Inverter ==

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:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* 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: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki>

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 thouigh 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"
== GS450h 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: <nowiki>https://www.osti.gov/servlets/purl/928684</nowiki>

== GS450h Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter]]
For technical analysis of this transmission, see pages 46 onwards of this document: https://www.osti.gov/servlets/purl/947393

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 [http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html here]. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

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:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* 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.
* 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.
[[File:Image.png|none|thumb|Picture showing main connections]]

=== 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).

=== The Oil Pump ===
[[File:Oilpump.png|300x300px]]

[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]

[[File:Oil Pump.png|386x386px]]

[[File:Oil Pump2.png|400x400px]]

The metal case is the ground.

Black (pin 6) is PWM in from your controller.

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it 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:Gearbox oil pump PWM.jpg|left|frameless]]

Here is a list of compatible Toyota part numbers for the oil pump controller: G1167-30020

===Oil Pump 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)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| 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
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!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)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

==Control Board==
''NOTE: this info refers to a deprecated version of the VCU, not the ZombieVerter''

An open-source VCU, designed by Damien Maguire, can be purchased as both partially populated and fully populated and tested boards on his website:

[https://www.evbmw.com/index.php/evbmw-webshop/toyota-partially-built-boards-copy/lexus-gs450h-vcm-partial Lexus GS450H VCM Partially Built]
[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
[https://www.evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards/gs450h-vcm-fully-built-and-tested Lexus GS450H VCM Fully Built and Tested]

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).

Instruction 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

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==
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]

[[Category:OEM]] [[Category:Toyota]] [[Category:Inverter]]

Toyota/Lexus GS300h CVT

2022-08-27T17:26:08Z

Celeron55: /* Output flange */

'''NOTE : This motor is as of yet untested in a real world application.'''

Forum board : https://openinverter.org/forum/viewtopic.php?f=14&t=949#p15109

General overview : https://slideplayer.com/slide/14432904/

[[File:Gs300h-cvt.jpg|thumb]]

== Description ==
The L210 is a continuously variable transmission (CVT) which can be found in the Lexus gs300h. It is very similar in design to the gs450h CVT. It contains two motor-generators - MG1 and MG2. When used as originally intended, MG1 is spun by the ICE, via a planetary gear system, and acts primarily as a generator. MG1 also acts as a starter motor for the ICE. MG2 is connected to the output shaft via a second planetary gear system to provide traction directly to the rear wheels.

The ratio between MG1 and the output shaft is 2.6:1. The ratio between MG2 and the output shaft is 3.333:1.

The official power output of the CVT is [https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 105kW and 300Nm of torque], but this has yet to be tested.

For use in a pure EV application, the ICE input shaft can be locked stationary with a plate or bar. This allows traction to be provided by both MG1 and MG2.

=== Part Numbers ===
Part numbers include 30920-30030. The CVT can be found in the Lexus GS300h, Lexus IS300h, and Toyota Crown Hybrid(G9200-30131). The matching inverter is part number G9200-30132, which is a Gen 3 inverter.

=== Dimensions ===
Bellhousing diameter =400 mm ,

Length bellhousing face to drive flange face 720mm

Diameter main body 330mm front to 250 rear

Tailshaft length 210mm

Weight 90kg

== Oil pump ==
The L110 CVT, found in the gs450h, has two oil pumps. An internal mechanical pump and an external 12V electric pump. The internal mechanical oil pump is driven by the ICE. Locking the ICE input shaft to allow MG1 to provide traction means that the internal oil pump no longer functions. This makes the external 12V electric oil pump essential when using the CVT in a pure EV application.

One key difference between the L210 (gs300h) and the L110 (gs450h) is that the L210 only has an internal oil pump. However, the internal oil pump is driven by both the ICE and/or the rotation of MG2. So, even when you lock the ICE input shaft to allow MG1 to provide traction, MG2 will still drive the oil pump whenever the car moves. Since there are no gears/speeds in this CVT (and hence no clutch packs, etc.), the oil is only required for cooling and lubricating the bearings.

== Connections ==
[[File:9200-30131-inverter side.png|thumb]]

=== Inverter ===
The part number for the inverter connector is 90980-12992<ref>Forum Source: https://openinverter.org/forum/viewtopic.php?p=43421#p43421</ref>.

