openinverter.org wiki - User contributions [en]

MG PTC Cabin Air Heater

2026-02-05T16:22:28Z

Crasbe: Add information about HV connection.

[[Category:MG]]
[[File:Mg zc ptc air heater.webp|alt=MG ZS PTC Air Heater|thumb|MG ZS PTC Air Heater]]

==Overview==
PTC Air heater assembly found in MG EVs (ZS, MG4, MG5).

Heater is controlled by LIN.

==Part Numbers==
{| class="wikitable"
|+
!MG Part Number
!Vehicles Used it
!Tested?
|-
|10606761
|ZS
|No
|}

==Connectors==
[[File:MG PTC Connector.png|MG PTC Connector Pinout|right]]

=== Low Voltage/Control ===
Unidentified - see image

==== Pinout ====
{| class="wikitable"
|+
!Pin
!Cross Section
!Colour
!Function
|-
|2
|0.35
|Green/White
| + fused with 5A
|-
|3
|0.35
|Pink/Black
|LIN
|-
|4
|0.35
|Black
|GND
|}

=== High Voltage ===

==== Pinout ====
{| class="wikitable"
!Pin
!Cross Section
!Colour
!Function
|-
|1
|3.00
|Orange
| HV+ fused with 40A
|-
|2
|3.00
|Orange
|HV-
|}
[[File:Mg ptc connector image.jpeg|alt=MG PTC Connector|thumb|MG PTC Connector]]
[[Category:Heater Air]]

Honda Accelerator pedal sensor

2026-02-04T23:10:48Z

Crasbe: Crasbe moved page Honda Accelerator pedal sensor to Honda Accelerator Pedal Sensor: Misspelled title

#REDIRECT [[Honda Accelerator Pedal Sensor]]

Honda Accelerator Pedal Sensor

2026-02-04T23:10:48Z

Crasbe: Crasbe moved page Honda Accelerator pedal sensor to Honda Accelerator Pedal Sensor: Misspelled title

=General Information=

[[File:Honda accelerator pedal sensor 01.jpg|thumb|A better image would be nice, but this is what the sensor looks like]]

The original cable is shielded to avoid interference from other sources and resulting unwanted acceleration or deceleration.

[[File:Connector pinout.jpg|thumb|Honda accelerator pedal sensor connector pinout<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=66006#p66006</ref>]]

The voltage from both sensors ramps linearly from the fully released position to the fully depressed position<ref>Add reference</ref>. The pedal should be supplied with a reasonable stable and accurate 5V supply to ensure a proper readout.

{| class="wikitable"
|+Voltage Output of Throttle Sensors
(P/N 37971-RCA-A01)
!Pedal Position
!Sensor 1
!Sensor 2
|-
|Fully Released
|0.05 V
|4.30 V
|-
|Fully Depressed
|0.10 V
|4.90 V
|}

UK spec versions have different pinout.

When connected correctly sensor 1 is half the scale of sensor 2, fully pressed yielded max values of 1432 for Pot1 and 2980 for Pot2 on a v3 mini mainboard.
{| class="wikitable"
|+Pinout of UK Spec Accord / CRV APP
(P/N TBC)
!Connector Pin
!A
!B
!C
!D
!E
!F
|-
|Function
|5V REF 1
|GND 1
|SIG 1
|SIG 2
|5V REF 2
|GND 2
|}
(In OEM application pins E and F are swapped, giving SIG 2 an inverted output, this isn't compatible with open inverter so a pin swap is needed)

== Versions ==
{| class="wikitable"
|+Selected Versions
!Part Number
!Cars Used In
!Electrical Connector
!Remarks
|-
|
* 37971-RDJ-A01
* 37971-RCA-A01
* 37971-RBB-003
|
*For Acura Mdx 2003-2006
*For Acura Tl 2004-2008
*For Acura Tsx 2004-2008
*For Honda Accord 2003-2007
*For Honda Cr-v 2005-2006
*For Honda Element 2007-2011
*For Honda Pilot 2005-2008
*For Honda Ridgeline 2006-2014
|
*sumitomo HX040 6pin
*Housing F（6189-1012）
*Retainer 6918-2056
*0.3-0.5mm2 F（8100-3067）
*0.75-1.25mm2 F（8100-3068）
*Seal D1.1-1.6 （7165-1075）
*Seal D1.6-1.9 （7165-0621）
*Seal D1.8-2.2 （7165-0622）
|[https://www.aliexpress.com/item/10000369419171.html? Connector can be found on Aliexpress]
|}

= Photos =
[[File:Side view.jpg|none|thumb|Side view, P/N 37971-RCA-A01 (Honda Element)]]
[[File:Side view 2.jpg|none|thumb|Side view 2, P/N 37971-RCA-A01 (Honda Element)]]
[[File:Rear view.jpg|none|thumb|Rear view, P/N 37971-RCA-A01 (Honda Element)]]
[[File:Underside view.jpg|none|thumb|Underside, P/N 37971-RCA-A01 (Honda Element)]]
[[File:With cover and bracket.jpg|none|thumb|With cover and bracket, P/N 37971-RCA-A01 (Honda Element)]]

[https://grabcad.com/library/honda-accelerator-pedal-sensor-scan-1 3D scan of bracket, sensor, and cover]

= References =
<references />
[[Category:Honda]]
[[Category:Accelerator pedals and position sensors]]

Jaguar I-Pace Drive Unit

2025-11-24T23:03:39Z

Crasbe: Added references and information about the CV axles.

== General ==

=== Oil ===

The Jaguar I-Pace Drive Unit requires oil with the specification FE75W/BOT 350 M3 75W<ref>https://www.i-paceforum.com/threads/transmission-oil-add-remove-info.8547 (Backup: https://web.archive.org/web/20251124224406/https://www.i-paceforum.com/threads/transmission-oil-add-remove-info.8547)</ref>. Suitable candidates are (but not limited to):

* Castrol ON EV Transmission Fluid D2
* RAVENOL MTF-3 SAE 75W
* Liqui Moly TopTec MTF 5100 75W

=== CV Axles ===
The part number printed on the rear CV axles is J9D34B402AC. Note that this is printed on both axles, but the left and right side are not identical! The right side axle goes all the way through the rotor to the differential.

The part number of the front CV axles is J9D33D402AD. It seems like the inner joints are the same on the front and rear as well as the splines. The outer joints are not identical as the front ones have to accomodate the steering movement.

