openinverter.org wiki - User contributions [en]

Tesla Model 3 Rear Drive Unit

2025-08-18T11:58:20Z

Jack Bauer: /* Oil specification */

== External Documentation ==
[https://openinverter.org/forum/viewtopic.php?f=10&t=575 Tesla Model 3 Rear Drive Unit Hacking] (forum thread)

https://github.com/damienmaguire/Tesla-Model-3-Drive-Unit (Hardware and reverse engineering details)

https://github.com/jsphuebner/stm32-sine/tree/tesla-m3-gate-driver (STM32 "modboard" firmware dev. branch)

==Part Numbers==

{| class="wikitable"
!Part Number
!Description
!Max Current
!Cars
|-
|1120970-00-F
|(ASY,M3,3DU,REAR,IGBT) - original RWD and/or "binned" Perf
|800A
|Model 3
|-
|1120980-00-G
|(ASY,M3,REAR 3DU,MOSFET,GLOBAL) - early AWD motor
|800A
|Model 3 / Model Y
|-
|1120990-00-G
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - newer AWD motor
|600A
|Model 3 / Model Y
|-
|1120990-00-H
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - newer AWD motor 2021 with few hints on it's actual existence ([2])
|???A
|Model 3 / Model Y
|-
|1120990-00-J
|(ASY,M3,REAR,MOSFET-LC,GLOBAL) - current (Jan 2022) AWD (EPC [3])
|???A
|Model 3 / Model Y
|-
|1521365-00-B
|(ASY, REMAN, 3DU-Rear 800 MOSFET) - Remanufactured 1120980-00-G
|800A
|Model 3 / Model Y
|-
|1521487-00-A
|(ASY, REMAN, 3DU-REAR 630 MOSFET) - Remanufactured 1120990-00-G
|600A
|Model 3 / Model Y
|}

[1] Details from https://www.reddit.com/r/teslamotors/comments/ioat3d/rear_motor_efficiency_improvements_980_vs_990/. 
[2] https://www.ebay.de/itm/185026392386 
[3] https://epc.tesla.com/en/catalogs/138/categories/10030/subcategories/42427

== Connectors and Pinouts ==
{| class="wikitable"
|+
!Label
!Description
!Pins
!Compatible Plugs
!Link
|-
|X090
|Inverter connector
|30
|Toyota 90980-12712 (Sumitomo 6189-6987)
|
|-
|?
|Rotor Shaft Resolver
|10 (8 connected)
|TE Connectivity 1-2282337-1
|
|-
|?
|Oil Pump
|3
|TE Connectivity 1-1718644-1
|
|-
|?
|HV connector
|2
|TE Connectivity HC-STAK 90° 2840900-1
|[https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Specification+Or+Standard%7F114-162001%7FJ%7Fpdf%7FEnglish%7FENG_SS_114-162001_J.pdf%7F2840900-1 TE Product Application]
|}

== Power Figures ==
Taken from tesla:

==== RWD Variant ====
Voltage: 350v

Max Power: 239 KW @ 5525 rpm

Max Torque: 420 nm @ 325-5200 rpm

==== AWD Variant ====
Voltage: 335v

Max Power: 203 KW @ 6700 rpm

Max Torque: 330 nm @ 325-5200 rpm

==== Performance Variant ====
Voltage: 320v

Max Power: 219 KW @ 5075 rpm

Max Torque: 420 nm @ 325-4800 rpm

== Mechanical Specification ==
Max rotor speed: 18,447 rpm

Input shaft gear: 31 teeth

Counter shaft input: 81 teeth

Counter shaft output: 24 teeth

Ring gear: 83 teeth

Gearbox Ratio: (81/31) * (83/24) = 9.036

Weight: 80 kg

Dimensions approx: 676 x 554 x 353 mm

Details from https://www.youtube.com/watch?v=SRUrB7ruh-8 & https://eveurope.eu/en/product/tesla-model-3-rwd-drive-kit.

== Inverter Components ==
{| class="wikitable"
|+
!Manufacturer
!Part No
!Description
!Quantity
!Datasheet
|-
|ST
|ST GK026
|SiC FET drive transistors
|24
|https://www.st.com/en/power-transistors/sctw100n65g2ag.html (?)
|-
|ST
|STGAP1AS
|Gate Drivers
|6
|https://www.st.com/en/power-management/stgap1as.html
|-
|ST
|STD46P4LLF6
|P-channel Power MOSFET 40V
|6
|https://www.st.com/en/power-transistors/std46p4llf6.html
|-
|Infineon
|3N0408
|N-channel Power Transistor
|6
|
|-
|TI
|TMS320F28377DPTPQ
|C2000 Delfino MCU
|1
|[https://www.ti.com/lit/gpn/tms320f28377d TMS320F2837xD Dual-Core Microcontrollers Datasheet]
[https://www.ti.com/lit/ug/spruhm8i/spruhm8i.pdf TMS320F2837xD Dual-Core Microcontrollers Technical Reference Manual]
|-
|On Semi
|TCA0372BDW
|Resolver amplifier
|1
|https://www.onsemi.com/pdf/datasheet/tca0372-d.pdf
|-
|TI
|LMV844
|Temperature sensor amplifier
|1
|https://www.ti.com/lit/gpn/lmv844
|-
|Microchip
|25LC256E
|EEPROM
|1
|http://ww1.microchip.com/downloads/en/DeviceDoc/20005715A.pdf
|-
|TI
|SN65HVD1040A
|CAN Transceiver
|2
|https://www.ti.com/lit/ds/symlink/sn65hvd1040a-q1.pdf
|-
|NXP
|TJA1021
|LIN Transceiver
|1
|https://www.nxp.com/docs/en/data-sheet/TJA1021.pdf
|-
|Broadcom
|ACPL-C87BT-000E
|DC HV sense
|1
|https://docs.broadcom.com/docs/AV02-3564EN
|-
|Infineon
|TLF35584QVVS2
|DC-DC Power and system watchdog
|1
|https://uk.farnell.com/infineon/tlf35584qvvs1xuma2/multi-volt-pwr-supply-ic-40-to/dp/3155085
|-
|TDK
|VGT22EPC-222S6A12
|DC-DC Transformer (gate drive?)
|1
|https://product.tdk.com/en/search/transformer/transformer/gate-drive/info?part_no=VGT22EPC-200S6A12
|}
Details from https://www.youtube.com/watch?v=l6dV2re3rtM.

