Nissan Leaf Gen 3 (2018 up EM57)

2025-11-13T18:57:09Z

Jrbe: /* Setting up the 3rd generation Leaf adapter board jumpers */

If you scanned the QR code on your gen 3 Leaf adapter board you are in the right place to help set it up!
[[File:V0.0.2 Gen 3 Leaf Adapter PC board assembly.png|thumb]]

== 110kw / 160kW ==
The third generation Nissan leaf stack has both 110kW and 160kW versions. Current understanding is the only difference between these 2 is the Nissan controller board. https://openinverter.org/forum/viewtopic.php?p=45803#p45803

This Open Inverter adapter board replaces the Nissan controller in these gen. 3 inverters. Theory is that either inverter could make at least 160kW with this OI adapter & controller boards if the rest of the system can support it.

== This adapter board is compatible with Gen 3 Nissan Leaf (model year 2018-2022?) inverters and the [[Mini Mainboard|open inverter mini main board]] ==

=== This is a work in progress. This board is not yet tested. ===
Any deeper dive info is in italics. You can skip over anything in italics if you don't want to know how it works or what it's doing in the background.

== Things to verify ==
Some of the info was not completely clear for the development of this board. Things that need to be verified:

* Let's use <s>strikethrough</s> as we verify these items.
* The board address needs to be checked with the brake circuit connected and disconnected (cut SJ4 to disconnect, solder to connect it.) Need to verify this does not skew the address voltage and change the address. There are vias to measure the voltage in the board address block to help.
* Verify different 32 & 40 position connector footprints match up. Through hole footprints are unknown. <s>The SMD connectors work properly.</s>
* <s>The second part of the brake circuit looks like it should block 2.5v and below from turning on the brake lights. Above about 2.7v the brake lights should go on. This depends on if the STM32 can push enough power to overcome a few components. Trying to give a wider range of available addresses and still have the brake light output trigger in regen. The high side switch turns on at around 1.2v on the enable line, that's what the zener blocking diode is for.</s>
* <s>R3 and R9 are setup as 0R (jumper) resistors. Nissan has 2 lines for each current sensor signal. These should not be populated for now.</s>
* <s>R2 & R4 are unclear if they should be grounds and are 0R resistor / jumpers. Need to figure out if these are in fact required grounds.</s>
** <s>J1 connector (Nissan 32 pos.) on position 20 if using thru hole board to wire connectors it only has a .3mm trace to ground which likely won't last or work well. If this ground is required there is a large ground via right next to position 20 to solder to for a good ground connection. Will need to correct this in the next version once understood.</s>
* R13 is a pull down resistor for the T_SINK input. <s>This is at 3K3 in V0.0.1 but unsure if this is ideal.</s> V0.0.4 changed this to a 1.2k pull down resistor. There are 2 plated thru holes on each side of R13 to use to make testing the ideal value easier.
* <s>L2 in rev V0.0.2 had an 0805 inductor rated for only 15ma. Changed to a Sunlord 4030 / AKA 4.0mm X 4.0mm inductor that can pass 700ma +. I don't think any V0.0.2 boards were made yet but not sure.</s>
* '''What connector options to use for the Open Inverter connections to get out of the inverter.'''
* <s>The capacitors on each contactor mosfet gate should be checked that they do not delay turn on or off too much and that they help eliminate chatter. If they are too large they could run the mosfets in the linear region and could cause damage.</s> Set these to do not populate, not tested.

== There are optional jumpers on both the adapter board and the mini mainboard. ==

=== Setting up the mini mainboard jumpers ===
[[File:Mini mainboard Transparent.png|thumb]]See, [[Mini Mainboard]] for details.

==== '''SJ1''' ====
Mini mainboard back jumper should be **soldered / not soldered.**

''This enables a 500 ohm pull-up resistor that is needed for open collector encoders. In the case of the EM57 motor it '''**is / is not required**.'''''

==== '''SJ3''' ====
The Mini Mainboard has this soldered / jumpered to the left. It's setup for a cruise control 12v input. It should stay like this.

''Soldered to the right is 3.3v MOSI for SPI communications. Do not apply 12v to this input while shorted to the right of the jumper or damage likely will result.''

=== Setting up the 3rd generation Leaf adapter board jumpers ===
[[File:V0.0.2 Gen 3 Leaf Adapter PC board SMD Only.png|thumb]]

==== '''SJ4''' ====
Can be ignored. It should stay shorted.

''This jumper allows disconnecting the brake output circuitry from the board address circuitry for testing (see Mini Mainboard Hardware Detection.) **add link** This IO is shared between a board address analog input and a brake light output. Once this is proven out there should be no need to change this jumper.''

==== '''SJ5''' ====
Open Inverter has an Emergency Stop (E-Stop) function to quickly, non-destructively, and safely shut down the inverter. To use the E-Stop option, connect an E-stop switch (closed when OK, open in stop position) that feeds 12v to position 40 of this adapter board. The E-Stop switch must break the 12v signal of the circuit when the e-stop is pressed or if a wire breaks. Other methods are not recommended for safety. This is to guarantee it shuts the inverter down when needed. Starting with V0.0.4 '''pin 26''' of the 40 position connector has a '''solder jumper to 12v'''. This allows the user to connect on board '''+12V to pin 26''' to be used as the +12V supply for the E-Stop Switch. See p26 +12V below.

'''You must either feed in 12v on pos. 40 or solder SJ5 closed to feed12v into this E_STOP input or the inverter will not run.'''

'''To bypass the E-Stop functionality''', solder the SJ5 jumper closed. No need to populate position 40 (e-stop signal) in this bypassed case.

==== '''SJ6''' ====
Is optional and can be left with both positions open. '''Never short all 3!'''

''Position 19 on the 40 position Nissan connector is a PWM_USER / OUT_TEMP signal. Part of the PWM_USER circuitry is an optional 0805) pull up resistor (R19) that is not populated. An 0805 SMD resistor can be added if a pullup is desired on board (the footprint is for a hand solder 0805, it's larger than normal but makes it easier to modify and hand solder.)''
'''''SJ6''' is a voltage select solder jumper to select between the onboard voltages of 5.3V and 12v to create the wave form / signal on this output. There is also a plated through hole labeled as UV1 (user voltage) that can be used'' ''for the pull up'' ''with a'' ''a different voltage if desired.'' ''Do not solder / short SJ6 if UV1 is used.''

''C11 capacitor is to reduce EMI. If your PWM device needs a very sharp edge this may interfere. C12 is a 1uF capacitor to help stabilize the user selected voltage, covers 5.3, 12v and user voltage selections. To the left of this +12V pad is a plated through hole to supply an unregulated +12v to be used for a user supplied voltage regulator for a different voltage. The n channel mosfet is rated for 100v and 1.5 amps. This is a common footprint with a wide range of voltages and currents up to about 1.5 amps.''

==== '''SJ8 / J8''' ====
Are voltage select jumpers. SJ8 is a solder jumper and J8 is a 3 position male pin header. You must use only one style jumper to select 3.3v or 5v for your programmer so you do not accidently short 5.3v and 3.3v together. J8 has 2.54mm / .1 inch pin spacing, common jumper caps will work to select the voltage. See programming the ESP32 below for further info on programming.
==== '''SJH1 & SJL1''' ====
These should be either both soldered if a 120ohm CAN termination resistor is desired here. If this is the end of a CAN line these should both be soldered. CAN lines should be terminated at each end of the lines with a 120 ohm resistor. Do not leave one solder jumper open & one closed.

''There is a capacitor in the middle of the 2x 60 ohm resistors to help filter noise on the CAN lines. There is also a TVS diode (D6) right next to the 40pos. connector to help with static protection.''

'''p26 +12V'''

On the 40 position connector there is a solder jumper on the back of the board. This is meant to supply +12V to '''pin 26''' of the 40 position Nissan connector to be used for the E-Stop function if desired (connected to both the SMD and through hole footprints.) There are very thin traces from the solder jumper up to a +12v plated through hole above the MOSI label meant to act as a crude fuse.

'''IL1 & IL2'''

Il1 & IL2 are redundant current sensor signal paths. OEMs commonly use 2 signal paths for each current sensor to the inverter controller. Open inverter uses 1 trace for each current sensor, these solder jumpers can be soldered closed to switch to have 2 signal paths to the inverter brain. These can both be left open.

=== OI Automatic Mini Maniboard Address Detection ===
Automatic board detection was introduced with this board in combination of the Mini Mainboard. [[Mini Mainboard#Hardware detection]] '''There is nothing to do here''', the Open Inverter environment should automatically detect which board this is and populate settings for it. This sense line is shared with the brake output, see the "Brake Output section at the bottom for more info.

== Soldering on the Nissan header connectors ==
The adapter board is setup with multiple footprints for both of the 32 and 40 position inverter's internal Nissan board to wire connectors. This means that the available connectors should all be able to be used without modifications.
[[File:32 position 90° headers.png|thumb]]

=== 32 position header connector options: ===
{| class="wikitable sortable mw-collapsible"
|+
!Connector Part #
!Manufacturer Page
!Availaility
!Sourcing
|-
|Desoldered Nissan
|?
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318745-2
|https://www.te.com/en/product-1318745-2.html
|High
|https://octopart.com/search?q=1318745-2
|-
|2326784-2
|https://www.te.com/usa-en/product-2326784-2.html
|Low
|https://octopart.com/2326784-2-te+connectivity+%2F+amp-119798073?r=sp
|-
|2326784-3
|https://www.te.com/usa-en/product-2326784-3.html
|Low
|https://octopart.com/2326784-3-te+connectivity-141486898?r=sp
|-
|2322737-1
|https://www.te.com/usa-en/product-2322737-1.html
|No
|https://octopart.com/2322737-1-te+connectivity-141486892?r=sp
|-
|2326784-1
|https://www.te.com/usa-en/product-2326784-1.html
|No
|https://octopart.com/2326784-1-te+connectivity+%2F+amp-125203930?r=sp
|-
|1318745-4
|https://www.te.com/usa-en/product-1318745-4.html
|No
|https://octopart.com/1318745-4-te+connectivity+%2F+amp-111145194?r=sp
|-
|2326784-4
|https://www.te.com/usa-en/product-2326784-4.html
|No
|https://octopart.com/search?q=2326784-4
|}
Listed in TE's 131874-1 32 position female housing, https://www.te.com/usa-en/product-1318747-1.datasheet.pdf

=== 32 position connector ===
This connector and harness should not need any modifications.

[[File:40 position 90° headers.png|thumb]]

=== 40 position header connector options: ===
{| class="wikitable"
|+
!Connector Part #
!Manufacturer Page
!Availability
!Sourcing
|-
|Desoldered Nissan
|
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318384-4
|[https://www.te.com/en/product-1318384-4.html?q=1318384-4&source=header https://www.te.com/en/product-1318384-4.html]
|High
|https://octopart.com/search?q=1318384-4
|-
|2322791-1
|https://www.te.com/usa-en/product-2322791-1.html
|Low
|https://octopart.com/2322791-1-te+connectivity+%2F+amp-128564844?r=sp
|-
|2322791-2
|https://www.te.com/usa-en/product-2322791-2.html
|Low
|https://octopart.com/2322791-2-te+connectivity-142686361?r=sp
|-
|2322791-3
|https://www.te.com/usa-en/product-2322791-3.html
|Low
|https://octopart.com/2322791-3-te+connectivity+%2F+amp-119798059?r=sp
|-
|2377920-1
|https://www.te.com/usa-en/product-2377920-1.html
|No
|Not Available?
|-
|1-1318384-8
|https://www.te.com/usa-en/product-1-1318384-8.html
|No
|https://octopart.com/1-1318384-8-te+connectivity+%2F+amp-118490360?r=sp
|-
|1318384-5
|https://www.te.com/usa-en/product-1318384-5.html
|No
|https://octopart.com/1318384-5-te+connectivity+%2F+amp-111145192?r=sp
|}
Listed in TE's 1318389-1 40 position female housing, https://www.te.com/usa-en/product-1318389-1.datasheet.pdf

== 40 position Leaf female connector modifications ==
If you are using the factory Leaf 40 position connector there are many open inverter specific wires that need to be added.