The CV axle seals in the drive unit consist of two parts: the actual seal and a plastic dust shield which is often missing. The seal has the part number T4K15434<ref>https://parts.jaguarpalmbeach.com/p/Jaguar_2019_I-Pace/Drive-Axle-Shaft-Seal/95948243/T4K15434.html</ref> and costs between 25-30€ from Jaguar (late 2025).

The C-Clip of the CV axle is sometimes missing or damaged. It has the part number T4A12521<ref>https://parts.jaguarpalmbeach.com/p/Jaguar__I-Pace/CV-Axle-Shaft-C-Clip/68005375/T4A12521.html</ref> and costs between 5-10€ from Jaguar (late 2025).

== Dimensions ==

== Control ==

=== Motor ===

==== Connectors ====

The inverter uses the TE 1393436-2 connector, the resolver the TE 1-1703639-1 connector.

You can find Jaguar cable looms that provide these connectors such as M9D39L468BC.

==== Signals ====

== References ==
<references />
[[Category:JLR]] [[Category:Motor]] [[Category:Gearbox]]

MG MG5 Drive Unit

2025-11-22T23:51:56Z

Crasbe: Added information about oil

== General ==

=== Oil ===
The MG Drive Unit calls for Shell SP2808 E-Fluid, which is generally hard to obtain. Suitable replacements are (but not limited to):

* ROWE HIGHTEC TOPGEAR SYNTH E SAE 75W
* Fuchs TITAN SINTOFLUID FE SAE 75W (this one is GL-4, unknown if that's suitable for the MG Drive unit)
* Fuchs TITAN SINTOPOID 4218 SAE 70W-80

The capacity is 0.9 liters.

== Dimensions ==

== Control ==

=== Motor ===

==== Connectors ====

==== Signals ====

=== Parking Lock Actuator ===

The original parking lock actuator (Electronic Parking Brake) EPB uses a three phase brushless motor with three hall sensors as feedback and is controlled by the Electronic Parking Motor Control Unit (EPMCU), which is controlled via CAN. There is an additional sensor on the side with two hall sensors that gives feedback to the car's VCU.
As of now, the EPMCU is not reverse engineered.
[[File:MG MG5 Drive Unit Parking Lock Actuator.jpg|thumb|alt=|When the arrows point towards each other, the parking lock is engaged. The pictures shows it disengaged.]]

==== Connectors ====

The connector for the original actuator is currently unknown.

The connector for the feedback sensor fits the VAG part number 4F0973704, which can be easily found as repair pigtails or crimp sets.

==== Signals ====

{| class="wikitable"
|+ Voltages of the Parking Lock Feedback Sensor
|-
! Pin Number !! Function !! Voltage When Lock Engaged !! Voltage When Lock Disengaged
|-
| 1 || VCC || 5.0V || 5.0V
|-
| 2 || GND || 0.0V || 0.0V
|-
| 3 || Hall 1 || 0.8V || 2.9V
|-
| 4 || Hall 2 || 4.0V || 1.8V
|}

[[Category:MG]] [[Category:Motor]] [[Category:Gearbox]]

Jaguar I-Pace Drive Unit

2025-11-22T23:47:11Z

Crasbe: Added information about connectors and oil

== General ==

=== Oil ===

The Jaguar I-Pace Drive Unit requires oil with the specification FE75W/BOT 350 M3 75W. Suitable candidates are (but not limited to):

* Castrol ON EV Transmission Fluid D2
* RAVENOL MTF-3 SAE 75W
* Liqui Moly TopTec MTF 5100 75W

== Dimensions ==

== Control ==

=== Motor ===

==== Connectors ====

The inverter uses the TE 1393436-2 connector, the resolver the TE 1-1703639-1 connector.

You can find Jaguar cable looms that provide these connectors such as M9D39L468BC.

==== Signals ====

[[Category:JLR]] [[Category:Motor]] [[Category:Gearbox]]

Category:JLR

2025-11-21T10:05:10Z

Crasbe:

[[Category:OEM]]

Jaguar I-Pace Drive Unit

2025-11-21T10:03:32Z

Crasbe: Initial Creation of the Page

[[Category:JLR]] [[Category:Motor]] [[Category:Gearbox]]

Category:JLR

2025-11-20T12:22:48Z

Crasbe: Created blank page

MG MG5 Drive Unit

2025-11-16T16:18:59Z

Crasbe: Initial Creation of the Page with some information about the parking lock acuator

== General ==

== Dimensions ==

== Control ==

=== Motor ===

==== Connectors ====

==== Signals ====

=== Parking Lock Actuator ===

The original parking lock actuator (Electronic Parking Brake) EPB uses a three phase brushless motor with three hall sensors as feedback and is controlled by the Electronic Parking Motor Control Unit (EPMCU), which is controlled via CAN. There is an additional sensor on the side with two hall sensors that gives feedback to the car's VCU.
As of now, the EPMCU is not reverse engineered.
[[File:MG MG5 Drive Unit Parking Lock Actuator.jpg|thumb|alt=|When the arrows point towards each other, the parking lock is engaged. The pictures shows it disengaged.]]

==== Connectors ====

The connector for the original actuator is currently unknown.

The connector for the feedback sensor fits the VAG part number 4F0973704, which can be easily found as repair pigtails or crimp sets.

==== Signals ====

{| class="wikitable"
|+ Voltages of the Parking Lock Feedback Sensor
|-
! Pin Number !! Function !! Voltage When Lock Engaged !! Voltage When Lock Disengaged
|-
| 1 || VCC || 5.0V || 5.0V
|-
| 2 || GND || 0.0V || 0.0V
|-
| 3 || Hall 1 || 0.8V || 2.9V
|-
| 4 || Hall 2 || 4.0V || 1.8V
|}

[[Category:MG]] [[Category:Motor]] [[Category:Gearbox]]

File:MG MG5 Drive Unit Parking Lock Actuator.jpg

2025-11-16T16:13:50Z

Crasbe:

When the arrows point towards each other, the Parking Lock is engaged. The pictures shows the parking lock unlocked.