== Oil specification ==
There are two variants of rear drive unit in terms of oil. One where the oil is also inside the motor and one where it isn't. Where the gear oil is also inside the motor the oil will be black in colour. In this case FUCHS BluEV EDF 7005 oil is required, not using this oil will degrade the motor and cause failure in the long term. The oil filter is available as a BluePrint part number ADBP210139.

== Cooling ==
The drive unit has a water cooling loop which runs into the inverter then out and into a water/oil plate heat-exchanger before returning to the car. The system uses NW18 connectors. The cooling hoses supplied use the following:

{| class="wikitable"
|+
!Part No
!Description
|-
|FIP-NW18-90°-3
|90 degree fitting made from 66% Nylon/30% Glass Fibre
|-
|FIP-NW18-180°-1
|Straight fitting made from 66% Nylon/30% Glass Fibre
|}

A variety of confirmed compatible fittings can be purchase from https://www.aliexpress.com/item/1005007457411094.html in straight, 45 degree or 90 degree format as required.

[[Category:Tesla]]
[[Category:Motor]]
[[Category:Inverter]]
[[Category:Gearbox]]

Tesla Model 3 Rear Drive Unit

2022-10-07T16:58:18Z

Jack Bauer: /* Connectors and Pinouts */

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-12T07:55:08Z

Jack Bauer: /* Controller */

== Overview ==
The Tesla Model 3 has a "Power Conversion System" (also known as the "PCS") which contains both a 10kW AC charger and a ??W DCDC converter. The PCS is located inside the "Penthouse" part of the main traction battery system.

== Learning/Resources ==
Video - The Tesla Project : Model 3 PCS First Look - https://youtu.be/_TYvSmDJSPQ

Video - Tesla Model 3 Power Conversion System - https://youtu.be/3ARHdRwfxjY

OpenInverter PCS overview/tech thread: https://openinverter.org/forum/viewtopic.php?f=10&t=171

OpenInverter PCS controller support thread: https://openinverter.org/forum/viewtopic.php?p=27744#p27744

Damien's GitHib: https://github.com/damienmaguire/Tesla-Model-3-Charger

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open source hardware and software. Design files for the controller hardware and software sources are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

=== Data Connectors ===
''EDITOR'S NOTE: my research shows some conflicting/different part numbers mentioned - would appreciate some clarification here once validated''

As per: https://openinverter.org/forum/viewtopic.php?p=26614&sid=24f0c02f437aeba37d4fc698d0ce54e6#p26614<blockquote>''The connector used for communications with the PCS :''

''https://www.te.com/global-en/product-1379662-5.html''

[https://www.mouser.ie/ProductDetail/TE-Connectivity-AMP/1379662-1?qs=%2Fha2pyFaduhhLY7GkruXdss4LW5fFjnNe6YzKwrJA1Y%3D ''https://www.mouser.ie/ProductDetail/TE- ... KwrJA1Y%3D'']

''Pins: [https://www.mouser.ie/ProductDetail/TE-Connectivity/1801069-2?qs=sGAEpiMZZMvlX3nhDDO4AIlVXMSSZRpGH8WODUA4Ad4%3D https://www.mouser.ie/ProductDetail/TE- ... DUA4Ad4%3D]''

''In true Muskian fashion it seems they use the 1379662-5 natural color variant of the plug which has no coding tabs. It is of course unavailable from mouser. The black and green variants are functionally identical and should work with coding tabs removed.''</blockquote>However, as per: https://github.com/muehlpower/EV-FFB, there is also mention of 1318774-1 (white) or 1318774-2 (black) for the comms/data connector.
[[File:V3 PCS controller pinout diagram.jpg|thumb]]

=== Power Connectors ===
The power-side connector assemblies are not widely available. The housings are a Tesla internal part (photos/part numbers [https://openinverter.org/forum/viewtopic.php?p=27744#p27744 here]), however, 3D printable housings have been made available [https://github.com/muehlpower/EV-FFB here]. The terminals also aren't widely available, but are known. As per https://github.com/muehlpower/EV-FFB:<blockquote>''The contacts for 400V are Uni F630 from MTA, part number 1107940. For 12V Kostal PLK 14.5, part number 23124734300. The connector for the data is from TE connectivity, part number 1318774-1 for white or 1318774-2 for black.''</blockquote>

=== Connections ===
[[File:Tesla PCS Connection diagram 8162022.png|thumb]]
The minimum wiring needed to wake the PCS:

# PCS controller connected to PCS via 12-way X420
# PCS controller is powered via 20-way +12V input pin and grounded to chassis via 20-way ground pin
# +12v and Chassis ground applied to PCS 12v Connector input terminal
# Chassis ground on the PCS case

== Firmware ==

=== Current Version ===
The current version of the PCS firmware can be found here: https://github.com/damienmaguire/Tesla-Model-3-Charger/releases

The current firmware will auto detect what Tesla firmware is installed on the PCS and adjusts the CAN messages accordingly (different versions of the PCS firmware from Tesla have different CAN requirements). It will also auto detect if the PCS is EU or US spec and whether single or three phase AC is connected. It also includes an integrated alert logging function to help diagnose any issues the PCS sees.