=== Left hand side ===
[[File:Gs300h-cvt-lhs-annotated-2.jpg|alt=|thumb|Left hand side connections]]
# MG1 3-phase power connection
# MG1 resolver (and temperature) port
# MG2 resolver (and temperature) port
=== Right hand side ===
[[File:Gs300h-cvt-rhs-annotated-2.jpg|alt=|thumb|Right hand side connections]]
# Input/output from/to oil cooler radiator
# Mechanical shifter and shift sensor port
# Ground strap
# MG2 3-phase power connection

=== Resolvers ===
Sumitomo 6189-1240 8-WAY

1 2 3 4

White Red Yellow White

White Black Blue Green

5 6 7 8

1+5 Temp sensor , 2+6 ,3+7 Sin/Cos , 4+8 exciter . Both the same.

But check for yourself as per Damien's tuning video

=== Shift sensor ===
To do

=== Output flange ===
Bolt pattern: About 100mm from hole to hole (~58mm radius) (compared to GS450H's 91mm (or 52.5mm radius)).

=== ICE input shaft coupling ===
23mm shaft diameter , 21 spline

OEM numbers : Daihatsu 31250-14090; Lexus 31250-14010; Toyota 31250-12040;

Confirmed that Blueprint ADT33102, ADT33127 <ref>Forum Source: https://openinverter.org/forum/viewtopic.php?p=43211#p43211</ref> clutch plate or equivalent is a good fit.

== References ==
<references />

[[Category:OEM]] [[Category:Toyota]] [[Category:Motor]]

Mitsubishi Outlander DCDC OBC

2022-07-09T19:17:22Z

Celeron55: /* CANBus Messages */

The Mitsubishi Outlander PHEV (2012-2018 models) feature a compact CANBus controlled 3.7kw charger suitable for budget EV conversions. Units can be bought for under £200. Part numbers are: W005T70271 (pre 2018) [https://openinverter.org/forum/viewtopic.php?p=31366#p31366], W005T70272 (post 2018) [https://openinverter.org/forum/viewtopic.php?p=23876#p23876]
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
[[File:Outlander phev charger dimensions.jpg|thumb|link=Special:FilePath/Outlander_phev_charger_dimensions.jpg]][[File:Mitsubishi Outlander PHEV dimensions.jpg|thumb|link=Special:FilePath/Mitsubishi_Outlander_PHEV_dimensions.jpg]][[File:Mitsubishi Outlander PHEV height.jpg|thumb|link=Special:FilePath/Mitsubishi_Outlander_PHEV_height.jpg]]
==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed 14.5V. The converter requires battery voltage between 200V and 400V on the DC bus.

To start the DC-DC converter, first to apply 12V to pin 7 and GND to pin 10. You also need to have its casing connected to common GND and 12V at the Pin 8 IGCT main power pin.

Then apply 12V ENABLE signal to pin 4 and you will see 14.5Vdc on the power line.

The DCDC is capable of at least 1800W of power.

==Connections==
The charger is controlled via a 13-pin connector mounted on a short tail into the case. Connectors seem to be widely available to mate with this. Search for "Sumitomo 6189-1092 13-WAY CONNECTOR KIT Inc Terminals & seals [13-AC001]".[[File:13 pin connector.png|thumb]]Pinout as as follows:
*Pin 1 (Orange) NC on outlander
*Pin 2 NC on outlander
*Pin 3 (Blue) NC on outlander
*Pin 4 DC SW (enables the DC:DC converter)
*Pin 5 CHIN (Serial protocol to EV Remote wifi module)
*Pin 6 CAN H (Black)
*Pin 7 Sense line for DC to DC converter
*Pin 8 IGCT main power to charger
*Pin 9 Control Pilot from charging cable
*Pin 10 GND
*Pin 11 NC
*Pin 12 CHOT (Serial protocol to EV Remote wifi module)
*Pin 13 CAN L (Red)

The AC power connector is Yakaza 90980-11413<nowiki/>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413

==Charge Control==
There is no voltage adjustment only current so your controller needs to monitor output voltage and step the charge current. Regardless of the set current the pilot signal will limit the charge current automatically. The pilot signal duty cycle is available on the can bus.
==CANBus Messages==
[https://openinverter.org/forum/download/file.php?id=6649 Outlander Charger DBC File]

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

0x285 alone will connect the EVSE but won't charge until you send 0x286. Byte 2 = 0xb6 pulls in the EVSE.

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. The charger reads this value only once. To update it, you have to first power cycle the 12V line "Pin 8 IGCT main power to charger".
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (h20=standby, h21=error, h22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = Charger Supply Current x 10

0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

[[Category:OEM]] [[Category:Mitsubishi]] [[Category:Charger]] [[Category:DC/DC]]