Tesla Model 3 Front Drive Unit

2025-09-03T21:44:11Z

Crasbe: Fix category

[https://openinverter.org/forum/viewtopic.php?f=10&t=576 Tesla Model 3 Front Drive Unit Hacking]

=== Power Specifications from tesla: ===

==== Standard Model ====

* Voltage: 350V

* Max Power: 121KW @ 8275 rpm
* Max Torque: 163NM @ 125-8375 rpm

==== Performance Model ====

* Voltage: 335V

* Max Power: 158KW @ 8275 rpm
* Max Torque: 240NM @ 125-8375 rpm
[[Category:Tesla]]
[[Category:Motor]]
[[Category:Inverter]]
[[Category:Gearbox]]

Mitsubishi Outlander AC Compressor

2024-07-21T13:37:45Z

Crasbe: Divide page into old and new style compressors, added pictures, dimensions and further information, switched some links to new reference format

The Outlander PHEV has a CAN bus controller AC compressor.

==General Remarks on AC Systems==
[[File:Outlander AC Line Plugs.png|thumb|3D Printed Plugs<ref name=":0">3D Printable AC line plugs: https://www.printables.com/model/949837</ref>]]
'''One thing to note, your old system components will likely need flushing of the old oil as it's damaging to compressor motor wiring lacquer. It can cause shorts.''' When getting your system refilled, it needs to contain compatible lubricating oil, POE MA68EV is listed in the manual, likely the same as other hybrids/electric cars.

To avoid dirt, debis and moisture entering the AC compressor, you can 3D print some plugs to close off the holes of the AC lines, the files can be accessed on Printables <ref name=":0" />.

==First Generation (Part Number 7813A378)==

===Dimension and 3D Scan===
[[File:Outlander 7813A378 3D Scan.png|thumb|3D Scan of the Outlander 7813A378 Compressor<ref name=":1">Outlander AC Compressor 3D scan: https://grabcad.com/library/outlander-phev-ac-compressor-1</ref>]]
The 3D scan of the Outlander AC compressor is provided by Tomdb on GrabCAD <ref name=":1" />

{| class="wikitable"
|+Sizes
|Weight
|
|-
|Length
|22.5cm
|-
|Height
|24cm (including the HV cable)
21.5cm (excluding the HV cable)
|-
|Width
|12.5cm (excluding the refrigerant connections)
|}
[[File:Outlander AC Compressor Bolt Pattern.png|thumb|Bolt Pattern Drawing<ref name=":2">Outlander Compressor 7813A378 Bolt Pattern: https://www.printables.com/model/949824</ref>]]The bolt pattern of the AC compressor is shown in the drawing on the left. A high resolution drawing as well as some models to aid the design of a custom bracket are available on Printables<ref name=":2" />.<gallery>
File:Outlander AC Compressor Length.png|Length
File:Outlander AC Compressor Height.png|Height
File:Outlander AC Compressor Width.png|Width
</gallery>

==Second Generation (Part Number 7813B097)==

===Dimension and 3D Scan===
Currently no 3D scan of the newer style AC compressor is available yet.
{| class="wikitable"
|+Sizes
|Weight
|6.2kg
|-
|Length
|19cm
|-
|Height
|20cm
|-
| Width
| 12cm
|}

<gallery perrow="3" caption="Dimension of the Model Year 2018 Outlander AC Compressor">
File:Length.jpg|Length
File:Height.jpg|Height
File:Width.jpg|Width
</gallery>
==Connections==

===Refrigerant Connections===
The part numbers for the Mitsubishi hoses are ''AMD45418'', ''AMD46168. Unconfirmed, but thought that these fit'' https://www.evcreate.nl/shop/airconditioning/adapter-set-airconditioning-compressor/
The correct fitments on Aliexpress
[[File:20220818 123558.jpg|none|thumb|Outlander compressor hose connections]]

https://www.aliexpress.com/item/1005001688953296.html R134 4 curved and R134 5 curved was what I ordered, so 11.5mm and 14mm.
{| class="wikitable"
|+
|[[File:AC Connection.jpg|thumb]]
|[[File:AC Connection2.jpg|thumb]]
|}

===Low Voltage Connection===
The mating connector is Sumitomo 6189-0126 <nowiki>https://www.auto-click.co.uk/6189-0126?search=90980-10942</nowiki> and the pinout is the same as the water heater. Connector also available cheap on aliexpress.
[[File:Heater Connector Pins.png|none|thumb|1 - 12v, 2 - GND, 3 - CAN H, 4 - CAN L]]

===High Voltage Connection===
The compressor is connected with a 40amp fuse to high voltage.
Older models don't have the HV socket as shown above, but have the wire attached. Polarity is the same as the heater.
[[File:Outlander Heater HV.jpg|none|thumb]]

Newer models have a socket. [Place holder for part number]
[[File:20220712 131123.jpg|none|thumb|HV connector. Left is negative, right positive.]]
[[File:20220712 172319.jpg|none|thumb|AC compressor driver board.]]

==Controlling the Compressor==

===Control Messages===
0x185 controls the compressor and 0x285 is also required for operation, much like other outlander components. It broadcasts a few ids, 0x388 seems to be useful and contains it's status.

====0x185 - Control Message====
The first byte, byte 0 controls the state of the compressor 0x08 is standby and 0x0B is start command

The second byte, data[1] doesn't seem to have a function.

The third byte is unknown but 0x1D works.

The forth and fifth also seem to not do anything.

Sixth byte is RPM control, 0x08 is inactive, 0x09 to 0x54

Seventh is also unknown, 0x00 works

Eighth is also unknown either 0x00 or 0x03 work

====0x388 - Status Message====
First byte, 0x01 is HV present. 0x02 is No HV present, 0x7C is startup/running.

Third and Fourth bytes seem to be RPM feedback.