[[File:Inverter entry board harness.jpg|thumb]]
<nowiki>**</nowiki>add which pin numbers or mark them somehow in the table below**
[[File:40pos. pin out back.png|thumb|alt=Delete this old image|87x87px|Delete this old image]]
[[File:40 pos. conn front V0.0.4.png|alt=40 position connector front V0.0.4|thumb|40 position connector front V0.0.4]]

=== '''40 position connector pin out:''' ===

==== The 40 position female housing has the following known part numbers: ====
{| class="wikitable"
|+
!Part #
!Manufacturer Link
!Sourcing
!Found Where?
|-
|1318389-1
|https://www.te.com/usa-en/product-1318389-1.html
|https://octopart.com/1318389-1-te+connectivity-42270477?r=sp
|
|-
|2325415-1
|https://www.te.com/usa-en/product-2325415-1.html
|https://octopart.com/search?q=2325415-1&currency=USD&specs=0
|Listed as mating with 2322791-1
|}

==== Terminals for the Nissan connectors ====
[[File:40 pos. conn back.png|alt=40 position Nissan connector labeled|thumb|40 position Nissan connector labeled]]
[[File:40 pos female housing pin labeling.png|thumb]]
Terminals (female / receptacle) listed to fit the 1318389-1 are here, https://www.te.com/usa-en/product-CAT-T319-T273.html?q=&d=752372&type=products&compatible=1318389-1&samples=N&inStoreWithoutPL=false&instock=N
{| class="wikitable sortable mw-collapsible"
|+
|Product Description
|Marketing Part Number
|Products
|Terminal Type
|Mating Tab Width
|Mating Tab Thickness
|Terminal Transmits
|Wire Size
|Wire Size
|Sealable
|Terminal Seal Type
|Wire Size Search
|-
|CONTACT CRIMP SNAP IN 22-20
|1-170321-1
|1-170321-1
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|CONTACT SNAP-IN
|1-170321-4
|1-170321-4
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT
|1123343-1
|1123343-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT GOLD FORMING
|1123343-2
|1123343-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT PRETIN L/P CUT
|1318143-1
|1318143-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|.025 SEALED REC CONT
|1318329-1
|1318329-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .85 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|.040 SEALED REC CONT
|1318332-1
|1318332-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|18 – 16 AWG
|.75 – 1.25 mm²
|No
|
|.75 mm², 1 mm², 1.25 mm²
|-
|025 IDC REC CONT FORM
|1318688-1
|1318688-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 RCPT IDC TIN (0.08SQ)
|1565403-1
|1565403-1
|Receptacle
|.64 mm
|.64 mm
|
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|0.64 RCPT SEALED TIN STRIP
|1612290-1
|1612290-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|0.64 RCPT SEALED AU STRIP
|1612290-2
|1612290-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|REC CONT ASSY S RANGE 025 CLEA
|1717148-1
|1717148-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|Yes
|Family Seal
|.3 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801069-2
|1801069-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801248-2
|1801248-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .75 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|025 RECEPTACLE CONTACT
|2005097-1
|2005097-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|26 – 24 AWG
|.13 – .22 mm²
|No
|
|.13 mm², .15 mm², .2 mm²
|-
|0.64 RCPT SEALED TIN STRIP(L SIZE)
|2040168-1
|2040168-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|-
|0.64 RCPT SEALED AU STRIP(L SIZE)
|2040168-2
|2040168-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|}
'''**add crimper options**'''

The adapter board is labeled at the 40 position connector to help with wiring up the inverter / harness. Images of these are to the right and a table is below with the positions in order.

The surface mount version of this connector starts with position 21, then 1, 22, 2, etc. The position labeling on the pc board is offset slightly on both sides to help with this.

The pc board renderings / pin labeling images to the right can be used to help populate the connector and wire the vehicle.
{| class="wikitable"
|+
!Pos.
!Abbreviation
!Description
!AKA
!Details
!
!Pos.
!Abbreviation
!Description
!AKA
!Details
|-
|1
| +12VSW
|Switched +12v
|
|
|
|21
| +12VSW
|Switched +12v
|
|
|-
|2
|PRE□
|Precharge contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|
|22
|DCSW□
|EV battery contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|-
|3
|GND
|Ground
|
|
|
|23
|GND
|Ground
|
|
|-
|4
|GND
|Ground
|
|
|
|24
|GND
|Ground
|
|
|-
|5
|oERR□
|Output - Error signal, switched ground
|
|1 amp
|
|25
|CRUISE*/MOSI3.3v!
|Cruise control signal 12v / MOSI 3.3v
|
|12v set as cruise. 3.3v as MOSI
|-
|6
|sSTRT*
|Input, 12v start signal pulse
|
|
|
|26
|empty / optional +12v
|empty - optional +12v for E-Stop switch
|
|See p26 +12V solder jumper notes.
|-
|7
|sFWD*
|Input, 12v forward
|
|
|
|27
|sBRAKE*
|Brake light input 12v
|
|
|-
|8
|sREV*
|Input, 12v reverse
|
|
|
|28
|MTEMP+
|Motor temp senor +
|
|
|-
|9
| +3.3V
| +3.3V from U2 regulator.
|
|Alternative voltage for analog throttles if 5v goes out of range.
|
|29
|sBMS*
|Battery Management System error +12 signal
|
|
|-
|10
|oBRK▲
|Output, brake +12v (see SJ4)
|
|1.5 amps
|
|30
|MTEMP-
|Motor temp sensor -
|
|
|-
|11
|THROT2°
|Throttle 2, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|
|31
|empty
|empty
|
|
|-
|12
|CANH
|CAN high signal (see SJH1)
|
|120 ohm termination resistor solder jumpers
|
|32
|THROT1°
|Throttle 1, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|-
|13
|CANL
|CAN low signal (see SJL1)
|
|120 ohm termination resistor solder jumpers
|
|33
|empty
|empty
|
|
|-
|14
|oUVTG□
|optional output? 1amp max switched ground
|
|1 amp
|
|34
|empty
|empty
|
|
|-
|15
|empty
|empty
|
|
|
|35
|S1
|Encoder S1 wire
|
|
|-
|16
|S3
|Encoder S3 wire
|
|
|
|36
|empty
|empty
|
|
|-
|17
| +5V
| +5V for sensors (like throttle)
|
|
|
|37
|S4
|Encoder S4 wire
|
|
|-
|18
|S2
|Encoder S2 wire
|
|
|
|38
| +5V
| +5V for sensors (like throttle)
|
|
|-
|19
|oTEMP□
|over temp signal, switched ground, 1 amp max
|
|1 amp, has EMI filter capacitor (C11) for PWM
|
|39
|R2
|Encoder R2 wire
|
|
|-
|20
|R1
|Encoder R1 wire
|
|
|
|40
|sE-STOP
|Optional Emergency stop switch (see SJ5)
|
|Can add an E-Stop switch to 12v.
|}
{| class="wikitable"
|+
|'''KEY'''
|-
|* = 12v Signal
|-
|° - 0-6.6v Signal
|-
|□ = Switched ground
|-
|▲ = Switched +12v
|}

'''A visual pin numbering of the 40 position connector.'''

== Programming the ESP32 Wi-Fi module ==
[[File:ESP32.png|alt=ESP32 with associated headers and 3.3v capacitor|thumb|ESP32 programming header]]
Solder jumper JP8 & J8 set the programming header voltage to either 5v or 3.3v. Use only 1 header to set the voltage to your programmer's output voltage.

''If 5v is used the 3.3v regulator will convert it to 3.3v for the ESP32.''

'''J4''' is used to program the ESP32.

There is a slot above the labels 38 and J4 for a zip tie hole to hold an antenna wire. This can be used if a u.FL antenna is used along with an ESP32-S2-Wroom-I module.
{| class="wikitable"
|+
!Position
!Description
|-
|1
|IO0
|-
|2
|GND
|-
|3
|GND
|-
|4
| +3.3v / +5V, (J8 / JP8)
|-
|5
|ESP32 USART_RX
|-
|6
|ESP32 USART_TX
|}
''Note that the enable line is broken out on the other side of the ESP32 if needed.''

''R25 and C13 are for boot delay to assist programming.''

Follow instructions here [[Esp32-web-interface]]

'''**add info about programming with the STM32 processor programmed already**'''

'''**add info about the boot delay**''' ''ESP32 boot delay R & C is set to the commonly recommended 10k resistor & 1uF in V0.0.1. V0.0.4 swapped back to 4k7 / .1uF because the esp32 recommended boot delay values caused issues in the STM32 booting properly''

''switch back.''

== Programming the STM32 ==
Add info on programming the STM32 processor.

Currently the recommendation is to program the ESP32 first, then the STM32.

'''**settings info** link..'''

<nowiki>**</nowiki>Editing the IP address if using multiple motors.**

'''**options** link..'''

== Extra header J3 ==
'''**add info about the extra header** what's the use case?'''

'''J3''' gives access to TX & RX lines to the STM32 along with 3.3v and ground if the ESP32 is not populated. J3 is labeled from the ESP32.

'''C19''' is an unpopulated handsolder 0805 capacitor footprint if this optional header is used and 3.3V power dips. There is also an unpopulated 10x10.5 aluminum capacitor footprint at '''C20''' to assist even more if needed.
{| class="wikitable"
|+
!Position
!Description
|-
|1
| +3.3v
|-
|2
|GND
|-
|3
|STM32 USART_TX
|-
|4
|STM32 USART_RX
|-
|5
|empty
|-
|6
|empty
|-
|7
|empty
|-
|8
|empty
|-
|9
|empty
|-
|10
|empty
|}

== Contactor outputs, PRE & DCSW ==
[[File:Contactor gate capacitors.jpg|alt=Contactor gate capacitors|thumb|Contactor gate capacitors]]
'''**4.5 amps max (header terminal limited?, otherwise 10-17A max to be determined with testing.)** These need to be tested both for current and heat issues.'''

'''**add economizer circuit if not included in contactor**'''

''**There are unpopulated 0805 capacitor footprints on each contactor gate, these are optional to help eliminate chatter if required. Required? [https://openinverter.org/forum/viewtopic.php?p=73582#p73582 Contactor chatter issues]?** too much will make the mosfet stay in the linear region for a while, could damage them.''

=== Brake output ===
There is a high side switch soldered on the board that outputs +12v @ 1.5A maximum when regen is active. This is likely not enough to drive brake lights directly. It is up to the user to combine the vehicles brake switch output with this brake output +12v signal. Consider an [https://www.digikey.com/en/products/filter/solid-state-relays/183?s=N4IgjCBcoCwdIDGUAuAnArgUwDQgPZQDaIAzKQOwxwh4wBspADE6bWUxaQEwR7Ndu3EAF08ABxRQQAZXQBLAHYBzEAF889AJxRQySADMAhgBsAzrgLEQMJjAAcYe6IlTIshSvV4w3CrqQoY3NLQkgSblZSAFZ6dkjyehh4qIomFPIKaPjuLV8%2BEFzYmjxcrKYCsui7di57LQoC%2Bwp7emcxEElpOTQlVQ1wLXqA-XRsPDCSdJE1AeyEcSgwCUXIMBYBuIR5ABNpAFp14VdpdhQAT3EsaR2zZFmgA automotive SSR] with the vehicles normal brake output feed through a diode along with the inverter brake output through a diode so either or both turn on the SSR.

Nissan Leaf Gen 3 (2018 up EM57)

2025-11-13T18:48:40Z

Jrbe: added links and cleaned up some info.

If you scanned the QR code on your gen 3 Leaf adapter board you are in the right place to help set it up!
[[File:V0.0.2 Gen 3 Leaf Adapter PC board assembly.png|thumb]]

== 110kw / 160kW ==
The third generation Nissan leaf stack has both 110kW and 160kW versions. Current understanding is the only difference between these 2 is the Nissan controller board. https://openinverter.org/forum/viewtopic.php?p=45803#p45803

This Open Inverter adapter board replaces the Nissan controller in these gen. 3 inverters. Theory is that either inverter could make at least 160kW with this OI adapter & controller boards if the rest of the system can support it.

== This adapter board is compatible with Gen 3 Nissan Leaf (model year 2018-2022?) inverters and the [[Mini Mainboard|open inverter mini main board]] ==

=== This is a work in progress. This board is not yet tested. ===
Any deeper dive info is in italics. You can skip over anything in italics if you don't want to know how it works or what it's doing in the background.

== Things to verify ==
Some of the info was not completely clear for the development of this board. Things that need to be verified:

* Let's use <s>strikethrough</s> as we verify these items.
* The board address needs to be checked with the brake circuit connected and disconnected (cut SJ4 to disconnect, solder to connect it.) Need to verify this does not skew the address voltage and change the address. There are vias to measure the voltage in the board address block to help.
* Verify different 32 & 40 position connector footprints match up. Through hole footprints are unknown. <s>The SMD connectors work properly.</s>
* <s>The second part of the brake circuit looks like it should block 2.5v and below from turning on the brake lights. Above about 2.7v the brake lights should go on. This depends on if the STM32 can push enough power to overcome a few components. Trying to give a wider range of available addresses and still have the brake light output trigger in regen. The high side switch turns on at around 1.2v on the enable line, that's what the zener blocking diode is for.</s>
* <s>R3 and R9 are setup as 0R (jumper) resistors. Nissan has 2 lines for each current sensor signal. These should not be populated for now.</s>
* <s>R2 & R4 are unclear if they should be grounds and are 0R resistor / jumpers. Need to figure out if these are in fact required grounds.</s>
** <s>J1 connector (Nissan 32 pos.) on position 20 if using thru hole board to wire connectors it only has a .3mm trace to ground which likely won't last or work well. If this ground is required there is a large ground via right next to position 20 to solder to for a good ground connection. Will need to correct this in the next version once understood.</s>
* R13 is a pull down resistor for the T_SINK input. <s>This is at 3K3 in V0.0.1 but unsure if this is ideal.</s> V0.0.4 changed this to a 1.2k pull down resistor. There are 2 plated thru holes on each side of R13 to use to make testing the ideal value easier.
* <s>L2 in rev V0.0.2 had an 0805 inductor rated for only 15ma. Changed to a Sunlord 4030 / AKA 4.0mm X 4.0mm inductor that can pass 700ma +. I don't think any V0.0.2 boards were made yet but not sure.</s>
* '''What connector options to use for the Open Inverter connections to get out of the inverter.'''
* <s>The capacitors on each contactor mosfet gate should be checked that they do not delay turn on or off too much and that they help eliminate chatter. If they are too large they could run the mosfets in the linear region and could cause damage.</s> Set these to do not populate, not tested.

== There are optional jumpers on both the adapter board and the mini mainboard. ==

=== Setting up the mini mainboard jumpers ===
[[File:Mini mainboard Transparent.png|thumb]]See, [[Mini Mainboard]] for details.

==== '''SJ1''' ====
Mini mainboard back jumper should be **soldered / not soldered.**

''This enables a 500 ohm pull-up resistor that is needed for open collector encoders. In the case of the EM57 motor it '''**is / is not required**.'''''

==== '''SJ3''' ====
The Mini Mainboard has this soldered / jumpered to the left. It's setup for a cruise control 12v input. It should stay like this.

''Soldered to the right is 3.3v MOSI for SPI communications. Do not apply 12v to this input while shorted to the right of the jumper or damage likely will result.''