=== Alerts Logging ===
The PCS has an array of potential alerts to help diagnose issues. The images below show a matrix of potential alerts
[[File:PCS Alert Table001.jpg|thumb]]
[[File:PCS Alert Table002.jpg|thumb]]

Initially alerts had to be identified through CAN logs (PCS IPC CAN). In later firmware releases, the PCS web interface incorporated a decoder to help identify alerts (decimal number identifier relating to the alert tables shown here). In the current version of firmware, the alerts are now displayed in word format to make it easier and quicker to troubleshoot.

== Testing ==

=== First Power Up ===

Set up to initially test connections between a PCS and the PCS controller are straightforward. This can be done without any HV DC battery or charging connected to the PCS. Once the PCS controller is connected to the PCS (follow the relevant V2 or V3 pin-outs) the basic steps are:

# Connect the PCS aluminium case to LV ground
# Connect PCS controller ground wire to 12V ground
# Connect PCS 12V power wire via a 5A fuse to +12V
# Observe the PCS controller continuous 3.3V indicator red LED and the flashing activity red LED
# Connect to the PCS controller wifi to view the web interface. The interface will indicate that the PCS 'opmode' is 'Off' at this time
# On the web interface, change 'inputype' to 'Manual' in the drop down menu and select refresh at the top of the screen
# On the web interface, change 'activate' to 'Both'. This will tell the PCS to try start DC-DC and Charging if enabled (as above, these are not connected at this time so will generate alerts that will be mentioned further below)
# On the web interface, change 'AlertLog' to 'On'. This will tell the PCS to show any alerts
# To enable the PCS connect the PCS controller 'Input 1 (enable)' wire to +12V and select refresh at the top of the screen. 'Opmode' should now change to 'Run' on the web interface to show the PCS is now operational
# At this point, 'PCSAlertCnt' will likely show a number indicating the number of alerts the PCS has flagged and 'PCSAlerts' will show the first alert
# To see each alert separately, under General, change the number in the 'Alert' option (0 indicates first alert and should be default) to the next sequential number and select refresh at the top of the screen. 'PCSAlerts' will now show a description of the selected alert. Do this to step through each alert (total number indicated by 'PCSAlertCnt')
# Typical alerts with this configuration (no HV DC battery or charger interface connected) will be: 63chgVOutRationality, 66dcdcHVRationality
# Now the connections and communication with the PCS and controller are established, further testing can be carried out to check DC-DC and charging functionality. See below 

=== DC-DC First Test ===
TBC

=== AC Charging Test ===
TBC

=== Confirmed Working Models ===
to date a number of PCS units have been tested and confirmed to work with the current firmware:
1x 3p EU PCS from circa 2020 model year car
1x 1p US PCS from circa 2018 model year car. Running in BMW E46 touring conversion
1x 1p US PCS from circa 2020 model year car

The minimum recommended HV DC battery voltage for testing is 250V (This needs to be confirmed)
[[Category:OEM]] [[Category:Tesla]] [[Category:Charger]] [[Category:DC/DC]]

BMW I3 Fast Charging LIM Module

2021-10-26T07:14:06Z

Jack Bauer: /* External links */

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.

==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)]

== LIM versions ==
Only AC_DCO versions work for CCS. (Check if you have a MAC address on the label!)
{| class="wikitable"
|+LIM versions
!SN
!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 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
|
|}
The LIM's are available new from BMW spare parts suppliers for € 240 but there might be some programming/codeing necessary before the unit behaves like the ones used during development of the solution.

=== 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.

==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 / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|Hirschmann 805-587-545
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1
|-
|X
| Replacement Pins
|5-962885-1
|-
|X
|Rubber Seal
|1-967067-1
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM pinout]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| -
|
|-
|1B-2
|<nowiki>-</nowiki>
|
|-
|1B-3
|LED_M
|Lighting Charge Socket? (Not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port Lock Motor
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
|<nowiki>-</nowiki>
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|Internally connected to GND
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal?
|-
|1B-16
|LOCK_FB
|Charge Inlet Lock Feedback (1k unlocked, 11k locked)
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description
|-
|2B-1
|CP
|Pilot (charge port) ~620 ohms to GND is needed if no original i3 charge port is used!
|-
|2B-2
|PP
|Proxy (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|-
|2B-4
|Jumper
|Connected to Pin 3
|-
|2B-5
|GND
|Ground (charge port)
|-
|2B-6
|
|US CCS1 version connected to 2B-2
|}

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 needs to be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control
|-
|4B-5
|U_HV_DC
|Charge port DC Voltage (current input 3-20mA?)
|-
|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)
|}

Connector for BMW i3 CCS plug locking actuator is BMW part number 12527549033. Pins and seals should be the same as used on the LIM module.

== Wiring Diagram ==
[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]

== 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
|could also be sent by BMS
|-
|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
|1s
|needed
|-
|0x2FC
|Charge flap control
|VCU
|100ms
|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) needed?
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values) 10ms works needed?
|-
|0x2A0
|Central locking
|VCU
|200ms
|(constant values) needed?
|-
|0x397
|OBD
|VCU
|200ms
|(constant values) needed?
|-
|0x3F9
|Engine info
|VCU
|200ms
|(constant values) needed?
|-
|0x3A0
|Vehicle condition
|VCU
|200ms
|(constant values) needed?
|-
|0x330
|Range info
|VCU
|200ms
|(constant values) needed?
|-
|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) needed?
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) needed?
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
|OBD reset
|VCU
|1s
|(constant values) needed?
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
|0x2EF
|Min available voltage from the ccs charger.
|LIM
|
|
|-
|0x2B2
|Current and Votage 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 peripherals ==

=== 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 from the high voltage DC voltage.
[[File:Voltage measure board.jpg|none|thumb|isolated DC Voltage sense board by muehlpower]]The circuit of the voltage sense board is shared here https://openinverter.org/forum/viewtopic.php?p=28143#p28143

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

This makes it a bit harder to use different contactors.

The easiest option is to place a 15 ohms resistor (with heat sink) in parallel to simulate the original contactor coil and a small relais to drive the large Gigavac contactor with internal PWM economizer or dual coil.