Eighth byte status 0x00 is no CAN, 0x01 CAN error, 0x02 is 0x285 receive error and 0x03 other error

====Example control code====
void sendCANframeE() { //AC compressor
outframe.id = 0x185; // 0x185 0B 00 1D 00 00 08 00 03
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
if(digitalRead(AC_pin) == LOW) { //AC pin is active
outframe.data.bytes[0]=0x0B; // status command 08 stbd, 0B start
}
else {
outframe.data.bytes[0]=0x08; //if we sense LOW we go to standby
}
outframe.data.bytes[1]=0x00; //
outframe.data.bytes[2]=0x1D; // 1D works
outframe.data.bytes[3]=0x00; //
outframe.data.bytes[4]=0x00; //
if(digitalRead(AC_pin) == LOW) { // AC is active
if (ACrpm <= 3800) { // Power for spinup
outframe.data.bytes[5]=0x25; // RPM command 08 to 54
}
else if ((ACrpm > 3500) && (ACrpm <= 4200)) { // power is reduced
outframe.data.bytes[5]=0x20; // RPM command 08 to 54
}
}
else {
outframe.data.bytes[5]=0x08; //AC pin is inactive
}
outframe.data.bytes[6]=0x00;
outframe.data.bytes[7]=0x03; // can be 00 or 03, it does not differentiate
if(debug) {printFrame(&outframe,1);} //If the debug variable is set, show our transmitted frame
if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it
else Can1.sendFrame(outframe);

This thread contains more detail information and is recommended reading: https://openinverter.org/forum/viewtopic.php?t=1997&start=25

==References==
<references />
[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:HVAC]]

File:Outlander AC Compressor Width.png

2024-07-21T13:30:07Z

Crasbe:

Width of the Mitsubishi Outlander AC Compressor (Part Number 7813A378)

File:Outlander AC Compressor Height.png

2024-07-21T13:29:10Z

Crasbe:

Height of the Mitsubishi Outlander AC Compressor (Part Number 7813A378)

File:Outlander AC Compressor Length.png

2024-07-21T13:26:15Z

Crasbe:

Length of the Mitsubishi Outlander AC Compressor (Part Number 7813A378)

File:Outlander AC Line Plugs.png

2024-07-21T13:16:59Z

Crasbe:

3D printed plugs for the AC line connections in the Mitsubishi Outlander AC compressor to avoid dirt, debris and moisture entering the compressor

File:Outlander AC Compressor Bolt Pattern.png

2024-07-21T13:14:09Z

Crasbe:

Drawing of the bolt pattern and mounting flange of the Mitsubishi Outlander AC compressor (7813A378)

File:Outlander 7813A378 3D Scan.png

2024-07-21T13:09:15Z

Crasbe:

Screenshot of the GrabCAD 3D Scan

VAG PTC Air Heater

2024-07-15T23:22:09Z

Crasbe: Add a core structure

[[Category:OEM]] [[Category:VAG]] [[Category:HVAC]]

== General Specifications ==

== Part Numbers ==
{| class="wikitable"
|+
!VAG Part Number
!Vehicles Used it
!Tested?
!
|-
|1EA963581AQ
|
|No
|
|-
|1EA963581BM
|
|No
|
|-
|1EA963581BN
|
|No
|
|-
|1EA963581C
|
|No
|
|-
|1EA963581D
|
|Yes
|
|-
|1EA963581F
|
|Yes
|
|-
|1EA963581G
|
|No
|
|}

== Dimensions and 3D Model ==
3D Model available at GrabCAD: <ref>3D Model available on GrabCAD: https://grabcad.com/library/vw-idx-air-ptc-1</ref>

=== Adapting it to your Conversion ===
Volvo P80 heater core adapter (to be published)

== Control ==

=== EVCreate CAN Gateway ===
<ref>https://www.evcreate.com/volkswagen-air-ptc-heater-control-via-lin-bus/</ref>

Link to the shop: <ref>https://www.evcreate.com/volkswagen-air-ptc-heater-control-via-lin-bus/</ref>

=== DIY with Teensy ===
<ref>https://github.com/Tom-evnut/ID3-LIN-Bus/tree/main/Teensy%20Arduino%20Lin%20examples/T4_2Lin_explorer_ID34_PTC</ref>

VAG PTC Air Heater

2024-07-15T11:23:43Z

Crasbe: Create a blank page

[[Category:OEM]] [[Category:VAG]] [[Category:HVAC]]

HighVoltageSafety

2024-04-11T21:00:56Z

Crasbe: Crasbe moved page HighVoltageSafety to High Voltage Safety: Added Spaces to the title :)

#REDIRECT [[High Voltage Safety]]

High Voltage Safety

2024-04-11T21:00:56Z

Crasbe: Crasbe moved page HighVoltageSafety to High Voltage Safety: Added Spaces to the title :)

<blockquote>This page is currently in early development</blockquote>High Voltage batteries can be very dangerous to work with, so this is a non exhaustive document of safer working processes, always be sure you're competent and aware of the risks and how to mitigate them. Anything you undertake, you do so at your own risk. Batteries are Direct Current (DC) so this wiki page will concentrate on DC as opposed to Alternating Current (AC) as typically found in household outlets.

== What is considered high voltage? ==
The Occupational Safety and Health Administration (OSHA) warns that voltages over 50V pose a shock hazard and for DC, 60V is often cited as the voltage where electrocution becomes possible under worst-case conditions.

https://electricalengineeringx.com/what-is-the-safe-limit-of-dc-voltage-for-humans-to-touch/

OEM high voltage batteries are currently typically around 350-400V though some are moving up to higher voltages of 800V. Very few DIY conversions are currently using voltages as high as 800V for the most part, so this page will concentrate on the ~400V range. As the voltages increase the conductivity of materials increases so, make sure you're aware of the risks and safe working practices.

== Risk Assessment ==
When working with HV your first step should be to do a risk assessment, https://www.hse.gov.uk/mvr/topics/electric-hybrid.htm. The section under '''Working on high voltage electrical systems''' is of particular interest. Once you've identified the risks, think about how you will mitigate the risk of occurrence, be that protective equipment or working processes.

== General Safe Working Guidance ==
In general before working on your project, you should where possible isolate the HV source, confirm this with reliable tools and put in place a system to prevent it inadvertently becoming live again. How this is done may vary depending on the project, but it could be removing the safety disconnect and locking it in the glove box, unplugging the HV battery etc. Always confirm with known working measuring equipment and be '''aware some components have large capacitors so voltage may remain present for some time after disconnecting.'''

When it's not possible to isolate the HV source, for example when working the the battery, make sure anyone with access to the work space is aware of the dangers, limit the the access, make sure its clear and clutter free. Signage and warnings where appropriate, this is where your '''risk assessment''' comes in to play.

Splitting the battery pack by removing bus bars/series connections to lower the voltages you're working with is also a consideration, using appropriate tools and protective equipment as your risk assessment calls for.