=== Setting up the 3rd generation Leaf adapter board jumpers ===
[[File:V0.0.2 Gen 3 Leaf Adapter PC board SMD Only.png|thumb]]

==== '''SJ4''' ====
can be ignored. It should stay shorted.

''This jumper allows disconnecting the brake output circuitry from the board address circuitry for testing (see Mini Mainboard Hardware Detection.) **add link** This IO is shared between a board address analog input and a brake light output. Once this is proven out there should be no need to change this jumper.''

==== '''SJ5''' ====
'''-''' Open Inverter has an Emergency Stop (E-Stop) function to quickly, non-destructively, and safely shut down the inverter. To use the E-Stop option, connect an E-stop switch (closed when OK, open in stop position) that feeds 12v to position 40 of this adapter board. The E-Stop switch must break the 12v signal of the circuit when the e-stop is pressed or if a wire breaks. Other methods are not recommended for safety. This is to guarantee it shuts the inverter down when needed. Starting with V0.0.4 '''pin 26''' of the 40 position connector has a '''solder jumper to 12v'''. This allows the user to connect on board '''+12V to pin 26''' to be used as the +12V supply for the E-Stop Switch. See p26 +12V below.

'''You must either feed in 12v on pos. 40 or solder SJ5 closed to feed12v into this E_STOP input or the inverter will not run.'''

'''To bypass the E-Stop functionality''', solder the SJ5 jumper closed. No need to populate position 40 (e-stop signal) in this bypassed case.

==== '''SJ6''' ====
is optional and can be left with both positions open. '''Never short all 3!'''

''Position 19 on the 40 position Nissan connector is a PWM_USER / OUT_TEMP signal. Part of the PWM_USER circuitry is an optional 0805) pull up resistor (R19) that is not populated. An 0805 SMD resistor can be added if a pullup is desired on board (the footprint is for a hand solder 0805, it's larger than normal but makes it easier to modify and hand solder.)''
'''''SJ6''' is a voltage select solder jumper to select between the onboard voltages of 5.3V and 12v to create the wave form / signal on this output. There is also a plated through hole labeled as UV1 (user voltage) that can be used'' ''for the pull up'' ''with a'' ''a different voltage if desired.'' ''Do not solder / short SJ6 if UV1 is used.''

''C11 capacitor is to reduce EMI. If your PWM device needs a very sharp edge this may interfere. C12 is a 1uF capacitor to help stabilize the user selected voltage, covers 5.3, 12v and user voltage selections. To the left of this +12V pad is a plated through hole to supply an unregulated +12v to be used for a user supplied voltage regulator for a different voltage. The n channel mosfet is rated for 100v and 1.5 amps. This is a common footprint with a wide range of voltages and currents up to about 1.5 amps.''

==== '''SJ8 / J8''' ====
are voltage select jumpers. SJ8 is a solder jumper and J8 is a 3 position male pin header. You must use only one style jumper to select 3.3v or 5v for your programmer so you do not accidently short 5.3v and 3.3v together. J8 has 2.54mm / .1 inch pin spacing, common jumper caps will work to select the voltage. See programming the ESP32 below for further info on programming.
==== '''SJH1 & SJL1''' ====
These should be either both soldered if a 120ohm CAN termination resistor is desired here. If this is the end of a CAN line these should both be soldered. CAN lines should be terminated at each end of the lines with a 120 ohm resistor. Do not leave one solder jumper open & one closed.

''There is a capacitor in the middle of the 2x 60 ohm resistors to help filter noise on the CAN lines. There is also a TVS diode (D6) right next to the 40pos. connector to help with static protection.''

'''p26 +12V'''

On the 40 position connector there is a solder jumper on the back of the board. This is meant to supply +12V to '''pin 26''' of the 40 position Nissan connector to be used for the E-Stop function if desired (connected to both the SMD and through hole footprints.) There are very thin traces from the solder jumper up to a +12v plated through hole above the MOSI label meant to act as a crude fuse.

'''IL1 & IL2'''

Il1 & IL2 are redundant current sensor signal paths. OEMs commonly use 2 signal paths for each current sensor to the inverter controller. Open inverter uses 1 trace for each current sensor, these solder jumpers can be soldered closed to switch to have 2 signal paths to the inverter brain. These can both be left open.

== Soldering on the Nissan header connectors ==
The adapter board is setup with multiple footprints for both of the 32 and 40 position inverter's internal Nissan board to wire connectors. This means that the available connectors should all be able to be used without modifications.
[[File:32 position 90° headers.png|thumb]]

=== 32 position header connector options: ===
{| class="wikitable sortable mw-collapsible"
|+
!Connector Part #
!Manufacturer Page
!Availaility
!Sourcing
|-
|Desoldered Nissan
|?
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318745-2
|https://www.te.com/en/product-1318745-2.html
|High
|https://octopart.com/search?q=1318745-2
|-
|2326784-2
|https://www.te.com/usa-en/product-2326784-2.html
|Low
|https://octopart.com/2326784-2-te+connectivity+%2F+amp-119798073?r=sp
|-
|2326784-3
|https://www.te.com/usa-en/product-2326784-3.html
|Low
|https://octopart.com/2326784-3-te+connectivity-141486898?r=sp
|-
|2322737-1
|https://www.te.com/usa-en/product-2322737-1.html
|No
|https://octopart.com/2322737-1-te+connectivity-141486892?r=sp
|-
|2326784-1
|https://www.te.com/usa-en/product-2326784-1.html
|No
|https://octopart.com/2326784-1-te+connectivity+%2F+amp-125203930?r=sp
|-
|1318745-4
|https://www.te.com/usa-en/product-1318745-4.html
|No
|https://octopart.com/1318745-4-te+connectivity+%2F+amp-111145194?r=sp
|-
|2326784-4
|https://www.te.com/usa-en/product-2326784-4.html
|No
|https://octopart.com/search?q=2326784-4
|}
Listed in TE's 131874-1 32 position female housing, https://www.te.com/usa-en/product-1318747-1.datasheet.pdf

=== 32 position connector ===
This connector and harness should not need any modifications.

[[File:40 position 90° headers.png|thumb]]

=== 40 position header connector options: ===
{| class="wikitable"
|+
!Connector Part #
!Manufacturer Page
!Availability
!Sourcing
|-
|Desoldered Nissan
|
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318384-4
|[https://www.te.com/en/product-1318384-4.html?q=1318384-4&source=header https://www.te.com/en/product-1318384-4.html]
|High
|https://octopart.com/search?q=1318384-4
|-
|2322791-1
|https://www.te.com/usa-en/product-2322791-1.html
|Low
|https://octopart.com/2322791-1-te+connectivity+%2F+amp-128564844?r=sp
|-
|2322791-2
|https://www.te.com/usa-en/product-2322791-2.html
|Low
|https://octopart.com/2322791-2-te+connectivity-142686361?r=sp
|-
|2322791-3
|https://www.te.com/usa-en/product-2322791-3.html
|Low
|https://octopart.com/2322791-3-te+connectivity+%2F+amp-119798059?r=sp
|-
|2377920-1
|https://www.te.com/usa-en/product-2377920-1.html
|No
|Not Available?
|-
|1-1318384-8
|https://www.te.com/usa-en/product-1-1318384-8.html
|No
|https://octopart.com/1-1318384-8-te+connectivity+%2F+amp-118490360?r=sp
|-
|1318384-5
|https://www.te.com/usa-en/product-1318384-5.html
|No
|https://octopart.com/1318384-5-te+connectivity+%2F+amp-111145192?r=sp
|}
Listed in TE's 1318389-1 40 position female housing, https://www.te.com/usa-en/product-1318389-1.datasheet.pdf

== 40 position Leaf female connector modifications ==
If you are using the factory Leaf 40 position connector there are many open inverter specific wires that need to be added.

[[File:Inverter entry board harness.jpg|thumb]]
<nowiki>**</nowiki>add which pin numbers or mark them somehow in the table below**
[[File:40pos. pin out back.png|thumb|alt=Delete this old image|87x87px|Delete this old image]]
[[File:40 pos. conn front V0.0.4.png|alt=40 position connector front V0.0.4|thumb|40 position connector front V0.0.4]]

=== '''40 position connector pin out:''' ===

==== The 40 position female housing has the following known part numbers: ====
{| class="wikitable"
|+
!Part #
!Manufacturer Link
!Sourcing
!Found Where?
|-
|1318389-1
|https://www.te.com/usa-en/product-1318389-1.html
|https://octopart.com/1318389-1-te+connectivity-42270477?r=sp
|
|-
|2325415-1
|https://www.te.com/usa-en/product-2325415-1.html
|https://octopart.com/search?q=2325415-1&currency=USD&specs=0
|Listed as mating with 2322791-1
|}

==== Terminals for the Nissan connectors ====
[[File:40 pos. conn back.png|alt=40 position Nissan connector labeled|thumb|40 position Nissan connector labeled]]
[[File:40 pos female housing pin labeling.png|thumb]]
Terminals (female / receptacle) listed to fit the 1318389-1 are here, https://www.te.com/usa-en/product-CAT-T319-T273.html?q=&d=752372&type=products&compatible=1318389-1&samples=N&inStoreWithoutPL=false&instock=N
{| class="wikitable sortable mw-collapsible"
|+
|Product Description
|Marketing Part Number
|Products
|Terminal Type
|Mating Tab Width
|Mating Tab Thickness
|Terminal Transmits
|Wire Size
|Wire Size
|Sealable
|Terminal Seal Type
|Wire Size Search
|-
|CONTACT CRIMP SNAP IN 22-20
|1-170321-1
|1-170321-1
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|CONTACT SNAP-IN
|1-170321-4
|1-170321-4
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT
|1123343-1
|1123343-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT GOLD FORMING
|1123343-2
|1123343-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT PRETIN L/P CUT
|1318143-1
|1318143-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|.025 SEALED REC CONT
|1318329-1
|1318329-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .85 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|.040 SEALED REC CONT
|1318332-1
|1318332-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|18 – 16 AWG
|.75 – 1.25 mm²
|No
|
|.75 mm², 1 mm², 1.25 mm²
|-
|025 IDC REC CONT FORM
|1318688-1
|1318688-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 RCPT IDC TIN (0.08SQ)
|1565403-1
|1565403-1
|Receptacle
|.64 mm
|.64 mm
|
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|0.64 RCPT SEALED TIN STRIP
|1612290-1
|1612290-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|0.64 RCPT SEALED AU STRIP
|1612290-2
|1612290-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|REC CONT ASSY S RANGE 025 CLEA
|1717148-1
|1717148-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|Yes
|Family Seal
|.3 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801069-2
|1801069-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801248-2
|1801248-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .75 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|025 RECEPTACLE CONTACT
|2005097-1
|2005097-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|26 – 24 AWG
|.13 – .22 mm²
|No
|
|.13 mm², .15 mm², .2 mm²
|-
|0.64 RCPT SEALED TIN STRIP(L SIZE)
|2040168-1
|2040168-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|-
|0.64 RCPT SEALED AU STRIP(L SIZE)
|2040168-2
|2040168-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|}
'''**add crimper options**'''

The adapter board is labeled at the 40 position connector to help with wiring up the inverter / harness. Images of these are to the right and a table is below with the positions in order.

The surface mount version of this connector starts with position 21, then 1, 22, 2, etc. The position labeling on the pc board is offset slightly on both sides to help with this.

The pc board renderings / pin labeling images to the right can be used to help populate the connector and wire the vehicle.
{| class="wikitable"
|+
!Pos.
!Abbreviation
!Description
!AKA
!Details
!
!Pos.
!Abbreviation
!Description
!AKA
!Details
|-
|1
| +12VSW
|Switched +12v
|
|
|
|21
| +12VSW
|Switched +12v
|
|
|-
|2
|PRE□
|Precharge contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|
|22
|DCSW□
|EV battery contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|-
|3
|GND
|Ground
|
|
|
|23
|GND
|Ground
|
|
|-
|4
|GND
|Ground
|
|
|
|24
|GND
|Ground
|
|
|-
|5
|oERR□
|Output - Error signal, switched ground
|
|1 amp
|
|25
|CRUISE*/MOSI3.3v!
|Cruise control signal 12v / MOSI 3.3v
|
|12v set as cruise. 3.3v as MOSI
|-
|6
|sSTRT*
|Input, 12v start signal pulse
|
|
|
|26
|empty / optional +12v
|empty - optional +12v for E-Stop switch
|
|See p26 +12V solder jumper notes.
|-
|7
|sFWD*
|Input, 12v forward
|
|
|
|27
|sBRAKE*
|Brake light input 12v
|
|
|-
|8
|sREV*
|Input, 12v reverse
|
|
|
|28
|MTEMP+
|Motor temp senor +
|
|
|-
|9
| +3.3V
| +3.3V from U2 regulator.
|
|Alternative voltage for analog throttles if 5v goes out of range.
|
|29
|sBMS*
|Battery Management System error +12 signal
|
|
|-
|10
|oBRK▲
|Output, brake +12v (see SJ4)
|
|1.5 amps
|
|30
|MTEMP-
|Motor temp sensor -
|
|
|-
|11
|THROT2°
|Throttle 2, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|
|31
|empty
|empty
|
|
|-
|12
|CANH
|CAN high signal (see SJH1)
|
|120 ohm termination resistor solder jumpers
|
|32
|THROT1°
|Throttle 1, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|-
|13
|CANL
|CAN low signal (see SJL1)
|
|120 ohm termination resistor solder jumpers
|
|33
|empty
|empty
|
|
|-
|14
|oUVTG□
|optional output? 1amp max switched ground
|
|1 amp
|
|34
|empty
|empty
|
|
|-
|15
|empty
|empty
|
|
|
|35
|S1
|Encoder S1 wire
|
|
|-
|16
|S3
|Encoder S3 wire
|
|
|
|36
|empty
|empty
|
|
|-
|17
| +5V
| +5V for sensors (like throttle)
|
|
|
|37
|S4
|Encoder S4 wire
|
|
|-
|18
|S2
|Encoder S2 wire
|
|
|
|38
| +5V
| +5V for sensors (like throttle)
|
|
|-
|19
|oTEMP□
|over temp signal, switched ground, 1 amp max
|
|1 amp, has EMI filter capacitor (C11) for PWM
|
|39
|R2
|Encoder R2 wire
|
|
|-
|20
|R1
|Encoder R1 wire
|
|
|
|40
|sE-STOP
|Optional Emergency stop switch (see SJ5)
|
|Can add an E-Stop switch to 12v.
|}
{| class="wikitable"
|+
|'''KEY'''
|-
|* = 12v Signal
|-
|° - 0-6.6v Signal
|-
|□ = Switched ground
|-
|▲ = Switched +12v
|}

'''A visual pin numbering of the 40 position connector.'''