Each of the two 15 ohm resistor has to dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure from 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 inlet|alt=]]
SEA J1772 (US) and IEC61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

Resistor values for each charging stage of the lower level protocol are described in the protocols but car manufacturers seem to place them in the charge port or in the charge controller or partly in both. Make sure the values are correct if you mix up parts from different cars.

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

The protocol and the electrical communication is similar for type 1 (1-phase) and type 2 (3-phase) charge ports but there is a difference in the lock mechanism which is motorised for type 2 and manual for type 1.

The original i3 type 1 charge port has a ~637 ohms resistor between CP and PE

and no resistor between PP and PE. Make sure to match these if you want to use a different charge port.

=== Charge port lock ===
'''Only important for type 2 (3-phase) charge ports.'''

In the i3 a quite expensive Phoenix CCS charge port is used and it would be nice 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|none|thumb|CCS inlet lock]]

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

Nice push buttons with 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]]

== Charge control ==
The EVSE (charging station) shares it’s limits with PWM during IEC 61851/ J1772 AC charging or PLC during DIN 70121 or ISO 15118 CCS sessions but often the car can not handle the max available power of the charging station.

The actual battery voltage and battery current is needed by the LIM to check the respond of the charging station. In this setup the battery voltage and current gets measured by a Isabellenhütte IVT CAN bus sensor but those values could also be measured and shard on the CAN bus by the BMS. (CAN message 0x112)

=== Battery dependant charging current control ===
During (fast) charging a cell voltage and cell temperature dependant 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 LIM has no temperature sensor inputs but the VCU / charge controller could be connected to the sensors (usually PT1000 or NTC) and reduce charging speed if the inlet gets too hot.

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

=== On board charger control ===
The LIM shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

If the on board charger accepts a AC current limit this value can be directly used but some chargers can only be controlled with DC current commands.

Since 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

== CCS charging sequence ==
[https://www.researchgate.net/profile/Ali-Bahrami-12/publication/338586995/figure/fig4/AS:925252242636800@1597608733638/CCS-Charging-sequence.jpg CCS-Charging-sequence.jpg]

This document actually covers Fast and Smart Charging Solutions for Full Size Urban Heavy Duty Applications but since most of the protocols used are similar it has comparable sequence diagrams with description 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

== 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 ==
VIN Numbers is not required for AC or DC fast charging to function

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 board components ==
{| 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
|}
*

ZombieVerter VCU

2021-10-24T17:02:23Z

Jack Bauer:

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following video to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo.

'''The enclosure kit links:'''

Enclosure Kit with Header, connector and pins :

https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

Prewired connector with 3M leads :

https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>

Note that in addition to the VCU, the inverter and transmission, you will require a specific canbus connected shunt: [[Isabellenhütte Heusler]]

Wiring information for the system, connector pinouts etc can be found here: [[Lexus GS450h Inverter]]

'''Pin Out Diagram'''

[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|link=link=Special:FilePath/Zomb-con-et.png|none|thumb|332x332px|List of connections to system components]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Software==

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.1.4 to see the huebner inverter dashboard.
==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-10-24T17:01:52Z

Jack Bauer:

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following video to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo.

'''The enclosure kit links:'''

Enclosure Kit with Header, connector and pins :

https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

Prewired connector with 3M leads :

https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

https://youtu.be/MUhs9j9R9Mg

Note that in addition to the VCU, the inverter and transmission, you will require a specific canbus connected shunt: [[Isabellenhütte Heusler]]

Wiring information for the system, connector pinouts etc can be found here: [[Lexus GS450h Inverter]]

'''Pin Out Diagram'''

[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|link=link=Special:FilePath/Zomb-con-et.png|none|thumb|332x332px|List of connections to system components]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Software==

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.1.4 to see the huebner inverter dashboard.
==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-10-24T16:59:51Z

Jack Bauer:

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following video to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo.

'''The enclosure kit links:'''

Enclosure Kit with Header, connector and pins :

https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

Prewired connector with 3M leads :

https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

Note that in addition to the VCU, the inverter and transmission, you will require a specific canbus connected shunt: [[Isabellenhütte Heusler]]

Wiring information for the system, connector pinouts etc can be found here: [[Lexus GS450h Inverter]]

'''Pin Out Diagram'''

[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|link=link=Special:FilePath/Zomb-con-et.png|none|thumb|332x332px|List of connections to system components]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Software==

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.1.4 to see the huebner inverter dashboard.
==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-10-24T16:59:14Z

Jack Bauer:

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following video to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo.

'''The enclosure kit links:'''

Enclosure Kit with Header, connector and pins :

https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

Prewired connector with 3M leads :

https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

<iframe src="https://player.vimeo.com/video/637910994" width="640" height="564" frameborder="0" allow="autoplay; fullscreen" allowfullscreen></iframe>

Note that in addition to the VCU, the inverter and transmission, you will require a specific canbus connected shunt: [[Isabellenhütte Heusler]]

Wiring information for the system, connector pinouts etc can be found here: [[Lexus GS450h Inverter]]

'''Pin Out Diagram'''

[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|link=link=Special:FilePath/Zomb-con-et.png|none|thumb|332x332px|List of connections to system components]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Software==

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.1.4 to see the huebner inverter dashboard.
==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-10-24T16:58:18Z

Jack Bauer:

'''<big>Now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards here].</big>'''

'''Development continues''' and you can
[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 follow and contribute along with the development here on the forum]

[https://openinverter.org/forum/viewtopic.php?f=3&t=1696 '''Support''' is available via a separate thread on the forum]

== Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450H) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450H and of course can be expanded to any number of others. This will be the default firmware for all vcu products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

It's basically an <s>rip off</s> homage and builds on other people's hard work in the shape of the following projects

* [https://github.com/jsphuebner/stm32-car STM32-CAR project]
* [https://github.com/jsphuebner/stm32-sine Openinverter]
* [https://github.com/Isaac96/SimpleISA ISA library]
* Leaf inverter driver by Celeron55

What we have as of now is the openinverter wrapper with things like :

* Throttle cal and mapping,
* Precharge and contactor control,
* Temp derating,
* BMS limits,
* for/rev/neutral control,
* Graphing and monitoring,
* Firmware updates via the web interface,
* Cruise control,
* Fuel gauge driver,
* etc

==Hardware==
So you've ordered your kit, first things first, watch the following video to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo.