Bosch PCE Coolant Pumps

2024-02-27T14:27:35Z

Crasbe: Create empty page about the coolant pump (to be filled)

= References =
<references />

[[Category:OEM]] [[Category:VAG]] [[Category:Accessories]]

BMW I3 Fast Charging LIM Module

2024-01-03T21:39:38Z

Crasbe: /* LIM versions */ Added tested LIM to the list

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector <span style="color:red">(CHAdeMO models only)</span>
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" <u>and</u> a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

Mitsubishi Outlander Rear Drive Unit

2023-12-05T13:28:29Z

Crasbe: Added the pinout for the rear motor HV connection

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

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

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

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

'''Power Rating'''

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

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

=='''Connectors'''==

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

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

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

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

==Mechanical Dimensions==

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

==References==

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]

<references />

Category:Peugeot

2023-12-04T11:36:51Z

Crasbe: Create Category Peugeot

[[Category:OEM]]

Peugeot Throttle Sensor

2023-12-04T11:36:33Z

Crasbe: Added the Accessories Category similar to other Throttle pages

Discussed here: https://openinverter.org/forum/viewtopic.php?p=61795#p61795

And here: https://openinverter.org/forum/viewtopic.php?p=8300&hilit=9643365680#p8300 and here: https://openinverter.org/forum/viewtopic.php?p=64362#p64362

A cheap option for cable driven throttle control is 9643365680. It's used on French cars (Peugeot 306 HDI and others).

Pinot is as below

This was tested now by Tomdb/tom91, with results:

4 - Gnd

3 - 5V

2 - Sig 2 requires pull up to 5V

1 - Sig 1 requires pull up to 5V

The value of the Pullup resistors is 1kOhm.

Testing by clanger9 shows

"Rather than a true potentiometer throttle, it appears these use a contactless sensor to output a pair of analogue signals.

Using a 5V supply and a 1kΩ pull-up resistor, I got the following readings:

0% throttle white: 0.419V yellow: 0.209V

100% throttle white: 3.780V yellow: 1.871V"
[[File:Peugeot TPS pinout.jpg|thumb]]

[[Category:OEM]]
[[Category:Peugeot]]
[[Category:Accessories]]

Nissan leaf motors

2023-09-11T19:05:03Z

Crasbe: Crasbe moved page Nissan leaf motors to Nissan Leaf Motors: Make page titles consistent

#REDIRECT [[Nissan Leaf Motors]]

Nissan Leaf Motors

2023-09-11T19:05:03Z

Crasbe: Crasbe moved page Nissan leaf motors to Nissan Leaf Motors: Make page titles consistent

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 ]]
[[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.
== 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 electrons, 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)

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

Mitsubishi Outlander Rear Drive Unit

2023-09-11T18:57:01Z

Crasbe: Some initial structural work.

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 10 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x 30mm M12x.25 '''''Fine Thread''''' Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|}
'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

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

'''Power Rating'''

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

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

=='''Connectors'''==

===High Voltage===
3x 3 phase lug connections with HV gland plate

===Signal Connector===

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

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

==Mechanical Dimensions==

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

==References==

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]

<references />

Mitsubishi Outlander Rear Drive Unit

2023-09-11T15:39:31Z

Crasbe: Added information about the M12 bolts for the rear bush

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 10 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x 30mm M12x.25 '''''Fine Thread''''' Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|}
'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

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

'''Power Rating'''

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

Mitsubishi/FUSO part numbers include [https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 9411A078], 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

== '''Connectors''': ==
HV: 3x 3 phase lug connections with HV gland plate

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

== '''Vehicle Wiring Diagrams''' ==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|left|thumb|Outlander Rear Motor Face]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|left|thumb|Outlander Rear Motor Length]]
[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]

Mitsubishi Outlander Rear Drive Unit

2023-09-11T10:13:43Z

Crasbe: Added note that the M10 bolts are fine thread

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 10 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x M12 Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|}
'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

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

'''Power Rating'''

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

Mitsubishi/FUSO part numbers include [https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 9411A078], 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

== '''Connectors''': ==
HV: 3x 3 phase lug connections with HV gland plate

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

== '''Vehicle Wiring Diagrams''' ==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|left|thumb|Outlander Rear Motor Face]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|left|thumb|Outlander Rear Motor Length]]
[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]

Mitsubishi Outlander DCDC OBC

2023-08-17T11:52:47Z

Crasbe: Added part number for DCDC 12V post cap.

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]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>Internals:
{| class="wikitable"
|+
![[File:Outlander internals bottom.jpg|thumb]]
![[File:Outlander internals top.jpg|thumb]]
|-
!Bottom
!Top
|}

==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.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

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==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!DCDC Side Pin Number
! Pin on Internal Connector
!DCDC Side Color
!Color from Schematic
!Name
!Function
|-
|1
|6
|
| Orange
|
|NC
|Not Connected
|-
|2
|5
|
|Blank
|
|NC
|Not Connected
|-
|3
|4
|
|Blue
|
|NC
|Not Connected
|-
|4
|3
|
|Grey
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|2
|
|Light Blue
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|1
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|13
|
|Green
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|12
|
|Yellow
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|11
|
|White
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|10
|
|Black
|Black
|GND
|Ground
|-
|11
|9
|
|Blank
|
|NC
|Not Connected
|-
|12
|8
|
|Purple
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|7
|
|Red
|Red-Blue
| CAN L
|CAN Low
|}

Note: Although the above pin numbers, for the 13 pin external connector, match the Mitsubishi wiring diagram the numbers marked on the connector are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

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]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

The External to Internal wiring harness is as follows:

{| class="wikitable"
|+
!
!
!
!
!
|-
| colspan="2" |'''Internal Connector (Black)'''
| colspan="2" |'''External Connector (Grey)'''
| rowspan="2" |[[File:Outlander harness.jpg|thumb]]
|-
|Pin
|Wire Colour
|Pin
|Function (If Known)
|-
|1
|grey
|4
|DC SW - Enable DC/DC Converter
| rowspan="3" |[[File:Ext connector view 1.jpg|thumb]]
|-
|2
|blue
|3
|NC
|-
|3
|black
|6
|CAN H -CAN High
|-
|4
|black
|10
|GND – Ground
| rowspan="3" |[[File:Ext connector view 2.jpg|thumb]]
|-
|5
|yellow
|8
|IGCT – Main +12V Power Supply (via shared 7.5A fuse)
|-
|6
|green
|7
|Sense - Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|7
|light blue
|5
|CHIN - Serial Protocol to EV Remote WiFi Module
| rowspan="3" |[[File:Int connector view 1.jpg|thumb]]
|-
|8
|NC
|11
|NC
|-
|9
|orange
|1
|NC
|-
|10
|red
|13
|CAN L – CAN Low
| rowspan="3" |[[File:Int connector view 2.jpg|thumb]]
|-
|11
|purple
|12
|CHOT – Serial Protocol to EV Remote WiFi Module
|-
|12
|white
|9
|CP – Control Pilot from Charge Port
|}

===AC Power Connector===
[[File:Outlander DCDC OBC 12V Cap.jpg|thumb|Mitsubishi "MUC000691" cap]]
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8. The Mitsubishi part number for the correct cap is "MUC000691".