== Programming the ESP32 Wi-Fi module ==
[[File:ESP32.png|alt=ESP32 with associated headers and 3.3v capacitor|thumb|ESP32 programming header]]
Solder jumper JP8 & J8 set the programming header voltage to either 5v or 3.3v. Use only 1 header to set the voltage to your programmer's output voltage.

''If 5v is used the 3.3v regulator will convert it to 3.3v for the ESP32.''

'''J4''' is used to program the ESP32.

There is a slot above the labels 38 and J4 for a zip tie hole to hold an antenna wire. This can be used if a u.FL antenna is used along with an ESP32-S2-Wroom-I module.
{| class="wikitable"
|+
!Position
!Description
|-
|1
|IO0
|-
|2
|GND
|-
|3
|GND
|-
|4
| +3.3v / +5V, (J8 / JP8)
|-
|5
|ESP32 USART_RX
|-
|6
|ESP32 USART_TX
|}
''Note that the enable line is broken out on the other side of the ESP32 if needed.''

''R25 and C13 are for boot delay to assist programming.''

Follow instructions here [[Esp32-web-interface]]

'''**add info about programming with the STM32 processor programmed already**'''

'''**add info about the boot delay**''' ''ESP32 boot delay R & C is set to the commonly recommended 10k resistor & 1uF in V0.0.1. V0.0.4 swapped back to 4k7 / .1uF because the esp32 recommended boot delay values caused issues in the STM32 booting properly''

''switch back.''

== Programming the STM32 ==
Add info on programming the STM32 processor.

Currently the recommendation is to program the ESP32 first, then the STM32.

'''**settings info** link..'''

<nowiki>**</nowiki>Editing the IP address if using multiple motors.**

'''**options** link..'''

== Extra header J3 ==
'''**add info about the extra header** what's the use case?'''

'''J3''' gives access to TX & RX lines to the STM32 along with 3.3v and ground if the ESP32 is not populated. J3 is labeled from the ESP32.

'''C19''' is an unpopulated handsolder 0805 capacitor footprint if this optional header is used and 3.3V power dips. There is also an unpopulated 10x10.5 aluminum capacitor footprint at '''C20''' to assist even more if needed.
{| class="wikitable"
|+
!Position
!Description
|-
|1
| +3.3v
|-
|2
|GND
|-
|3
|STM32 USART_TX
|-
|4
|STM32 USART_RX
|-
|5
|empty
|-
|6
|empty
|-
|7
|empty
|-
|8
|empty
|-
|9
|empty
|-
|10
|empty
|}

== Contactor outputs, PRE & DCSW ==
[[File:Contactor gate capacitors.jpg|alt=Contactor gate capacitors|thumb|Contactor gate capacitors]]
'''**4.5 amps max (header terminal limited?, otherwise 10-17A max to be determined with testing.)** These need to be tested both for current and heat issues.'''

'''**add economizer circuit if not included in contactor**'''

''**There are unpopulated 0805 capacitor footprints on each contactor gate, these are optional to help eliminate chatter if required. Required? [https://openinverter.org/forum/viewtopic.php?p=73582#p73582 Contactor chatter issues]?** too much will make the mosfet stay in the linear region for a while, could damage them.''

== Brake output ==
There is a high side switch soldered on the board that outputs +12v @ 1.5A maximum when regen is active. This is likely not enough to drive brake lights directly. It is up to the user to combine the vehicles brake switch output with this brake output +12v signal. Consider an [https://www.digikey.com/en/products/filter/solid-state-relays/183?s=N4IgjCBcoCwdIDGUAuAnArgUwDQgPZQDaIAzKQOwxwh4wBspADE6bWUxaQEwR7Ndu3EAF08ABxRQQAZXQBLAHYBzEAF889AJxRQySADMAhgBsAzrgLEQMJjAAcYe6IlTIshSvV4w3CrqQoY3NLQkgSblZSAFZ6dkjyehh4qIomFPIKaPjuLV8%2BEFzYmjxcrKYCsui7di57LQoC%2Bwp7emcxEElpOTQlVQ1wLXqA-XRsPDCSdJE1AeyEcSgwCUXIMBYBuIR5ABNpAFp14VdpdhQAT3EsaR2zZFmgA automotive SSR] with the vehicles normal brake output feed through a diode along with the inverter brake output through a diode so either or both turn on the SSR.

File:Contactor gate capacitors.jpg

2025-11-13T18:43:54Z

Jrbe:

Contactor gate capacitors

Tesla Model S/X Coolant Pump

2025-02-16T00:59:25Z

Jrbe:

== Overview ==
[[File:Tesla Model S-X Coolant Pump.jpg|alt=Tesla Model S-X Coolant Pump|thumb|Tesla Model S/X Coolant Pump]]
Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax<ref name=":0">https://www.diyelectriccar.com/threads/the-teslorean.170770/post-856074</ref>, though there are so many Tesla part numbers it's hard to say which actual model it is. The Nissan Leaf also uses this pump.<ref>https://openinverter.org/forum/viewtopic.php?t=2906</ref> Surprisingly the Tesla pumps are much cheaper than the Leaf pumps on Rock Auto in the US.

In ICE circles, this pump is commonly used in high performance intercooler systems, so Lingenfelter Performance Engineering has compiled a fairly thorough (though questionably formatted) [https://www.lingenfelter.com/PDFdownloads/L330070000.pdf datasheet on the pump]. Another fairly thorough overview can be found within the [https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump EV Create overview of the Tesla cooling system]<ref>https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump</ref>.

== Specs ==
Some basic specs for the pump are as follows<ref name=":0" />:

- Target flow rate 720 LPH @ 70 kPa

- Inlet / Outlet connection: 19 MM Barb

- Motor syle: Brushless

- Operating voltage: 8-16 VDC

- Maximum amp draw: 7.3 Amp

== Control ==
The pump can be controlled using PWM. The PWM voltage is 5V and the frequency is a rather unusual 2Hz. The pump speed can be controlled from ~750RPM at 20% duty cycle to ~5000RPM at 80% duty cycle.

== Wiring ==

=== Connector ===
The pump has a single 4-pin plug which contains both the power and control signals. The plug itself is Sumitomo “RS” series:

- socket (female): 6189-7757

- retainer: 6918-1599

- pins (female): 8240-0263 (0.3-0.5mm2/24-20ga), 8240-0264 (0.85-1.25mm2/20-18ga), 8240-0265 (2.0mm2/16-14ga)

- seals (cable OD): 7165-0474 (1.0-1.4mm), 7165-0473 (1.5-1.9), 7165-0472 (2.0-2.4), 7165-0471 (2.5-2.9/18ga)

- RS04FG is also a commonly available connector that fits.<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>

As Sumitomo connectors aren't widely available, a better source for this connector is Aliexpress where is is often sold as a complete connector kit.

Alternatively, there's a common Nissan/Subaru O2 sensor connector, with flying leads furnished, that is a perfect fit<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>.

=== Pinout ===
[[File:Tesla Model S-X Coolant Pump pinout.jpg|alt=Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)|none|thumb|Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)]]

== Issues ==
The pump has a flow sensor, so it will not run empty/dry. Even when primed, the pump takes a moment to spool up.

Annoyingly, the bearing is integral to the impeller, so if you have a noisy pump there is no way to replace just the worn part.

== References ==
[[Category:water pumps]]
[[Category:Tesla]]

Tesla Model S/X Coolant Pump

2025-02-16T00:57:02Z

Jrbe:

== Overview ==
[[File:Tesla Model S-X Coolant Pump.jpg|alt=Tesla Model S-X Coolant Pump|thumb|Tesla Model S/X Coolant Pump]]
Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax<ref name=":0">https://www.diyelectriccar.com/threads/the-teslorean.170770/post-856074</ref>, though there are so many Tesla part numbers it's hard to say which actual model it is. The Nissan Leaf also uses this pump.<ref>https://openinverter.org/forum/viewtopic.php?t=2906</ref> Surprisingly the Tesla pumps are cheaper than the Leaf pumps on Rock Auto in the US.

In ICE circles, this pump is commonly used in high performance intercooler systems, so Lingenfelter Performance Engineering has compiled a fairly thorough (though questionably formatted) [https://www.lingenfelter.com/PDFdownloads/L330070000.pdf datasheet on the pump]. Another fairly thorough overview can be found within the [https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump EV Create overview of the Tesla cooling system]<ref>https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump</ref>.

== Specs ==
Some basic specs for the pump are as follows<ref name=":0" />:

- Target flow rate 720 LPH @ 70 kPa

- Inlet / Outlet connection: 19 MM Barb

- Motor syle: Brushless

- Operating voltage: 8-16 VDC

- Maximum amp draw: 7.3 Amp

== Control ==
The pump can be controlled using PWM. The PWM voltage is 5V and the frequency is a rather unusual 2Hz. The pump speed can be controlled from ~750RPM at 20% duty cycle to ~5000RPM at 80% duty cycle.

== Wiring ==

=== Connector ===
The pump has a single 4-pin plug which contains both the power and control signals. The plug itself is Sumitomo “RS” series:

- socket (female): 6189-7757

- retainer: 6918-1599

- pins (female): 8240-0263 (0.3-0.5mm2/24-20ga), 8240-0264 (0.85-1.25mm2/20-18ga), 8240-0265 (2.0mm2/16-14ga)

- seals (cable OD): 7165-0474 (1.0-1.4mm), 7165-0473 (1.5-1.9), 7165-0472 (2.0-2.4), 7165-0471 (2.5-2.9/18ga)

- RS04FG is also a commonly available connector that fits.<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>

As Sumitomo connectors aren't widely available, a better source for this connector is Aliexpress where is is often sold as a complete connector kit.

Alternatively, there's a common Nissan/Subaru O2 sensor connector, with flying leads furnished, that is a perfect fit<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>.

=== Pinout ===
[[File:Tesla Model S-X Coolant Pump pinout.jpg|alt=Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)|none|thumb|Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)]]

== Issues ==
The pump has a flow sensor, so it will not run empty/dry. Even when primed, the pump takes a moment to spool up.

Annoyingly, the bearing is integral to the impeller, so if you have a noisy pump there is no way to replace just the worn part.

== References ==
[[Category:water pumps]]
[[Category:Tesla]]

Water Pumps

2025-02-14T16:16:30Z

Jrbe: /* In List Form */

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

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

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

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

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

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

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

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

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

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

Tesla Model S/X Coolant Pump

2025-02-14T16:14:05Z

Jrbe: /* References */ Added Nissan leaf as a source for this pump.

== Overview ==
[[File:Tesla Model S-X Coolant Pump.jpg|alt=Tesla Model S-X Coolant Pump|thumb|Tesla Model S/X Coolant Pump]]
Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax<ref name=":0">https://www.diyelectriccar.com/threads/the-teslorean.170770/post-856074</ref>, though there are so many Tesla part numbers it's hard to say which actual model it is. The Nissan Leaf also uses this pump.<ref>https://openinverter.org/forum/viewtopic.php?t=2906</ref>

In ICE circles, this pump is commonly used in high performance intercooler systems, so Lingenfelter Performance Engineering has compiled a fairly thorough (though questionably formatted) [https://www.lingenfelter.com/PDFdownloads/L330070000.pdf datasheet on the pump]. Another fairly thorough overview can be found within the [https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump EV Create overview of the Tesla cooling system]<ref>https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump</ref>.

== Specs ==
Some basic specs for the pump are as follows<ref name=":0" />:

- Target flow rate 720 LPH @ 70 kPa

- Inlet / Outlet connection: 19 MM Barb

- Motor syle: Brushless

- Operating voltage: 8-16 VDC

- Maximum amp draw: 7.3 Amp

== Control ==
The pump can be controlled using PWM. The PWM voltage is 5V and the frequency is a rather unusual 2Hz. The pump speed can be controlled from ~750RPM at 20% duty cycle to ~5000RPM at 80% duty cycle.

== Wiring ==

=== Connector ===
The pump has a single 4-pin plug which contains both the power and control signals. The plug itself is Sumitomo “RS” series:

- socket (female): 6189-7757

- retainer: 6918-1599

- pins (female): 8240-0263 (0.3-0.5mm2/24-20ga), 8240-0264 (0.85-1.25mm2/20-18ga), 8240-0265 (2.0mm2/16-14ga)

- seals (cable OD): 7165-0474 (1.0-1.4mm), 7165-0473 (1.5-1.9), 7165-0472 (2.0-2.4), 7165-0471 (2.5-2.9/18ga)

- RS04FG is also a commonly available connector that fits.<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>

As Sumitomo connectors aren't widely available, a better source for this connector is Aliexpress where is is often sold as a complete connector kit.