'''The enclosure kit links:'''

Enclosure Kit with Header, connector and pins :

https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE

Prewired connector with 3M leads :

https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1

<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>

https://vimeo.com/637910994

Note that in addition to the VCU, the inverter and transmission, you will require a specific canbus connected shunt: [[Isabellenhütte Heusler]]

Wiring information for the system, connector pinouts etc can be found here: [[Lexus GS450h Inverter]]

'''Pin Out Diagram'''

[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|link=link=Special:FilePath/Zomb-con-et.png|none|thumb|332x332px|List of connections to system components]]

'''Note''': In the software port 0 = EXT2 and port 1 = EXT

== Software==

https://github.com/damienmaguire/Stm32-vcu/tree/LIM_ST107

The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter PASSWORD: inverter123

Then navigate to 192.168.1.4 to see the huebner inverter dashboard.
==Supported OEM Hardware==

*Nissan Leaf Gen1/2/3 Inverter/ motor
*nissan leaf gen 2 drive stack (inverter, dcdc, charger) gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450H inverter / gearbox via sync serial]]
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* chevy volt HV water heater
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*CCS DC Fast Charge via BMW i3 LIM

ZombieVerter VCU

2021-07-25T11:24:28Z

Jack Bauer: /* Hardware */

ZombieVerter VCU

2021-07-23T11:48:08Z

Jack Bauer: /* Software */

ZombieVerter VCU

2021-07-23T11:47:17Z

Jack Bauer: /* Hardware */

ZombieVerter VCU

2021-06-29T15:00:18Z

Jack Bauer: /* Supported OEM Hardware */

BMW I3 Fast Charging LIM Module

2021-06-01T18:19:59Z

Jack Bauer: add power limits

Lexus GS450h Drivetrain

2021-01-18T14:59:23Z

Jack Bauer: /* VCU Firmware */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.

Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

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

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

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

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

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

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>

The metal case is the ground.

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

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064323-1029
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

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

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

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Lexus GS450h Drivetrain

2021-01-18T13:49:57Z

Jack Bauer: /* VCU Firmware */

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.

Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

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

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

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

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

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

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>

The metal case is the ground.

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

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064323-1029
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

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

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

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

A video tutorial to accompany this guide and firmware is available here :

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Lexus GS450h Drivetrain

2021-01-17T14:35:30Z

Jack Bauer: update volts

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.

Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

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

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

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

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

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

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline></figure-inline></figure-inline></figure-inline>

The metal case is the ground.

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

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064323-1029
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

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

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

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Lexus GS450h Drivetrain

2021-01-17T14:30:33Z

Jack Bauer: clean up

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.

Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

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

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

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

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

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

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
<figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline></figure-inline></figure-inline>

The metal case is the ground.

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

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064323-1029
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

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

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

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Lexus GS450h Drivetrain

2021-01-17T14:16:32Z

Jack Bauer: add vcu firmware description

[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]
The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without communicating with a GS450h ECU.

Note that the Toyota Camry hybrid (US market) uses a similar inverter with the same logic board, which is functionally identical to the GS450h unit.

== GS450h Inverter ==

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

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:
[[File:Toyota Camry Inverter external connector.png|thumb|204x204px|Toyota Camry Inverter external connector]]
* Two high power inverters, for the 2 motors MG1 capable of handling X(?) amps, and MG2 capable of handling Y(?) amps.
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

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

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

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

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

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

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

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

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

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

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

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

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

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

The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===
Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.

Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.

Overall length including tailshaft, output flange, and pilot shaft, is 82cm.

Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc)

Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.

The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)

The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)

=== The Oil Pump ===
<figure-inline><figure-inline><figure-inline>[[File:Oilpump.png|300x300px]]</figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline>[[File:Connector - A55 Oil Pump Motor Controller 90980–12483.png|269x269px]]</figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline>[[File:Oil Pump.png|386x386px]]</figure-inline></figure-inline></figure-inline>
<figure-inline><figure-inline><figure-inline>[[File:Oil Pump2.png|400x400px]]</figure-inline></figure-inline></figure-inline>

The metal case is the ground.

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

Brown (pin 7) is feedback from the oil pump. It's PWM. Do what you want with this or leave it disconnected.

The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.

The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

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

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)
{| class="wikitable"
|+Inverter Connectors
!Connector
!Part No.
!Location
!
|-
|Inverter interface connector (A62)
|90980–12630
|Black connector on the side of the inverter. This connector is not sold anywhere to our knowledge.
|
|}
A good alternative to this, otherwise difficult to obtain, connector is to replace the receptacle/header with the following parts from Molex:
{| class="wikitable"
|+
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064323-1029
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

{| class="wikitable"
|+Transmission Connectors
!Connector
!Part No.
!Location
!
|-
|ECT Solenoid (E83)
|Sumitomo 6189-1092
|Located on the left hand side of the transmission above the oil pan.
|[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Shift Lever Position Sensor (E80)
|Sumitomo 90980-12362
|Located on the right side of the transmission next to the shift lever inhibitor switch.
|[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|MG1 & MG2 Resolver(s) (E81 & E82)
|Sumitomo 6189-1240
|Two connectors located on the left side of the transmission by the bell housing.
|[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|}
{| class="wikitable"
|+Oil Pump & Oil Pump Motor Controller
!Connector
!Part No.
!Location
!
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|
|-
|HVECU -> Oil Pump Controller (A52)
|
|Single large (7-way) connector on the side of the oil pump controller
|
|}

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

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

The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

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

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

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

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

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

Instruction for use :

Connect a USB cable between the VCU and a PC.