==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". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- 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%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

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

File:Outlander DCDC OBC 12V Cap.jpg

2023-08-17T11:46:12Z

Crasbe:

Picture of the Cap for the Mitsubishi Outlander DCDC OBC 12V Cap.

Toyota Auris/Yaris Inverter

2023-07-31T19:58:20Z

Crasbe: Added pictures of the size measurements of the Toyota Yaris inverter

Th Auris/Yaris Inverter Board is an open source project to repurpose Toyota Auris/Yaris (and Prius C , Prius Aqua and Lexus CT200H) inverters for DIY EV use.

The inverters are nearly identical to Toyota Prius Gen 3 inverters, with a smaller format logic board to fit under a sloped casing. It is believed to have a smaller main capacitor and hence be of lower power capabilities [* Needs testing to confirm and adding here ]

They are inexpensive (<£100 in UK at the start of 2021) and suitable for a variety of EV / Charger and other inverter projects.

See these videos for a teardown, disassembly and explanation of the Gen3 Inverter:

https://www.youtube.com/watch?v=Pw3JqkI6VO4 (Teardown)

https://youtu.be/QBoRSXIwZQs (Regarding p0a94 error code for DC-DC Converter Performance)

The Project consists of a open inverter circuit board (adapted from Prius Gen3 board) and programming which replaces the OEM logic board in the Auris/Yaris inverter.

This allows independent control of mg1 power stage, mg2 power stage, buck/boost converter and the DC/DC converter.

== Resources ==
Support thread is here : https://openinverter.org/forum/viewtopic.php?f=14&t=767

For using it as a charger , thread is here : https://openinverter.org/forum/viewtopic.php?f=14&t=825

Resources and design files on Github : https://github.com/damienmaguire/Yaris-Auris-Inverter

Available on the EVBMW.COM webshop : [https://www.evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards/auris-yaris-inverter-logic-board-kit evbmw.com Yaris/Auris boards] in partial built and full kit format.

There is a Auris/Yaris version of the dual motor board which allows both MG1 and MG2 of Toyota transmissions or (any 2 other suitable motors) to be powered by the same inverter, support thread here: https://openinverter.org/forum/viewtopic.php?f=14&t=1051

<gallery widths="240" heights="240" caption="Measurements of the Toyota Yaris Inverter">
File:Toyota Yaris Inverter Width.jpg|Depth
File:Toyota Yaris Inverter Height.jpg|Height
File:Toyota Yaris Inverter.jpg|Width
File:Toyota Yaris Inverter detail side dimension.jpg|Detail of the Width
</gallery>

== Timeline ==
17/05/20 : Prototype build commenced at JLCPCB.

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

28/06/20 : Block 2 boards with corrections to incorrect pinouts and component values now available from the evbmw webshop. https://www.evbmw.com/index.php/evbmw-w ... -board-kit

24/09/20 Firmware now available to run the buck/boost module as an AC onboard charger: HERE: https://github.com/celeron55/prius3charger_buck

Schematic and pcb layout uploaded to github : https://github.com/damienmaguire/Yaris-Auris-Inverter

Design files available to Patrons only as of this date. <nowiki>https://www.patreon.com/evbmw</nowiki>

Schematic and pcb layout for Dual Motor boards on Github here : https://github.com/damienmaguire/Prius-Gen3-Inverter/tree/master/Small%20board%20V1d

== Buildup and setup ==
Most of the build-up / setup is identical to the V1C Prius board here: [[Toyota Prius Gen3 Board]]

Video build tutorials here : https://www.youtube.com/watch?v=QE-zym8iIgM&t=439s ,here : https://www.youtube.com/watch?v=Nu5_OBOPk4s&t=319s and here<nowiki/>https://www.youtube.com/watch?v=xoNs2NqjXd8

FOC Setup and tuning is as per Prius gen3 here : https://www.youtube.com/watch?v=tirDQJ6iH28&t=2306s

== Also Note ==
But also note : (Source https://openinverter.org/forum/viewtopic.php?f=14&t=767 )

# On the Yaris boards (block111 and before) when using resolver you would need to remove the two pullups R30 and R29. See schematic :

https://raw.githubusercontent.com/damie ... ematic.pdf

2. There is an error on early boards (block 111 and before) : MG1 resistor divider values are wrong. R41 and 42 should be 6k2 not 4k7 and R46 and R45 should be 3k6 not 4k7.

3. The MG2 current sensor socket has the pins reversed. this can be solved by cutting the socket to allow the plug in upside down or by cutting and resoldering the current sensor wires. Plugging them in will kill the -5v output of PS1 (a SGM3204 SOT if you live in china ) or a LM2776DBVT for europe. This is Block ii version and below.

4. Conn11 is the external hvil which is not used.

5. vcc+5v may be problematic , it may be at the limit of it's current due to use by Wifi and current sensors possibly causing a reduced Vcc 5v. try adding an external +5v line.. [ * needs confirming]

== References ==
<references />

File:Toyota Yaris Inverter Height.jpg

2023-07-31T19:56:01Z

Crasbe:

Height measurement of the Yaris inverter

File:Toyota Yaris Inverter Width.jpg

2023-07-31T19:55:08Z

Crasbe:

Width of Yaris inverter

File:Toyota Yaris Inverter detail side dimension.jpg

2023-07-31T19:54:34Z

Crasbe:

Detail side dimension

File:Toyota Yaris Inverter.jpg

2023-07-31T19:53:16Z

Crasbe:

Side dimension

Mercedes-Benz Chargers

2023-07-24T21:37:15Z

Crasbe: Removed redundant categories (Smart and Daimler are part of the Mercedes-Benz category, like Audi in VAG)

With an increasing amount of Mercedes vehicles being electrified and Smart having electric vehicles for some time, there is a growing range of on-board chargers that can be repurposed for projects. At this stage, they are yet to be reverse engineered, but with a variety of versions available at reasonable cost, it is worth looking into.