Alternatively, there's a common Nissan/Subaru O2 sensor connector, with flying leads furnished, that is a perfect fit<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>.

=== Pinout ===
[[File:Tesla Model S-X Coolant Pump pinout.jpg|alt=Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)|none|thumb|Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)]]

== Issues ==
The pump has a flow sensor, so it will not run empty/dry. Even when primed, the pump takes a moment to spool up.

Annoyingly, the bearing is integral to the impeller, so if you have a noisy pump there is no way to replace just the worn part.

== References ==
[[Category:water pumps]]
[[Category:Tesla]]

Water Pumps

2025-02-14T16:09:03Z

Jrbe: /* Tesla Model S/X Coolant Pump */ added nissan leaf as a source for this same pump.

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

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

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

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

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

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

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

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

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

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

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-14T03:27:35Z

Jrbe: /* Knowledge to add in */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|IGBT Voltage sense wire (To Batt + in Prius)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed (* Control Voltage?
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentially the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common - for the high and low sides. Do not connect to chassis ground, for high voltage & low voltage -.

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup so may need to be moved to the low voltage / inductor side + if that's where the voltage is at startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu. If both are set to tri-stated the converter should shut down on its own with this hardware without a turn off spike. Its possible FCV voltage could be used for these signals but needs testing. FCV still has good voltage a little while after the igbt shuts down.

This converter can run at about 20:1 high to low ratio but at unknown power levels. Applying 20v to the low side + (inductor) and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN, same approximate 1:10 ratio. Running at 96s with a slight load at 5% duty gives approximately a 20:1 ratio. So this can do 20:1 to 1:1 for the converter range but efficiency and power likely drop off at high ratios.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher than the other by the ratio of the 2 voltages (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the IGBT from being high or low with a stuck or off pwm. CSDN high or IPM low or both will shut down the IGBT switches. If CSDN only is used, brownouts can mean spikes from the voltage dipping below the IGBT off threshold, effectively reenabling the IGBT. PWM thresholds are currently unknown. There is a possibility there is a voltage between high and low for pwm sensing that wont turn on high or low igbts, needs testing.

The IGBT has similar Mitsubishi part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one I'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

FCV from the IGBT runs at 15.35v. This might be a control voltage that could be used for the IPM and CSDN enable / disable lines.

The IGBT glitches at around 7.3v input voltage. Safeties should be in place to monitor the 12v voltage and shut down the converter if it gets near or below that.

For testing, setting a 9.0v threshold for brownout shutdown and having code and a processor that can shutdown in about 1ms means the voltage can be about 15.4v then drop to 0 without a shutdown spike.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demonstrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-05T05:10:33Z

Jrbe: /* Knowledge to add in */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|IGBT Voltage sense wire (To Batt + in Prius)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed (* Control Voltage?
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentially the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common - for the high and low sides. Do not connect to chassis ground, for high voltage & low voltage -.

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup so may need to be moved to the low voltage / inductor side + if that's where the voltage is at startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu. If both are set to tri-stated the converter should shut down on its own with this hardware without a turn off spike. Its possible FCV voltage could be used for these signals but needs testing. FCV still has good voltage a little while after the igbt shuts down.

This converter can run at about 16:1 high to low ratio but at unknown power levels. Applying 20v to the low side + (inductor) and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN, same approximate 1:10 ratio. The best you can get is ~16:1 to 1:1 for the converter range.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher than the other by the ratio of the 2 voltages (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the IGBT from being high or low with a stuck or off pwm. CSDN high or IPM low or both will shut down the IGBT switches. If CSDN only is used, brownouts can mean spikes from the voltage dipping below the IGBT off threshold, effectively reenabling the IGBT. PWM thresholds are currently unknown. There is a possibility there is a voltage between high and low for pwm sensing that wont turn on high or low igbts, needs testing.

The IGBT has similar Mitsubishi part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one I'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

FCV from the IGBT runs at 15.35v. This might be a control voltage that could be used for the IPM and CSDN enable / disable lines.

The IGBT glitches at around 7.3v input voltage. Safeties should be in place to monitor the 12v voltage and shut down the converter if it gets near or below that.

For testing, setting a 9.0v threshold for brownout shutdown and having code and a processor that can shutdown in about 1ms means the voltage can be about 15.4v then drop to 0 without a shutdown spike.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demonstrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-04T06:27:12Z

Jrbe: /* Knowledge to add in */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated? Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common - for the high and low sides. Do not connect to chassis ground, for high voltage & low voltage -.

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup so may need to be moved to the low voltage / inductor side + if that's where the voltage is at startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu. If both are set to tri-stated the converter should shut down on its own with this hardware without a turn off spike.

This converter can run at about 16:1 high to low ratio but at unknown power levels. Applying 20v to the low side + and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN. The best you can get is ~16:1 to 1:1 for the converter range.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher than the other by the ratio of the 2 voltages (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the IGBT from being high or low with a stuck or off pwm. CSDN high or IPM low or both will shut down the IGBT switches. If CSDN only is used, brownouts can mean spikes from the voltage dipping below the IGBT off threshold, effectively reenabling the IGBT.

The IGBT has similar part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one I'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

FCV from the IGBT runs at 15.35v. This might be a control voltage that could be used for the IPM and CSDN enable / disable lines.

The IGBT glitches at around 7.3v. Safeties should be in place to monitor the 12v voltage and shut down the converter if it gets near or below that.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-04T06:06:55Z

Jrbe: /* Knowledge to add in */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated? Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common - for the high and low sides. Do not connect to chassis ground, for high voltage & low voltage -.

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup so may need to be moved to the low voltage / inductor side + if that's where the voltage is at startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu. If both are set to tri-stated the converter should shut down on its own with this hardware without a turn off spike.

This converter can run at about 16:1 high to low ratio but at unknown power levels. Applying 20v to the low side + and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN. The best you can get is ~16:1 to 1:1 for the converter range.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher than the other by the ratio of the 2 voltages (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the IGBT from being high or low with a stuck or off pwm. CSDN high or IPM low will shut down the IGBT switches.

The IGBT has similar part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one I'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

FCV from the IGBT runs at 15.35v. This might be a control voltage that could be used for the IPM and CSDN enable / disable lines.

The IGBT glitches at around 7.3v. Safeties should be in place to monitor the 12v voltage and shut down the converter if it gets near or below that.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-03T21:02:27Z

Jrbe: /* Next Steps */

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated? Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common -

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N Mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu.

This converter can run at about 16:1 high to low ratio but at unknown power levels. Applying 20v to the low side + and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN. The best you can get is ~16:1 to 1:1.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the igbt from being high or low with a stuck or off pwm. CSDN high or IPM low will shut down the igbt switches.

The IGBT has similar part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one i'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2025-02-03T21:02:07Z

Jrbe: Added research from my efforts (jrbe)

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated? Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

== Knowledge to add in ==
This section is an evolving work in progress by jrbe.

See image:
[[File:Prius Gen 2 IGBT and Inductor.png|thumb|Prius Gen 2 IGBT and Inductor]]

* The inductor is the low side +.
* Inductor connection to the IGBT is CL.
* CP is the high side +
* CN is the common -

This converter shares the - between the high and low sides.

The Orange wire from the IGBT seems to be for voltage level sensing for the IGBT. I believe this needs to see 8v? or more to startup. Seems to be no need to connect this wire to a low voltage controller.

The IPM and CSDN lines can be setup with a 12v pull up 470R then an N Mosfet pulls it to ground. A gate pull up resistor of 47k to + voltage means the n mosfet is on and pulls the line low on startup until the gate is pulled low by the mcu. A gate pull down resistor of 47k Means the mosfet stays off, line stays high until voltage rises on the gate by the mcu.

This converter can run at about 16:1 high to low ratio but at unknown power levels. Applying 20v to the low side + and CN, at 5khz and 10% duty cycle (inverted) it will make ~195V at CP(+) & CN(-), so about a 1:10 ratio. If the 20v is applied at the high side CP & CN you will get around 2V on the low side + and CN. The best you can get is ~16:1 to 1:1.

The converter can be run different ways. Fixed duty cycle means a fixed ratio between high and low side, power flows when the voltage on one side or the other is higher (bidirectional flow.)

This could be run in a current control method but that means watching current and adjusting duty cycle to set/drive the current. This of course needs safeties like voltage ranges and a way to match the voltage to pwm ratio.

Ramping up/down pwm means the converter can soft start, ramping up voltage as the duty cycle increases(inverted.)

Care must be taken on power up and down to prevent the igbt from being high or low with a stuck or off pwm. CSDN high or IPM low will shut down the igbt switches.

The IGBT has similar part number to 400A / 1200V IGBT's.

The 1:100 volt isolated output does not work on the one i'm testing. I did AMC3311 isolated voltage monitoring IC's with TLV9001 opamps for isolated voltage sensing for both low and high sides of the converter.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

File:Prius Gen 2 IGBT and Inductor.png

2025-02-03T20:35:51Z

Jrbe:

Prius Gen 2 IGBT and Inductor

Operating the buck/boost converter for a low voltage CCS charging application

2024-12-15T21:58:03Z

Jrbe: Added Isolated? back to pin 9.

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Isolated? Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Operating the buck/boost converter for a low voltage CCS charging application

2024-12-14T22:40:40Z

Jrbe: Added to IGBT pin out notes and colors

The aim of this project is to enable ‘low’ voltage battery packs (c. 120V) to be charged using CCS chargers, which will not operate below 200V and more typically operate around 400V.

The plan is to use the Buck/Boost converter found in the Gen 2 Prius inverter/converter module which the Prius uses to boost battery voltage to c. 400V to power the car’s motors, and to buck that voltage back down to pack voltage of c. 200V when in regen mode.

In this project, the plan is to boost the battery pack voltage to c. 400V, connect to the EVSE charger using a CCS controller, and then reduce the voltage boosting in order to draw current from the EVSE and charge the car’s battery pack. The CCS standard does not support charging below 200V so for battery packs lower than this, it's not been possible to use CCS charging. This project may change that and make rapid charging available to lower voltage packs but at said low voltages, current handling will be the limiting factor for charging speeds.

Step 1 is to demonstrate control of the Prius buck/boost converter. This is essentially complete.

Step 2 is to implement a ‘man in the middle’ solution, which will:

* Control the buck/boost converter;
* Control any battery-side contactors;
* Receive charging requirements and restrictions from the BMS via CAN;
* Translate these low-volage requirements into higher voltage requirements for the CCS controller to pass to the EVSE.

== Theory ==
A schematic of the buck/boost converter and the inverter is below, with the converter boxed in red.

If the inverter stage were to be bypassed, as shown in blue, the boosted battery voltage could match that output from a CCS charger and in theory at least allow for a sub 200V pack to be charged.
[[File:Clanger boost idea.png|thumb|Buck boost for CCS]]
A man-in-the-middle board will interface with the car's BMS and accept the low-voltage charging requirements and restrictions, and translate these into high voltage requirements and restrictions and pass this onto whatever CCS controller we end up using. The BMS will never 'know' it's taking in high voltage as it will only see the pack voltage levels that the buck/booster reduces the EVSE level to, and the EVSE will not 'know' its charging a sub 200V pack, since it sees c. 400V and is instructed to provide said volage by the CCS controller. I hope to use FOCCCI and CLARA for the CCS controller and at present the MITM board for controlling pre-charging and the buck/boost controller is a simple Teensy 4.1.
[[File:Prius Gen2 inverter schematic.gif|thumb|Buck-Boost converter]]

==Control of the buck/boost converter==

The buck/boost converter’s Intelligent Power Module is a Mitsubishi PM400DV1A400. It has an 16 pin input plug P/N: 1318386-1, crimps 1123343-1 from TE. These plugs are pretty small and necessitate a thin wire gauge (c. 20-23 AWG at a guess).

Pin numbering and colouring can be found in the Toyota wiring guide, p106 [find a link] and these connect into the 32 pin Prius Inverter plug as show in the wiki [https://openinverter.org/wiki/Toyota_Prius_Gen2_Inverter Prius Gen 2 Wiki] with the exception of the modules power, ground and OVH wire (more on that below).
[[File:IPM wiring.jpg|thumb|Block diagram from Toyota for the Mitsubishi IPM]]
Block diagram shown.

The pin numbering is shown below. Pin numbers start with pin 1 at the top, right side of the TE plug when looking at the wire entry side. So the red 12V power input is pin 8, and the orange voltage sense wire is pin 1.
{| class="wikitable"
|+
!Pin
!Toyota colour
!Toyota name
!Notes
|-
|1
|x
|
|
|-
|2
|x
|
|
|-
|3
|Green/Red
|CT
|Temp dependent voltage signal
|-
|4
|Purple
|VL
|1:100 scaled isolated voltage of orange wire
|-
|5
|Pink
|OVH
|IPM Enable line, 5V on, 0V off
|-
|6
|Blue
|CPWM
|0-100% duty cycle PWM 12V - 0V, 5kHz
|-
|7
|Black
|GND
|Ground
|-
|8
|Red
|12V
|12V
|-
|9
|Orange
|?
|Voltage sense wire (Batt +)
|-
|10
|x
|
|
|-
|11
|x
|
|
|-
|12
|Pink/Blue
|OVL
|not known
|-
|13
|white/red
|FCV
|Fault reporting line. More detail needed
|-
|14
|black/red
|GCNV
|Held at ground, more detail needed
|-
|15
|brown/white
|CSDN
|Shutdown line. If high, IPM shuts down. Held low.
|-
|16
|x
|
|
|}
Johannes has demonstrated control using his own boards and software, see Resources below. The following describes generic control, should you want to use your own harware/software. I have not yet used CT for temp sensing, FCV for fault reporting, and have had limited sucess with the VL voltage sensing (it may be the voltage I was testing on is just too low). Johannes does show it working.