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

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

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

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

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

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

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

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

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

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

==============================================================

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

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

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

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

00 | 0 0

10 | 0 0 0 0 0 0 0 0

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

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

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

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

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

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

Throttle calibration procedure :

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

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

Configured min throttle value: 109

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

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

Configured max throttle value: 633

The throttle calibration is now complete.

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

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

First, drive torque:

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

Configured drive torque: 500

Now torque:

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

Configured reverse torque: 250

Torque calibration is now complete.

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

Parameters stored to EEPROM

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

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

Configured gearbox oil pump speed: 50

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

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

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

LOW Gear Selected

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

HIGH Gear Selected

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

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

Parameters stored to EEPROM

Selecting Direction.

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

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

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

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

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

WiFi Display.

A wifi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

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

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

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

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

After a few seconds the web gauge display will appear.

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

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

==Development History==
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
==Vendors==
There are currently no vendors who offer support on any aspects of the GS450h VCU.
==Support==
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

Toyota Prius Gen2 Board

2019-12-14T15:36:35Z

Jack Bauer:

[[File:Prius Board v1.jpg|thumb|Prius Board v1]]

The Toyota Prius Gen2 Board is an open source project to repurpose 2004-2009 Toyota Prius inverters for DIY EV use. It consists of a circuit board and programming that replaces the Prius' original ECU.

== Prius Inverter ==
[[File:Prius Gen 2 Inverter.jpg|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 Inverter - Internal.jpg|thumb|Internal look at the Prius Gen2 Inverter]]
The Toyota Prius is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Large part availability. Priuses have been made in large numbers for 20 years.
* High affordability. Prius inverters are available for around $150 from scrapyards everywhere.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.
* Respectable performance. Rated for 50kW output, but tests indicate they can tolerate as much as 300kW
* Ease of repurposing. Emulating the original ECU seems reasonably feasible.

The Gen2 Prius (2004-2009 model years) has a variety of useful components inside the inverter package:
* 2 high power inverters, for the 2 motors MG1 (starter) capable of handling X(?) amps, and MG2 (drive motor) capable of handling Y(?) amps.
* A DC-DC converter to provide 12v power supply to the automotive systems and accessories.
* A boost module to boost the 200v battery pack up to 500v, which looks to be able to function as a battery charger (wish list for future development)
* See this video for a thorough disassembly and explanation of the Gen2 Inverter (Timestamp 1:15:30): https://www.youtube.com/watch?v=Y7Vm-C4MsW8&t=4531

== Control Board ==

As designed by Damien Maguire, the open source hardware for the control board can be purchased as blank, unpopulated boards on his website: [https://evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/prius-gen-2-inverter-bare-logic-board Prius Gen2 Logic Board on EVBMW's Webshop]

== How To Use ==

The Prius Gen2 Board is suitable to control any (please add: motor types here) motors.

Note: There is a mistake in the printing on the v1 circuitboard. The parts labelled T1, T2, and T3 - which are the small black transistors in the upper right of the board - are all drawn backwards to how they need to be inserted. These parts should be installed with the flat side of the component facing the opposite direction as the printing shows. The flat side should be to the right.

Schematics, Bill of Materials, and other documentation are available on [https://github.com/damienmaguire/Prius-Gen-2-Inverter Damien's Project Github]
(note: flesh out bill of materials here, or post changes to Damien to update his documentation directly?)

The control board utilizes the Blue Pill (link?) microcontroller, and takes advantage of the OpenInverter.org software (link?) for control.

Assembly notes?
Blue Pill programming notes or just links to Blue Pill section?

Try to get all the wiring harness bits that plug into the inverter when you purchase it. Else, the 32-pin connector inside the inverter part number is: 1318747-1, and the pins to wire it are: 1123343-1

Terminal Block Connection list (rough, in-progress):

== Pin Header Summary ==

Control Board Description:

{| class="wikitable"
! Pin # !! Designation !! Description
|-
|TB1-1
||12v-in
||Primary 12v supply from ignition on
|-
|TB1-2
|GND
||Primary ground connection to 12v negative. All grounds are common
|-
|TB1-3
|5v VCC
||5V supply from board for use with throttle pot or hall pedal
|-
|TB1-4
|Throttle In
||0-5v variable voltage input from throttle pedal or pot
|-
|TB1-5
|Regen In
||0-5v variable voltage input. Can be used as second throttle channel or control regen from a brake pressure sensor
|-
|TB1-6
|GND
|-
|TB1-7
|Brake In
||12v digital input from brake light switch.
|-
|TB1-8
|Start In
||12v digital input from "Start" position on a traditional ignition switch. Momentary action push button can be used.
|-
|TB1-9
|For In
||12v digital input commands motor to run in forward direction
|-
|TB1-10
|Rev In
||12v digital input commands motor to run in reverse direction
|-
|TB3-1
| +12v VCC
||12v output to inverter IGCT terminal
|-
|TB3-2
|GND
|Common ground
|-
|TB3-3
|Phase U ||
Phase U output. Connect to Inverter MUU terminal for MG2 inverter drive or GUU for MG1 inverter drive
|-
|TB3-4
|Phase Y
||Phase V output. Connect to Inverter MVU terminal for MG2 inverter drive or GVU for MG1 inverter drive
|-
|TB3-5
|Phase W
||Phase W output. Connect to Inverter MWU terminal for MG2 inverter drive or GWU for MG1 inverter drive
|-
|TB3-6
|Current U
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-7
|Current Y
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-8
|MG2 Enable
||Connect to Inverter MSDN to run MG2 inverter or GSDN to run MG1 inverter
|-
|TB3-9
|MG2 Fault
||Connect to MFIV for MG2 or GFIV for MG1
|-
|TB3-10
|DC Bus
||Connect to inverter VH to measure DC link voltage
|-
|TB2-1
| +5V VCC
||5v output to encoder for induction motor
|-
|TB2-2
|ENCA In
||Encoder input A
|-
|TB2-3
|ENCB In
||Encoder input B
|-
|TB2-4
|GND
|Encoder ground
|-
|TB2-5
|HS Temp
||Heatsink temp sensor input
|-
|TB2-6
|MOT Temp
||Motor temp sensor input
|-
|TB4-1
|GND
|Common ground
|-
|TB4-2
|Main Con
||Main HV contactor control low side switch
|-
|TB4-3
|Precharge
||HV precharge contactor control low side switch
|-
|TB4-4
| +12 V VCC
||Spare 12v output
|-
|TB4-5
|CAN L
||Can bus low signal
|-
|TB4-6
|CAN H
||Can bus high signal
|}

32-pin Prius Inverter Pinout:
(Add photo of plug showing pin numbering? Where does numbering start?)