Chargers

{| class="wikitable"
|+Charger Models
!Part Mumber
!Version
!Output
!Voltage Range
!Phases
!Vehicles
!Cooling
!Notes
|-
|A0009001108
A0009005909

A0009006609
|AWL-1DC-3300W-LV
|3.3 kW
|170-330
|Single
|S205
W205

W213
|Inlet and outlet on connector side
|Manufactured by Delta
|-
|A0009004307
|AWL-1DC-3300W-HV
|3.3 kW
|240-440
|Single
|W166

W222

X253
|Inlet and outlet on connector side
|Manufactured by Delta
|-
|A4519820421
|
|3.6 kW
|TBC
|Single
|A451 Smart ForTwo 2012
|Inlet and outlet on connector side
|Manufactured by Lear, used in Smart ForTwo A451
V1 of Lear OBC
|-
|A4519822021
|
|3.6 kW
|TBC
|Single
|A451 Smart ForTwo 2012-2013
|Inlet and outlet on connector side
|Manufactured by Lear, used in Smart ForTwo A451
V2 of Lear OBC
|-
|A4519822321
|5E35S0167
|3.6 kW
|TBC
|Single
|A451 Smart ForTwo 2013
|Inlet and outlet on connector side
|Manufactured by Lear, used in Smart ForTwo A451
V3 of Lear OBC
|-
|A4519822721
|5E35S0197
|3.6 kW
|TBC
|Single
|A451 Smart ForTwo 2013-2015
|Inlet and outlet on connector side
|Manufactured by Lear, used in Smart ForTwo A451
V4 of Lear OBC
|-
|A0009006420
A0009006520
|OBC Gen 3.5 7.2 kW
|7.2 kW
|170-450
|Single (maybe Dual)
|C453 Smart ForTwo III
W167

W205

W213 E300e 2016-2024

X253 2015-2022
|Inlet and outlet on connector side
|Manufactured by Panasonic
Same 3 phase style AC input connector as some of the VW onboard chargers.

May also support dual phase inputs.
|-
|A0009009935
|11-7.2-STAR2-HV
|11 kW (TBC)
|TBC
|Three (TBC)
|W243
W293

W447
|Inlet and outlet on connector side
|Manufactured by Delta
|-
|A4519822821
|NLG664-U0-01B-D01
|22 kW
|310-430
|Three
|A451 SmartForTwo 2012-2015
|Inlet on connector side, outlet on opposite end
|Manufactured by [https://www.brusa.biz/portfolio/nlg664/ Brusa]
Same 3 phase style AC input connector as some of the VW onboard chargers.

Teardown on [https://www.smart-emotion.de/ smart-emotion.de] [https://www.smart-emotion.de/article/24-22kw-charger-brusa-nlg664-teardown-error-analysis/ here]

[https://www.manualslib.com/manual/1934102/Brusa-Nlg664-U0.html Brusa NLG664 technical manual]
|}
There are two LV data connectors are two 12 pin connectors. Based on data from the Brusa technical manual, one if for power and comms with the vehicle, and the other has connections to the charging port. Not all pins may be used on every Mercedes OBC model.

[[File:Mercedes Brusa LV Pinout A.jpg|alt=Mercedes Brusa LV Pinout A|none|thumb|445x445px|Mercedes Brusa LV Pinout A]]
[[File:Mercedes Brusa LV Pinout B.jpg|alt=Mercedes Brusa LV Pinout B|none|thumb|446x446px|Mercedes Brusa LV Pinout B]]

AC connector on the 7.2 kW versions is a TE PA66-GF25-FR

The DC connector is a Hirschmann variant on most Mercedes models (round connector with two pins inside), Smart models use this connector and a different connector for the Brusa 22 kW charger.

The Mercedes HV Charging harness cable is part number is A2055401604
[[Category:OEM]] [[Category:Mercedes-Benz]] [[Category:Brusa]] [[Category:Delta]] [[Category:Charger]]

Pierburg CWA Coolant Pumps

2023-07-24T21:26:45Z

Crasbe: Fixed References

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

'''Work In progress'''

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

A CWA200 has been dismantled here<ref>https://openinverter.org/forum/viewtopic.php?p=6283&hilit=cwa200#p6283</ref>

== CWA 200 ==

'''PUMP OEM Part Numbers''':

BMW: 11517586925 / 11517586924 / 11517563183 / 11517546994 / 11517545201 / 1151752158

'''PWM Control:'''

The Pump can be PWM controlled<ref>https://www.tecomotive.com/download/PWMinfo_EN.pdf (https://web.archive.org/web/20220520041935/https://www.tecomotive.com/download/PWMinfo_EN.pdf)</ref>, however a uninterrupted high pulse of 3ms must be applied at startup(50% duty at 150 Hz).

Duty Cycle:

• 0 – 1% → Stop

• 1 – 7% → Emergency running (about 95% speed)

• 8 – 12% → Stop / Error Reset

• 13 – 85% → Controlled operation from min to max speed

• 86 – 97% → Maximum speed

• 98 – 100% → Emergency running (about 95% speed)

An example curcuit and code using an arduino nano has been demonstrated on the internet site www.instructables.com<ref>https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/ (https://web.archive.org/web/20230711100850/https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/)</ref>

'''Connector:'''

4Pin Car Kostal Housing Plug Female: 1JBJ21 9441491 (BMW), 2E0905229 (Merc) Available from Aliexpress
[[File:Pwm.png|left|thumb|Pinout]]

'''Notes:'''

The data pin is called BSD. Bit Stream Serial Data. It reports an incredible amount of data including pump rpm , water temp, run time etc.

Useful data/information has been collected on an external ice forum<ref>https://forums.linkecu.com/topic/11204-water-pump-pwm/ (https://web.archive.org/web/20230711101334/https://forums.linkecu.com/topic/11204-water-pump-pwm/)</ref> including using suggestion with using 10k resistor with a low side output to generate a positive 12v pwm.

== '''References:''' ==
<references />

Unused? https://www.tecomotive.com/en/products/CWA200.html (https://web.archive.org/web/20220126044120/https://www.tecomotive.com/en/products/CWA200.html)
[[Category:OEM]]

VAG CCS2 Charge Port

2023-05-06T10:35:00Z

Crasbe: Changed "FastCharging" category to "Rapid Charging"

[[Category:VAG]]
[[Category:Charger]]
[[Category:Rapid Charging]]

== References ==
<references />

VAG CCS2 Charge Port

2023-05-06T10:34:01Z

Crasbe: Create blank page

[[Category:VAG]]
[[Category:Charger]]
[[Category:FastCharging]]

== References ==
<references />

Mitsubishi Outlander DCDC OBC

2023-05-05T21:59:20Z

Crasbe: Added information about the internal connector.