=== Boosting control ===
Control is achieved as follows. To start up the boost module safely without it doing any boosting the CPWM duty cycle must be set to 0%, so 0V, the OVH line also held low, and GCNV, CSDN grounded. 12V is then applied to pin 8.

Use a pre-charge mechanism, feed the "low" voltage from the pack to the DC battery input posts of the inverter module. This will mean the big capacitor in the inverter/controller will see pack voltage, hence the need to pre-charge before applying the main pack voltage.

See Johannes' charger videos linked below and see the main Prius wiki to make sure you understand how the IPM works with regards to the top and bottom IGBTs, because it is easy to short out the battery pack.

Next, supply 5V to OVH and this enables the IPM. Then, by increasing the CPWM duty cycle, the battery voltage can be boosted and this higher voltage can now be seen on the DC rails (shown in blue in the Buck/Boost for CCS diagram above).

It's important that the CPMW is set to zero when starting and to ensure this, I used a very simple circuit with two transistors as shown, because during the boot/power on of the Teensy the output pin is floating until it's explicity set low, and this circuit makes sure that CPWM is set low from the beginning. To stop, remove 5V from OVH and open contactors to battery to remove input DC. There is a bleed resistor board in the inverter which will drain the voltage on the capacitor but take care none the less. It may be wise to reduce the boosting to zero before setting OVH low, I don't know.
[[File:Pwm circuit hold low.png|thumb|Keeping PWM low during boot]]

=== Charging ===
[[File:Possible ccs take off.png|thumb|Possible CCS take off points circled in red]]
The idea is to boost the battery voltage to the output voltage of the charger, then allow the charger to connect to either the DC bus rails circled below in red in picture labelled 'possible CCS take-off' (but confirmation needed on this), OR, to two of the MG1 terminals. The latter does mean that the current will flow through the diodes on the inverter circuit, and this may not be desirable because a) it might limit the current that can be drawn and b) it means keeping the inverter circuitry even though we don't use it for this application and could perhaps discard it to save space. Either way, once the voltages are matched, the charger can be allowed to connect to the DC bus rails (in theory without its own pre-charge circuitry but that might not be wise). Assuming the charger voltage and the boosted pack voltage are the same, no current will flow. By reducing the boosting by reducing the PWM duty cycle, current can be drawn towards the pack. The pack will see the bucked down voltage level and by controlling the amount of boosting the amount of current can also be controlled.

Note: the above is conceptual and I have been successful using very low voltages to test charging a 12V battery from an 18V battery. Scaling this up to charging a 120V battery from a 400V EVSE is a different kettle of fish altogether, and I could use some help from the community to confirm where best to connect the EVSE HV to (see blue lines on Buck/Boost for CCS schematic above) and general advice regarding safety and best practice.

== Power ==
It is not clear how much power we can pass through the buck/boost converter, and hence what charging speeds we could achieve, however even if it’s as low as 10kW it’s an improvement over the 6.6kW typical max charge rate for a low voltage EV conversion and importantly means CCS chargers can be used when AC chargers are not available. It’s been suggested that the maximum current the Gen 2 inverter/controller can push out through the DC lines is 100A, which would limit the charging rate to c. 12kW maximum. The IPM may be rated at up to 400A [https://openinverter.org/forum/viewtopic.php?t=4745 Prius boost module PM400DV1A120] which may mean a higher rate is possible. More info needed.

It's also possible that two (or more) of these buck/boost converters could be run in parallel with essentialy the one control code.

== Next Steps ==

The MITM needs to be able to communicate with the CCS controller, and hopefully the FOCCCI and CLARA CSS projects here on OI will be suitable. I hope to establish what Clara needs for battery pack info, and its operational flow chart so I can work out the logic for the MITM and how it will interface between Clara and my BMS. Updates to follow.

==Resources==
Johannes has some videos, linked below, showing AC charging using the buck/boost controller and Damien also demontrates it. These things are potentially pretty dangerous so do watch these first.

[https://www.youtube.com/watch?v=hkCRddO3Clc Damien's charging demonstration]

[https://www.youtube.com/watch?v=_BDJ7N_YjAU Johannes' charger]

[https://www.youtube.com/watch?v=E62nOUprQYI&t=721s Johannes' Lab Update #42]

[https://www.youtube.com/watch?v=mPp13zctjfY Johannes's Lab Update #45]

Any suggestions/ideas/corrections very welcome.

[https://openinverter.org/forum/viewtopic.php?t=4530 forum discussion thread]

Water Pumps

2024-09-08T08:22:40Z

Jrbe: /* Bosche PCE (VAG and others) */

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

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

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

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

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

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

= In List Form =
{| class="wikitable sortable mw-collapsible"
|+
!Pump
!DC Voltage
!Current Draw
!Control Method
!Inlet Size
!Outlet Size
!Max Flow
!Max Pressure
|-
|CWA200
|12
|
|PWM / ON
|
|
|
|
|-
|Tesla S/X
|8-16
|7.3A
|PWM
|19mm
|19mm
|720LPH@70kPa
|
|-
|Bosch PCE
|12
|
|PWM / ON
|
|
|
|
|-
|
|
|
|
|
|
|
|
|}

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

Nissan Leaf Gen 3 (2018 up EM57)

2024-09-06T10:37:28Z

Jrbe: /* This adapter board is compatible with Gen 3 Nissan Leaf (model year 2018+) inverters and the open inverter mini main board */

If you scanned the QR code on your gen 3 Leaf adapter board you are in the right place to help set it up!
[[File:V0.0.2 Gen 3 Leaf Adapter PC board assembly.png|thumb]]

== 110kw / 160kW ==
The third generation Nissan leaf stack has both 110kW and 160kW versions. Current understanding is the only difference between these 2 is the Nissan controller board. https://openinverter.org/forum/viewtopic.php?p=45803#p45803

This Open Inverter adapter board replaces the Nissan controller in these gen. 3 inverters. Theory is that either inverter could make at least 160kW with this OI adapter & controller boards if the rest of the system can support it.

== This adapter board is compatible with Gen 3 Nissan Leaf (model year 2018-2022?) inverters and the [[Mini Mainboard|open inverter mini main board]] ==

=== This is a work in progress. This board is not yet tested. ===
Any deeper dive info is in italics. You can skip over anything in italics if you don't want to know how it works or what it's doing in the background.

== Things to verify ==
Some of the info was not completely clear for the development of this board. Things that need to be verified:

* Let's use <s>strikethrough</s> as we verify these items.
* The board address needs to be checked with the brake circuit connected and disconnected (cut SJ4 to disconnect, solder to connect it.) Need to verify this does not skew the address voltage and change the address. There are vias to measure the voltage in the board address block to help.
* Verify different 32 & 40 position connector footprints match up. Through hole footprints are unknown. <s>The SMD connectors work properly.</s>
* <s>The second part of the brake circuit looks like it should block 2.5v and below from turning on the brake lights. Above about 2.7v the brake lights should go on. This depends on if the STM32 can push enough power to overcome a few components. Trying to give a wider range of available addresses and still have the brake light output trigger in regen. The high side switch turns on at around 1.2v on the enable line, that's what the zener blocking diode is for.</s>
* <s>R3 and R9 are setup as 0R (jumper) resistors. Nissan has 2 lines for each current sensor signal. These should not be populated for now.</s>
* <s>R2 & R4 are unclear if they should be grounds and are 0R resistor / jumpers. Need to figure out if these are in fact required grounds.</s>
** <s>J1 connector (Nissan 32 pos.) on position 20 if using thru hole board to wire connectors it only has a .3mm trace to ground which likely won't last or work well. If this ground is required there is a large ground via right next to position 20 to solder to for a good ground connection. Will need to correct this in the next version once understood.</s>
* R13 is a pull down resistor for the T_SINK input. <s>This is at 3K3 in V0.0.1 but unsure if this is ideal.</s> V0.0.4 changed this to a 1.2k pull down resistor. There are 2 plated thru holes on each side of R13 to use to make testing the ideal value easier.
* <s>L2 in rev V0.0.2 had an 0805 inductor rated for only 15ma. Changed to a Sunlord 4030 / AKA 4.0mm X 4.0mm inductor that can pass 700ma +. I don't think any V0.0.2 boards were made yet but not sure.</s>
* '''What connector options to use for the Open Inverter connections to get out of the inverter.'''
* <s>The capacitors on each contactor mosfet gate should be checked that they do not delay turn on or off too much and that they help eliminate chatter. If they are too large they could run the mosfets in the linear region and could cause damage.</s> Set these to do not populate, not tested.

== There are optional jumpers on both the adapter board and the mini mainboard. ==

=== Setting up the mini mainboard jumpers ===
[[File:Mini mainboard Transparent.png|thumb]]

==== '''SJ1''' ====
(mini mainboard back) should be **soldered / not soldered.**

''This enables a 500 ohm pull-up resistor that is needed for open collector encoders. In the case of the EM57 motor it '''**is / is not required**.'''''

==== '''SJ3''' ====
(mini mainboard) soldered / jumpers to the left is setup for cruise control 12v input. It should stay like this.

''Soldered to the right is 3.3v MOSI for SPI communications. Do not apply 12v to this input while shorted to the right of the jumper or damage likely will result.''

=== Setting up the 3rd generation Leaf adapter board jumpers ===
[[File:V0.0.2 Gen 3 Leaf Adapter PC board SMD Only.png|thumb]]

==== '''SJ4''' ====
can be ignored. It should stay shorted.

''This jumper allows disconnecting the brake output circuitry from the board address circuitry for testing (see Mini Mainboard Hardware Detection.) **add link** This IO is shared between a board address analog input and a brake light output. Once this is proven out there should be no need to change this jumper.''

==== '''SJ5''' ====
'''-''' Open Inverter has an Emergency Stop (E-Stop) function to quickly, non-destructively, and safely shut down the inverter. To use the E-Stop option, connect an E-stop switch (closed when OK, open in stop position) that feeds 12v to position 40 of this adapter board. The E-Stop switch must break the 12v signal of the circuit when the e-stop is pressed or if a wire breaks. Other methods are not recommended for safety. This is to guarantee it shuts the inverter down when needed. Starting with V0.0.4 '''pin 26''' of the 40 position connector has a '''solder jumper to 12v'''. This allows the user to connect on board '''+12V to pin 26''' to be used as the +12V supply for the E-Stop Switch. See p26 +12V below.

'''You must either feed in 12v on pos. 40 or solder SJ5 closed to feed12v into this E_STOP input or the inverter will not run.'''

'''To bypass the E-Stop functionality''', solder the SJ5 jumper closed. No need to populate position 40 (e-stop signal) in this bypassed case.

==== '''SJ6''' ====
is optional and can be left with both positions open. '''Never short all 3!'''

''Position 19 on the 40 position Nissan connector is a PWM_USER / OUT_TEMP signal. Part of the PWM_USER circuitry is an optional 0805) pull up resistor (R19) that is not populated. An 0805 SMD resistor can be added if a pullup is desired on board (the footprint is for a hand solder 0805, it's larger than normal but makes it easier to modify and hand solder.)''
'''''SJ6''' is a voltage select solder jumper to select between the onboard voltages of 5.3V and 12v to create the wave form / signal on this output. There is also a plated through hole labeled as UV1 (user voltage) that can be used'' ''for the pull up'' ''with a'' ''a different voltage if desired.'' ''Do not solder / short SJ6 if UV1 is used.''

''C11 capacitor is to reduce EMI. If your PWM device needs a very sharp edge this may interfere. C12 is a 1uF capacitor to help stabilize the user selected voltage, covers 5.3, 12v and user voltage selections. To the left of this +12V pad is a plated through hole to supply an unregulated +12v to be used for a user supplied voltage regulator for a different voltage. The n channel mosfet is rated for 100v and 1.5 amps. This is a common footprint with a wide range of voltages and currents up to about 1.5 amps.''

==== '''SJ8 / J8''' ====
are voltage select jumpers. SJ8 is a solder jumper and J8 is a 3 position male pin header. You must use only one style jumper to select 3.3v or 5v for your programmer so you do not accidently short 5.3v and 3.3v together. J8 has 2.54mm / .1 inch pin spacing, common jumper caps will work to select the voltage. See programming the ESP32 below for further info on programming.
==== '''SJH1 & SJL1''' ====
These should be either both soldered if a 120ohm CAN termination resistor is desired here. If this is the end of a CAN line these should both be soldered. CAN lines should be terminated at each end of the lines with a 120 ohm resistor. Do not leave one solder jumper open & one closed.

''There is a capacitor in the middle of the 2x 60 ohm resistors to help filter noise on the CAN lines. There is also a TVS diode (D6) right next to the 40pos. connector to help with static protection.''

'''p26 +12V'''

On the 40 position connector there is a solder jumper on the back of the board. This is meant to supply +12V to '''pin 26''' of the 40 position Nissan connector to be used for the E-Stop function if desired (connected to both the SMD and through hole footprints.) There are very thin traces from the solder jumper up to a +12v plated through hole above the MOSI label meant to act as a crude fuse.

'''IL1 & IL2'''

Il1 & IL2 are redundant current sensor signal paths. OEMs commonly use 2 signal paths for each current sensor to the inverter controller. Open inverter uses 1 trace for each current sensor, these solder jumpers can be soldered closed to switch to have 2 signal paths to the inverter brain. These can both be left open.