{| class="wikitable"
|-
! Pin # !! Designation !! Wire Color !! Description
|-
|1|| NC ||||
|-
|2||GIVA|| Example || Example
|-
|3|| GIVB || Example || Example
|-
|4|| GUU || Example || Example
|-
|5|| GVU || Example || Example
|-
|6|| GWU || Example || Example
|-
|7|| MIVA || Example || Example
|-
|8|| MIVB || Example || Example
|-
|9|| MUU || Example || Example
|-
|10|| MVU || Example || Example
|-
|11|| MWU || Example || Example
|-
|12|| VH || Example || Example
|-
|13|| CPWM || Example || Example
|-
|14|| GSDN || Example || Example
|-
|15|| VL || Example || Example
|-
|16|| GINV || Example || Example
|-
|17|| NC || Example || Example
|-
|18|| GIWA || Example || Example
|-
|19|| GIWB || Example || Example
|-
|20|| CT || Example || Example
|-
|21|| GIVT || Example || Example
|-
|22|| GFIV || Example || Example
|-
|23|| MIWA || Example || Example
|-
|24|| MIWB || Example || Example
|-
|25|| MSDN || Example || Example
|-
|26|| MIVT || Example || Example
|-
|27|| MFIV || Example || Example
|-
|28|| OVH || Example || Example
|-
|29|| CSDN || Example || Example
|-
|30|| FCV || Example || Example
|-
|31|| OVL || Example || Example
|-
|32|| GCNV || Example || Example
|}

Toyota Prius Gen2 Board

2019-12-14T15:30:33Z

Jack Bauer: /* Pin Header Summary */

[[File:Prius Board v1.jpg|thumb|Prius Board v1]]

The Toyota Prius Gen2 Board is an open source project to repurpose 2004-2009 Toyota Prius inverters for DIY EV use. It consists of a circuit board and programming that replaces the Prius' original ECU.

== Prius Inverter ==
[[File:Prius Gen 2 Inverter.jpg|thumb|Prius Gen 2 Inverter Montage]]
[[File:Prius Gen2 Inverter - Internal.jpg|thumb|Internal look at the Prius Gen2 Inverter]]
The Toyota Prius is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Large part availability. Priuses have been made in large numbers for 20 years.
* High affordability. Prius inverters are available for around $150 from scrapyards everywhere.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.
* Respectable performance. Rated for 50kW output, but tests indicate they can tolerate as much as 300kW
* Ease of repurposing. Emulating the original ECU seems reasonably feasible.

The Gen2 Prius (2004-2009 model years) has a variety of useful components inside the inverter package:
* 2 high power inverters, for the 2 motors MG1 (starter) capable of handling X(?) amps, and MG2 (drive motor) capable of handling Y(?) amps.
* A DC-DC converter to provide 12v power supply to the automotive systems and accessories.
* A boost module to boost the 200v battery pack up to 500v, which looks to be able to function as a battery charger (wish list for future development)
* See this video for a thorough disassembly and explanation of the Gen2 Inverter (Timestamp 1:15:30): https://www.youtube.com/watch?v=Y7Vm-C4MsW8&t=4531

== Control Board ==

As designed by Damien Maguire, the open source hardware for the control board can be purchased as blank, unpopulated boards on his website: [https://evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/prius-gen-2-inverter-bare-logic-board Prius Gen2 Logic Board on EVBMW's Webshop]

== How To Use ==

The Prius Gen2 Board is suitable to control any (please add: motor types here) motors.

Note: There is a mistake in the printing on the v1 circuitboard. The parts labelled T1, T2, and T3 - which are the small black transistors in the upper right of the board - are all drawn backwards to how they need to be inserted. These parts should be installed with the flat side of the component facing the opposite direction as the printing shows. The flat side should be to the right.

Schematics, Bill of Materials, and other documentation are available on [https://github.com/damienmaguire/Prius-Gen-2-Inverter Damien's Project Github]
(note: flesh out bill of materials here, or post changes to Damien to update his documentation directly?)

The control board utilizes the Blue Pill (link?) microcontroller, and takes advantage of the OpenInverter.org software (link?) for control.

Assembly notes?
Blue Pill programming notes or just links to Blue Pill section?

Try to get all the wiring harness bits that plug into the inverter when you purchase it. Else, the 32-pin connector inside the inverter part number is: 1318747-1, and the pins to wire it are: 1123343-1

Terminal Block Connection list (rough, in-progress):

== Pin Header Summary ==

Control Board Description:

{| class="wikitable"
! Pin # !! Designation !! Description
|-
|TB1-1
||12v-in
||Primary 12v supply from ignition on
|-
|TB1-2
|GND
||Primary ground connection to 12v negative. All grounds are common
|-
|TB1-3
|5v VCC
||5V supply from board for use with throttle pot or hall pedal
|-
|TB1-4
|Throttle In
||0-5v variable voltage input from throttle pedal or pot
|-
|TB1-5
|Regen In
||0-5v variable voltage input. Can be used as second throttle channel or control regen from a brake pressure sensor
|-
|TB1-6
|GND
|-
|TB1-7
|Brake In
||12v digital input from brake light switch.
|-
|TB1-8
|Start In
||12v digital input from "Start" position on a traditional ignition switch. Momentary action push button can be used.
|-
|TB1-9
|For In
||12v digital input commands motor to run in forward direction
|-
|TB1-10
|Rev In
||12v digital input commands motor to run in reverse direction
|-
|TB3-1
| +12v VCC
||12v output to inverter IGCT terminal
|-
|TB3-2
|GND
|Common ground
|-
|TB3-3
|Phase U ||
Phase U output. Connect to Inverter MUU terminal for MG2 inverter drive or GUU for MG1 inverter drive
|-
|TB3-4
|Phase Y
||Phase V output. Connect to Inverter MVU terminal for MG2 inverter drive or GVU for MG1 inverter drive
|-
|TB3-5
|Phase W
||Phase W output. Connect to Inverter MWU terminal for MG2 inverter drive or GWU for MG1 inverter drive
|-
|TB3-6
|Current U
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-7
|Current Y
||Phase currents from inverter. Requires external divider circuit. Not required to run motor or inverter.
|-
|TB3-8
|MG2 Enable
||Connect to Inverter MSDN to run MG2 inverter or GSDN to run MG1 inverter
|-
|TB3-9
|MG2 Fault
||Connect to MFIV for MG2 or GFIV for MG1
|-
|TB3-10
|DC Bus
||Connect to inverter VH to measure DC link voltage
|-
|TB2-1
| +5V VCC
||5v output to encoder for induction motor
|-
|TB2-2
|ENCA In
||Encoder input A
|-
|TB2-3
|ENCB In
||Encoder input B
|-
|TB2-4
|GND
|Encoder ground
|-
|TB2-5
|HS Temp
||Heatsink temp sensor input
|-
|TB2-6
|MOT Temp
||Motor temp sensor input
|-
|TB4-1
|GND
|Common ground
|-
|TB4-2
|Main Con
||Main HV contactor control low side switch
|-
|TB4-3
|Precharge
||HV precharge contactor control low side switch
|-
|TB4-4
| +12 V VCC
||Spare 12v output
|-
|TB4-5
|CAN L
||Can bus low signal
|-
|TB4-6
|CAN H
||Can bus high signal
|}

32-pin Prius Inverter Pinout:
(Add photo of plug showing pin numbering? Where does numbering start?)

{| class="wikitable"
|-
! Pin # !! Designation !! Wire Color !! Description
|-
|1|| Example || Example || Example
|-
|2|| Example || Example || Example
|-
|3|| Example || Example || Example
|-
|4|| Example || Example || Example
|-
|5|| Example || Example || Example
|-
|6|| Example || Example || Example
|-
|7|| Example || Example || Example
|-
|8|| Example || Example || Example
|-
|9|| Example || Example || Example
|-
|10|| Example || Example || Example
|-
|11|| Example || Example || Example
|-
|12|| Example || Example || Example
|-
|13|| Example || Example || Example
|-
|14|| Example || Example || Example
|-
|15|| Example || Example || Example
|-
|16|| Example || Example || Example
|-
|17|| Example || Example || Example
|-
|18|| Example || Example || Example
|-
|19|| Example || Example || Example
|-
|20|| Example || Example || Example
|-
|21|| Example || Example || Example
|-
|22|| Example || Example || Example
|-
|23|| Example || Example || Example
|-
|24|| Example || Example || Example
|-
|25|| Example || Example || Example
|-
|26|| Example || Example || Example
|-
|27|| Example || Example || Example
|-
|28|| Example || Example || Example
|-
|29|| Example || Example || Example
|-
|30|| Example || Example || Example
|-
|31|| Example || Example || Example
|-
|32|| Example || Example || Example
|}

Main Page Old

2019-04-07T13:33:49Z

Jack Bauer: /* Tesla Boards */

Welcome to the openinverter.org Wiki Site.

The open inverter project consists of some reference designs for the [[Main Board Version 2|control hardware]] using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include [https://github.com/damienmaguire/ drop in boards for Tesla] small and large drive units.

If you have received a kit you are probably looking for [[Schematics and Instructions|build instructions]].

If you want to tune your inverter check the [[Parameters|parameter description]].

You might also want to set up [[CAN communication|CAN communication]] or use the inverter as a [[Battery Charging|battery charger]] also.

= Hardware =
* [[Main Board Version 3]]
* [[Main Board Version 2]]
* [[Main Board Version 1]]
* [[Sense Boards]]
* [[Gate Driver]]
* [[Hardware Theory of Operation]]
* [[Sensor Board|Legacy Sensor Board]]
= Software =
* [[Software Theory of Operation]]
* [[CAN communication]]
* [[Parameters]]
* [[Downloads]]
* [[Errors]]
= Inverter Kits =
* [[Features]]
* [[Schematics and Instructions]]
* [[Battery Charging]]
= Tesla Boards =
Currently, there are two boards available designed specifically to run the drive units found in the Tesla Model S and Model X electric vehicles.
The Large drive unit (LDU) logic board and Small drive unit (SDU) logic board. The LDU board is designed to run the large rear drive unit found in the Model S and X. Both the standard and performance (sport) version. The SDU board is designed to run the small drive units ,both front and rear.
Both designs are based on the openinverter system and use the exact same firmware and web interface / wifi connectivity as the standard products.
A variant of the LDU found in the Mercedes B class ev can also be used. 
In keeping with the open source philosophy, all designs including full schematics, pcb layouts, BOMs and Gerber files can be found on Github : 
https://github.com/damienmaguire 
Fully built and tested and bare pcb boards are available from the EVBMW webshop : 
http://www.evbmw.com/index.php/evbmw-webshop 
Support for these boards will be provided via the OpenInverter forum and a full body documentation will be built up here on the Wiki over time. 

= Conversion Projects =
* [[VW Polo 86C Conversion]]
= General =
* [[Configuration Files]]