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]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>
==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.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

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==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
! Pin on Internal Connector
!Color
!Color from Schematic
!Name
!Function
|-
|1
|
| Orange
|
|NC
|Not Connected
|-
|2
|
|
|
|NC
|Not Connected
|-
|3
|
|Blue
|
|NC
|Not Connected
|-
|4
|
|
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|
|
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|
|
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|
|
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|
|
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|
|
|Black
|GND
|Ground
|-
|11
|
|
|
|NC
|Not Connected
|-
|12
|
|
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|
|Red
|Red-Blue
| CAN L
|CAN Low
|-
|
|
|
|
|
|
|}

Note: Although the above pin numbers match the Mitsubishi wiring diagram the numbers marked on the connectors are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

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]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

===AC Power Connector===
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8.

==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". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- 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%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

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

File:Outlander DC-DC OBC Signal Connector.jpg

2023-05-05T21:48:42Z

Crasbe:

Hirose GT8E-12DP-2H(55) Connector for the Outlander DC/DC OBC Signal Connector

Mitsubishi Outlander DCDC OBC

2023-05-05T21:42:02Z

Crasbe: Added dimension images to a Gallery, switched link to reference for power connector and added Web Archive Backup

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]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>
==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.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

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==

=== Signal Connector===
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]]

{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
! Pin on Internal Connector
!Color
!Color from Schematic
!Name
!Function
|-
|1
|
| Orange
|
|NC
|Not Connected
|-
|2
|
|
|
|NC
|Not Connected
|-
|3
|
|Blue
|
|NC
|Not Connected
|-
|4
|
|
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|
|
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|
|
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|
|
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|
|
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|
|
|Black
|GND
|Ground
|-
|11
|
|
|
|NC
|Not Connected
|-
|12
|
|
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|
|Red
|Red-Blue
| CAN L
|CAN Low
|-
|
|
|
|
|
|
|}

Note: Although the above pin numbers match the Mitsubishi wiring diagram the numbers marked on the connectors are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

===AC Power Connector===
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8.

==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". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- 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%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

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

Mitsubishi Outlander DCDC OBC

2023-05-05T21:29:39Z

Crasbe: Changed pre-blocks to syntaxhighlight-blocks

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]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==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.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

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==

=== Signal Connector ===
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]".

{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!Pin on Internal Connector
!Color
!Color from Schematic
!Name
!Function
|-
|1
|
| Orange
|
|NC
|Not Connected
|-
| 2
|
|
|
|NC
|Not Connected
|-
|3
|
|Blue
|
|NC
|Not Connected
|-
|4
|
|
| Violet-Green
|DC SW
| Enable DC/DC Converter
|-
| 5
|
|
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
| 6
|
|Black
|Black-Blue
| CAN H
|CAN High
|-
|7
|
|
|Grey
| Sense
| Sense for DC/DC Converter (via shared 7.5A fuse)
|-
| 8
|
|
| Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|
|
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|
|
|Black
|GND
| Ground
|-
|11
|
|
|
|NC
|Not Connected
|-
|12
|
|
|Brown-Red / Yellow-Black
| CHOT
|Serial Protocol to EV Remote WiFi Module
|-
| 13
|
|Red
|Red-Blue
|CAN L
| CAN Low
|-
|
|
|
|
|
|
|}

[[File:13 pin connector.png|thumb]]

Note: Although the above pin numbers match the Mitsubishi wiring diagram the numbers marked on the connectors are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

=== AC Power Connector ===
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413. https://www.auto-click.co.uk/7283-7350-30?search=90980-11413

=== +12V DC Connector ===
The thread size of the +12V stud of the DC/DC converter is M8.

==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". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- 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%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

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

Mitsubishi Outlander DCDC OBC

2023-05-05T21:21:26Z

Crasbe: /* Connections */ Created Table with References and more Wire Colors

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]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==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.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

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==

=== Signal Connector ===
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]".

{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!Pin on Internal Connector
!Color
!Color from Schematic
!Name
!Function
|-
|1
|
| Orange
|
|NC
|Not Connected
|-
| 2
|
|
|
|NC
|Not Connected
|-
|3
|
|Blue
|
|NC
|Not Connected
|-
|4
|
|
| Violet-Green
|DC SW
| Enable DC/DC Converter
|-
| 5
|
|
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
| 6
|
|Black
|Black-Blue
| CAN H
|CAN High
|-
|7
|
|
|Grey
| Sense
| Sense for DC/DC Converter (via shared 7.5A fuse)
|-
| 8
|
|
| Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|
|
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|
|
|Black
|GND
| Ground
|-
|11
|
|
|
|NC
|Not Connected
|-
|12
|
|
|Brown-Red / Yellow-Black
| CHOT
|Serial Protocol to EV Remote WiFi Module
|-
| 13
|
|Red
|Red-Blue
|CAN L
| CAN Low
|-
|
|
|
|
|
|
|}

[[File:13 pin connector.png|thumb]]

Note: Although the above pin numbers match the Mitsubishi wiring diagram the numbers marked on the connectors are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

=== AC Power Connector ===
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413. https://www.auto-click.co.uk/7283-7350-30?search=90980-11413

=== +12V DC Connector ===
The thread size of the +12V stud of the DC/DC converter is M8.

==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". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- 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%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<pre>
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</pre>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<pre>
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</pre>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<pre>
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</pre>

Within this function then i compare status and count down 3min for the charge event

<pre>
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</pre>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

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

Mitsubishi Outlander Rear Drive Unit

2023-05-03T19:46:43Z

Crasbe: Headlines fixed

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 10 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x M10 Bolt front face flange (all in same plane)
3x M12 Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|}
'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

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

'''Power Rating'''

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

Mitsubishi/FUSO part numbers include [https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 9411A078], 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

== '''Connectors''': ==
HV: 3x 3 phase lug connections with HV gland plate

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

== '''Vehicle Wiring Diagrams''' ==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|left|thumb|Outlander Rear Motor Face]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|left|thumb|Outlander Rear Motor Length]]
[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]