== Soldering on the Nissan header connectors ==
The adapter board is setup with multiple footprints for both of the 32 and 40 position inverter's internal Nissan board to wire connectors. This means that the available connectors should all be able to be used without modifications.
[[File:32 position 90° headers.png|thumb]]

=== 32 position header connector options: ===
{| class="wikitable sortable mw-collapsible"
|+
!Connector Part #
!Manufacturer Page
!Availaility
!Sourcing
|-
|Desoldered Nissan
|?
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318745-2
|https://www.te.com/en/product-1318745-2.html
|High
|https://octopart.com/search?q=1318745-2
|-
|2326784-2
|https://www.te.com/usa-en/product-2326784-2.html
|Low
|https://octopart.com/2326784-2-te+connectivity+%2F+amp-119798073?r=sp
|-
|2326784-3
|https://www.te.com/usa-en/product-2326784-3.html
|Low
|https://octopart.com/2326784-3-te+connectivity-141486898?r=sp
|-
|2322737-1
|https://www.te.com/usa-en/product-2322737-1.html
|No
|https://octopart.com/2322737-1-te+connectivity-141486892?r=sp
|-
|2326784-1
|https://www.te.com/usa-en/product-2326784-1.html
|No
|https://octopart.com/2326784-1-te+connectivity+%2F+amp-125203930?r=sp
|-
|1318745-4
|https://www.te.com/usa-en/product-1318745-4.html
|No
|https://octopart.com/1318745-4-te+connectivity+%2F+amp-111145194?r=sp
|-
|2326784-4
|https://www.te.com/usa-en/product-2326784-4.html
|No
|https://octopart.com/search?q=2326784-4
|}
Listed in TE's 131874-1 32 position female housing, https://www.te.com/usa-en/product-1318747-1.datasheet.pdf

=== 32 position connector ===
This connector and harness should not need any modifications.

[[File:40 position 90° headers.png|thumb]]

=== 40 position header connector options: ===
{| class="wikitable"
|+
!Connector Part #
!Manufacturer Page
!Availability
!Sourcing
|-
|Desoldered Nissan
|
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|1318384-4
|[https://www.te.com/en/product-1318384-4.html?q=1318384-4&source=header https://www.te.com/en/product-1318384-4.html]
|High
|https://octopart.com/search?q=1318384-4
|-
|2322791-1
|https://www.te.com/usa-en/product-2322791-1.html
|Low
|https://octopart.com/2322791-1-te+connectivity+%2F+amp-128564844?r=sp
|-
|2322791-2
|https://www.te.com/usa-en/product-2322791-2.html
|Low
|https://octopart.com/2322791-2-te+connectivity-142686361?r=sp
|-
|2322791-3
|https://www.te.com/usa-en/product-2322791-3.html
|Low
|https://octopart.com/2322791-3-te+connectivity+%2F+amp-119798059?r=sp
|-
|2377920-1
|https://www.te.com/usa-en/product-2377920-1.html
|No
|Not Available?
|-
|1-1318384-8
|https://www.te.com/usa-en/product-1-1318384-8.html
|No
|https://octopart.com/1-1318384-8-te+connectivity+%2F+amp-118490360?r=sp
|-
|1318384-5
|https://www.te.com/usa-en/product-1318384-5.html
|No
|https://octopart.com/1318384-5-te+connectivity+%2F+amp-111145192?r=sp
|}
Listed in TE's 1318389-1 40 position female housing, https://www.te.com/usa-en/product-1318389-1.datasheet.pdf

== 40 position Leaf female connector modifications ==
If you are using the factory Leaf 40 position connector there are many open inverter specific wires that need to be added.

[[File:Inverter entry board harness.jpg|thumb]]
<nowiki>**</nowiki>add which pin numbers or mark them somehow in the table below**
[[File:40pos. pin out back.png|thumb|alt=Delete this old image|87x87px|Delete this old image]]
[[File:40 pos. conn front V0.0.4.png|alt=40 position connector front V0.0.4|thumb|40 position connector front V0.0.4]]

=== '''40 position connector pin out:''' ===

==== The 40 position female housing has the following known part numbers: ====
{| class="wikitable"
|+
!Part #
!Manufacturer Link
!Sourcing
!Found Where?
|-
|1318389-1
|https://www.te.com/usa-en/product-1318389-1.html
|https://octopart.com/1318389-1-te+connectivity-42270477?r=sp
|
|-
|2325415-1
|https://www.te.com/usa-en/product-2325415-1.html
|https://octopart.com/search?q=2325415-1&currency=USD&specs=0
|Listed as mating with 2322791-1
|}

==== Terminals for the Nissan connectors ====
[[File:40 pos. conn back.png|alt=40 position Nissan connector labeled|thumb|40 position Nissan connector labeled]]
[[File:40 pos female housing pin labeling.png|thumb]]
Terminals (female / receptacle) listed to fit the 1318389-1 are here, https://www.te.com/usa-en/product-CAT-T319-T273.html?q=&d=752372&type=products&compatible=1318389-1&samples=N&inStoreWithoutPL=false&instock=N
{| class="wikitable sortable mw-collapsible"
|+
|Product Description
|Marketing Part Number
|Products
|Terminal Type
|Mating Tab Width
|Mating Tab Thickness
|Terminal Transmits
|Wire Size
|Wire Size
|Sealable
|Terminal Seal Type
|Wire Size Search
|-
|CONTACT CRIMP SNAP IN 22-20
|1-170321-1
|1-170321-1
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|CONTACT SNAP-IN
|1-170321-4
|1-170321-4
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT
|1123343-1
|1123343-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT GOLD FORMING
|1123343-2
|1123343-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT PRETIN L/P CUT
|1318143-1
|1318143-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|.025 SEALED REC CONT
|1318329-1
|1318329-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .85 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|.040 SEALED REC CONT
|1318332-1
|1318332-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|18 – 16 AWG
|.75 – 1.25 mm²
|No
|
|.75 mm², 1 mm², 1.25 mm²
|-
|025 IDC REC CONT FORM
|1318688-1
|1318688-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 RCPT IDC TIN (0.08SQ)
|1565403-1
|1565403-1
|Receptacle
|.64 mm
|.64 mm
|
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|0.64 RCPT SEALED TIN STRIP
|1612290-1
|1612290-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|0.64 RCPT SEALED AU STRIP
|1612290-2
|1612290-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|REC CONT ASSY S RANGE 025 CLEA
|1717148-1
|1717148-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|Yes
|Family Seal
|.3 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801069-2
|1801069-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801248-2
|1801248-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .75 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|025 RECEPTACLE CONTACT
|2005097-1
|2005097-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|26 – 24 AWG
|.13 – .22 mm²
|No
|
|.13 mm², .15 mm², .2 mm²
|-
|0.64 RCPT SEALED TIN STRIP(L SIZE)
|2040168-1
|2040168-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|-
|0.64 RCPT SEALED AU STRIP(L SIZE)
|2040168-2
|2040168-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|}
'''**add crimper options**'''

The adapter board is labeled at the 40 position connector to help with wiring up the inverter / harness. Images of these are to the right and a table is below with the positions in order.

The surface mount version of this connector starts with position 21, then 1, 22, 2, etc. The position labeling on the pc board is offset slightly on both sides to help with this.

The pc board renderings / pin labeling images to the right can be used to help populate the connector and wire the vehicle.
{| class="wikitable"
|+
!Pos.
!Abbreviation
!Description
!AKA
!Details
!
!Pos.
!Abbreviation
!Description
!AKA
!Details
|-
|1
| +12VSW
|Switched +12v
|
|
|
|21
| +12VSW
|Switched +12v
|
|
|-
|2
|PRE□
|Precharge contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|
|22
|DCSW□
|EV battery contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|-
|3
|GND
|Ground
|
|
|
|23
|GND
|Ground
|
|
|-
|4
|GND
|Ground
|
|
|
|24
|GND
|Ground
|
|
|-
|5
|oERR□
|Output - Error signal, switched ground
|
|1 amp
|
|25
|CRUISE*/MOSI3.3v!
|Cruise control signal 12v / MOSI 3.3v
|
|12v set as cruise. 3.3v as MOSI
|-
|6
|sSTRT*
|Input, 12v start signal pulse
|
|
|
|26
|empty / optional +12v
|empty - optional +12v for E-Stop switch
|
|See p26 +12V solder jumper notes.
|-
|7
|sFWD*
|Input, 12v forward
|
|
|
|27
|sBRAKE*
|Brake light input 12v
|
|
|-
|8
|sREV*
|Input, 12v reverse
|
|
|
|28
|MTEMP+
|Motor temp senor +
|
|
|-
|9
| +3.3V
| +3.3V from U2 regulator.
|
|Alternative voltage for analog throttles if 5v goes out of range.
|
|29
|sBMS*
|Battery Management System error +12 signal
|
|
|-
|10
|oBRK▲
|Output, brake +12v (see SJ4)
|
|1.5 amps
|
|30
|MTEMP-
|Motor temp sensor -
|
|
|-
|11
|THROT2°
|Throttle 2, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|
|31
|empty
|empty
|
|
|-
|12
|CANH
|CAN high signal (see SJH1)
|
|120 ohm termination resistor solder jumpers
|
|32
|THROT1°
|Throttle 1, 0-5v signal
|
|5K pull down to gnd on mini mainboard to shift to 0-3.3v.
|-
|13
|CANL
|CAN low signal (see SJL1)
|
|120 ohm termination resistor solder jumpers
|
|33
|empty
|empty
|
|
|-
|14
|oUVTG□
|optional output? 1amp max switched ground
|
|1 amp
|
|34
|empty
|empty
|
|
|-
|15
|empty
|empty
|
|
|
|35
|S1
|Encoder S1 wire
|
|
|-
|16
|S3
|Encoder S3 wire
|
|
|
|36
|empty
|empty
|
|
|-
|17
| +5V
| +5V for sensors (like throttle)
|
|
|
|37
|S4
|Encoder S4 wire
|
|
|-
|18
|S2
|Encoder S2 wire
|
|
|
|38
| +5V
| +5V for sensors (like throttle)
|
|
|-
|19
|oTEMP□
|over temp signal, switched ground, 1 amp max
|
|1 amp, has EMI filter capacitor (C11) for PWM
|
|39
|R2
|Encoder R2 wire
|
|
|-
|20
|R1
|Encoder R1 wire
|
|
|
|40
|sE-STOP
|Optional Emergency stop switch (see SJ5)
|
|Can add an E-Stop switch to 12v.
|}
{| class="wikitable"
|+
|'''KEY'''
|-
|* = 12v Signal
|-
|° - 0-6.6v Signal
|-
|□ = Switched ground
|-
|▲ = Switched +12v
|}

'''A visual pin numbering of the 40 position connector.'''

== Programming the ESP32 Wi-Fi module ==
[[File:ESP32.png|alt=ESP32 with associated headers and 3.3v capacitor|thumb|ESP32 programming header]]
Solder jumper JP8 & J8 set the programming header voltage to either 5v or 3.3v. Use only 1 header to set the voltage to your programmer's output voltage.

''If 5v is used the 3.3v regulator will convert it to 3.3v for the ESP32.''

'''J4''' is used to program the ESP32.

There is a slot above the labels 38 and J4 for a zip tie hole to hold an antenna wire. This can be used if a u.FL antenna is used along with an ESP32-S2-Wroom-I module.
{| class="wikitable"
|+
!Position
!Description
|-
|1
|IO0
|-
|2
|GND
|-
|3
|GND
|-
|4
| +3.3v / +5V, (J8 / JP8)
|-
|5
|ESP32 USART_RX
|-
|6
|ESP32 USART_TX
|}
''Note that the enable line is broken out on the other side of the ESP32 if needed.''

''R25 and C13 are for boot delay to assist programming.''

Follow instructions here '''**add link*'''

'''**add info about programming with the STM32 processor programmed already**'''

'''**add info about the boot delay**''' ''ESP32 boot delay R & C is set to the commonly recommended 10k resistor & 1uF in V0.0.1. V0.0.4 swapped back to 4k7 / .1uF because the esp32 recommended boot delay values caused issues in the STM32 booting properly''

''switch back.''

== Programming the STM32 ==
Add info on programming the STM32 processor.

Currently the recommendation is to program the ESP32 first, then the STM32.

'''**settings info** link..'''

<nowiki>**</nowiki>Editing the IP address if using multiple motors.**

'''**options** link..'''

== Extra header J3 ==
'''**add info about the extra header** what's the use case?'''

'''J3''' gives access to TX & RX lines to the STM32 along with 3.3v and ground if the ESP32 is not populated. J3 is labeled from the ESP32.

'''C19''' is an unpopulated handsolder 0805 capacitor footprint if this optional header is used and 3.3V power dips. There is also an unpopulated 10x10.5 aluminum capacitor footprint at '''C20''' to assist even more if needed.
{| class="wikitable"
|+
!Position
!Description
|-
|1
| +3.3v
|-
|2
|GND
|-
|3
|STM32 USART_TX
|-
|4
|STM32 USART_RX
|-
|5
|empty
|-
|6
|empty
|-
|7
|empty
|-
|8
|empty
|-
|9
|empty
|-
|10
|empty
|}

== Contactor outputs, PRE & DCSW ==
'''**4.5 amps max (header terminal limited?, otherwise 10-17A max to be determined with testing.)**'''

'''**add economizer circuit if not included in contactor**'''

<nowiki>**</nowiki>add image of capacitor locations**

''**There are unpopulated 0805 capacitor footprints on each contactor gate, these are optional to help eliminate chatter if required. Required? Contactor chatter issues?** too much will make the mosfet stay in the linear region for a while, could damage them.''

== Brake output ==
There is a high side switch soldered on the board that outputs +12v @ 1.5A maximum when regen is active. This is likely not enough to drive brake lights directly. It is up to the user to combine the vehicles brake switch output with this brake output +12v signal. Consider an [https://www.digikey.com/en/products/filter/solid-state-relays/183?s=N4IgjCBcoCwdIDGUAuAnArgUwDQgPZQDaIAzKQOwxwh4wBspADE6bWUxaQEwR7Ndu3EAF08ABxRQQAZXQBLAHYBzEAF889AJxRQySADMAhgBsAzrgLEQMJjAAcYe6IlTIshSvV4w3CrqQoY3NLQkgSblZSAFZ6dkjyehh4qIomFPIKaPjuLV8%2BEFzYmjxcrKYCsui7di57LQoC%2Bwp7emcxEElpOTQlVQ1wLXqA-XRsPDCSdJE1AeyEcSgwCUXIMBYBuIR5ABNpAFp14VdpdhQAT3EsaR2zZFmgA automotive SSR] with the vehicles normal brake output feed through a diode along with the inverter brake output through a diode so either or both turn on the SSR.

Main Page Old

2024-08-27T11:54:45Z

Jrbe: /* Water Pumps */ added coolant valves

The openinverter project mainly aims to reuse existing components from production electric vehicles. We also aim to give some general guidelines on how to convert a vehicle to electric drive.

= Before you begin: =
'''Please take the time to read.'''

You undertake '''your''' project at '''your own risk.''' Make sure you're aware of the risks of working with high voltage and [[HighVoltageSafety]]

'''Developers's time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to pay them directly for their time.

Read more about [[Application Support]].

'''Consider donating to the many developers''' that have made all this possible and to help keep making things possible:

[https://www.patreon.com/openinverter www.patreon.com/openinverter],

https://www.evbmw.com/,

https://www.paypal.com/paypalme/celeron55

[https://openinverter.org/forum/index.php '''Always check the forums'''], new developments and solutions are coming along every day, questions being answered, or perhaps you can answer. we work better as a community sharing our knowledge...

'''...update this wiki.''' Answers and solutions should find their way here so they don't remain buried in a 30 page long support thread. To edit the wiki, login with your forum credentials.

'''Welcome to the open inverter community'''

= Legalities=
*[[Legalities|Legalities around conversion projects]]
Different countries have different legislation, if you want your car to certified for the road in your country please take the time to review this section. It might save you going down the wrong direction and creating something that can never be driven, or incur costs.
= Introduction =
The open inverter started as a scratch built inverter and control board led by Johannes Hübner who designed and built his open open source AC motor controller dubbed the "open inverter".

Since then, the community has established and documented hardware and software approaches to reuse OEM inverters with the Open control board, and has more recently started on controlling OEM inverters over CAN, a process which doesn't require replacing any internal parts.

The main goal of the open inverter community is to reverse engineer many of these components for use in a variety of projects such as:

* EV conversion
* Energy storage
* Power generation
* Charging infrastructure
* etc.

Open inverter projects now span over many different areas surrounding PEV, HEV, and PHEV components, such as:
* Motor Controllers
* 1-3 phase power converters
* DC/DC converters
* buck/boost converters
* Battery Management Systems (BMS)
* Vehicle integration
* etc.

As a result, there is a growing collection of open source software and hardware designed for the never ending list of OEM parts.

There's a variety of methods of repurposing these OEM components. Methods here are generally chosen with future proofing in mind , reducing chances of firmware or software updates from the manufacture "bricking" or blocking the open source control efforts.

such efforts include:

* Mainboard/brain replacement
*[[Getting started with CAN bus|CANBUS/LINBUS]]
*[[wikipedia:Synchronous_serial_communication|Sync serial]]
*[[wikipedia:FlexRay|FlexRay]]
*[[wikipedia:Pulse-width_modulation|PWM]]
* Sirmware/software reprogramming
* etc.

Resulting in many bespoke boards running the main open inverter software or other open/semi-open source code designed to ether replace OEM motherboards or VCUs.

This has lead to a large collection of different boards and software, many with redundant features. To unify many of these development projects, the community at large is focused on making a set of standard VCUs and replacement control boards which handle the ever growing list of OEM components.

=== Many of the VCU and replacement boards consist of these 3 main parts: ===
{| class="wikitable"
|+
!Hardware
!Firmware
!Web Interface
|-
|The design and development of the [[Main Board Version 3|control hardware]] based around an STM32F103 chip. This provides the control signals to the power stage and on to the attached components.
|The development of the code that goes on the STM32F103 chips and determines, amongst other things what signals are sent to the power stage and the attached components.
|Using an ESP8266 chip, the development of a simple [[Web Interface|web based interface]] to adjust the parameters on the firmware chip and to display values returned from the chip, for example motor speed (RPM).
|}

= Getting Started =

'''Please note:''' Performing a 'full' EV conversion can often be more straight forward than trying to make small modifications to OEM vehicles - an OEM system will normally require a set of components all talking to each other and keeping each other happy! Trying to, for example, add a different battery charger, or bypassing certain restrictions will often require significant reverse engineering of the existing system to ensure that the new component(s) do not cause errors or problems in the system which can avalanche into significant problems! A full EV conversion, in comparison, can usually focus on just keeping one component happy at a time (although integrating these different components can still require a lot of work).

The Community is focused on the electrical systems required for an EV, and may not be best placed to assist with mechanical issues specific to your vehicle.

===Glossary of Terms===
It is recommended you read the '''[[Glossary of Terms]]''' before you begin. Often you'll find TLAs (three letter acronyms) peppered through the support forum and on this wiki, take the time to familiarise yourself with them before hand, remember this exists, or bookmark/favourite it so you can referent back to it.

===EV conversions:===
A few main parts are needed for an EV conversion, such as:
*[[Motors]]
*[[:Category:Inverter|Inverter]]
**('''Note:''' ZombieVerter projects require a matched pair of Inverter and Motor as they would have come out of a vehicle)
*[[Batteries]]
*[[:Category:Charger|Chargers / Charge Controllers]]
*[[:Category:DC/DC|DC/DC Converters]]
*[[:Category:HVJB|HV Junction Box]]
*[[Heaters]]
*[[:Category:HVAC|HVAC]]
*Brake Assist
**[[Vacuum Pumps]]
**Electronic Brake Boosters
*[[:Category:Power Steering|Power Steering]]
*[[Rapid Charging]]
*[[VCU Comparison]]

Existing information on these items can be found on the [[EV Conversion Parts]] page.

A collection of various connector part numbers can be found here: [[Connector Part Numbers]]

===OEM Parts: ===
A variety of [[:Category:OEM|OEM]] parts members of the community have reversed engineered for custom use cases:
*[[:Category:BMW|BMW]]
*[[:Category:Chevrolet|Chevrolet]]
*[[:Category:Ford|Ford]]
*[[:Category:Hyundai|Hyundai]]
*[[Isabellenhütte Heusler]]
*[[:Category:Land Rover|Land Rover/Jaguar]]
*[[:Category:Mercedes-Benz|Mercedes-Benz]]
*[[:Category:MG|MG]]
*[[:Category:Mitsubishi|Mitsubishi]]
*[[Nissan]]
*[[:Category:Opel|Opel/Vauxhall]]
*[[:Category:Peugeot|Peugeot]]
*[[Renault]]
*[[:Category:Tesla|Tesla]]
*[[Toyota|Toyota/Lexus]]
*[[:Category:VAG|VAG (VW, Audi, Skoda, Seat, Porsche, ...)]]
*[[:Category:Volvo|Volvo]] 

===Required skills/Knowledge===
[[Category:Request_for_Review]]
To perform a successful EV conversion, you may require the following skills and/or knowledge (this is not an exhaustive list)

* You will need to have the skills, knowledge and tools required to perform significant mechanical work on your vehicle. A service or workshop manual will be useful.
*Basic DC electrical knowledge, such as using a multimeter, soldering, identifying components.
*A willingness and ability to troubleshoot problems (mechanical, electrical, code...).
* Safety in relation to high voltage DC systems. '''HV DC can be more dangerous than AC mains voltages!'''
*Basic understanding on the purposes of various EV components (motor, inverter, DC-DC...)
*A grasp of 3 phase motor control concepts can be useful (especially if using an openinverter control board)
*An understanding of CAN (and other digital communication systems) will be very useful
*The legal restrictions and requirements for your country/state

===FAQ===

*[[Common Inverter FAQ]] - questions common to all hardware variants
*[[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
*[[Electronics Basics]] - general advice for troubleshooting electronic circuits
*[[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
*[[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money

= Mechanical Design Database =
[[Mechanical design database|'''Mechanical design database''']]

here you will find measurements, models, files, etc for a variety of components such as:

* adapter plates
* motor couplers
*drive shaft flanges
*battery mounts
*etc.

= Cooling System Components =

=== Water Pumps ===
[[Water Pumps|https://openinverter.org/wiki/Water_Pumps]]

=== Coolant Fittings ===
[[Coolant Fittings|https://openinverter.org/wiki/Coolant_Fittings]]

=== Coolant Valves ===
[[Coolant Valves|https://openinverter.org/wiki/Coolant_Valves]]

=Open Inverter Projects=

===Open Inverter (Core Project/s)===
{| class="wikitable"
!
!Description / Notes
|-
|'''ZombieVerter VCU'''
*[[ZombieVerter VCU]]
*[[Web Interface (ZombieVerter VCU)|Web Interface]]
*[[OEM component compatibility]]
|Designed around a matched pair of Inverter and Motor taken from the original OEM vehicle the ZombieVerter is there to make those two components believe they are still in the original vehicle and are fed necessary commands to act as if they still are and interpret and responses back from the equipment for feedback (regen / rpm / etc)
|-
|'''Open Inverter Hardware'''
*[[Hardware Theory of Operation]]
*[[Schematics and Instructions]] - for the "vanilla" inverter kit.
*[[Mini Mainboard]]
*[[Foccci]] (CCS interface)
*[[Main Board Version 3]]
*[[Main Board Version 2]]
*[[Main Board Version 1]]
*[[Sense Boards]]
*[[Gate Driver]]
*[[Sensor Board|Legacy Sensor Board]]
*[[OEM Repurposing]]
| Quite flexible in its application. The Open Inverter can be used to build a custom inverter itself where you supply the high power and high voltage components to create your own inverter, or to be used as the basis to take over control of OEM inverters so that they can drive nearly any attached motor to that inverter.
|-
| rowspan="3" |'''Open Inverter Software'''
*[[Using FOC Software]]
*[[Downloads]]
*[[Features]]
*[[Web Interface]]
*[[Battery Charging]]
*[[Errors]]
*[[CAN communication]]
*[[Parameters]] (Tune your inverter)
*[[Configuration Files]]
*[[Software Theory of Operation]]
*[[Open Inverter Testing]]
|Two of the more important software aspects to master are below.
|-
|'''CAN communication'''

Common across boards is the ability to communicate with a CAN Bus, which is a 'control area network' or a technical way of saying how various components, sensors, controls, etc communicate with one another within the car. '''Read more about [[CAN communication|CAN Communication]]'''

There is also a project to standardise the messages across the various control boards, [[Introduction CAN STD|read more]]
|-
|'''Parameters'''

The openinverter firmware uses a set of about 70 parameters to adapt it to different inverter power stages, motors and position feedback systems. Also it lets you calibrate the throttle pedal, change regenerative braking settings and so on.

Parameter definitions can be found here: [[Parameters]]

Working parameter sets can be found in the [https://openinverter.org/parameters openinverter parameter database]
|}

=== Open Inverter Related Projects (Control Boards/VCUs)===
{| class="wikitable"
|+
! Project
!Description / Notes
|-
|'''[[Tesla|Tesla Small Drive and Large Drive Units:]]'''
|Commonly there is a large drive unit and small drive unit available from the Model S. 
These combine the inverter and motor into a single package.

The control boards for these replace the existing control board within them.
|-
|'''[[Lexus GS450h Drivetrain]]:'''
| The GS450h contains a gearbox (where the motors are located).
Using the [[ZombieVerter VCU]], the inverter and the gearbox itself provide

a powerful set up suitable for rear wheel drive set ups, replacing the existing longitudinally mounted gearbox.
|-
|'''[[Toyota Prius Gen3 Board|Prius Generation 3 Inverter:]]'''
|A cheap available inverter from the popular Prius hybrid, this
board goes inside that inverter and allows you to control the features of it.
|-
|'''[[Auris/Yaris Inverter:]]'''
|Similar to the Prius board, there's subtle differences between them
and therefore the need for a separate board.
|-
|'''[[Nissan Leaf Gen2 Board]]'''
|Replaces the nissan OEM logic board with a rev 3 openiverter main board
|-
|[[Ford ranger ev board|'''Ford ranger ev board''']]
|openinverter kit for the ford ranger ev
|-
| colspan="2" |[[OEM Repurposing|'''All Control Boards / OEM Inverters''']]
|}

===Use inverter as a battery Charger===
Both the open inverter and some OEM inverters can be used as a battery charger, further saving on component costs. You can read more about how the open inverter and the theory of charging [[Battery Charging|here]].

===Open Inverter Renewables Projects===
Recently added to the forums are projects and discussions around turning the Open Inverter project towards capturing, storing and using renewable energy.

=Open Inverter CAN std.=
*[[Introduction CAN STD|Introduction]]
*[[CAN table CAN STD|CAN table]]
*[[Getting started with CAN bus]]
*[[CAN communication|Setting up Open Inverter CAN Communication]]

=Conversion Projects=
*[[VW Polo 86C Conversion]]
*[[Touran Conversion]]
*[[Audi A2 Conversion]]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=326&hilit=gt86 toyota gt86 nissan leaf motor]
*[https://openinverter.org/forum/viewtopic.php?f=11&t=210 Porsche Boxster 986 Tesla conversion]
*[[VW Beetle 2003 Budget Conversion]]
*[https://openinverter.org/forum/viewforum.php?f=11 Further Projects on the forum]

Coolant Valves

2024-08-27T11:52:26Z

Jrbe: Created coolant valves page

= Placeholder for coolant valves =
https://ussolid.com/search.php?search_query=3+way&sort=relevance&_bc_fsnf=1&Voltage%5B%5D=12V+DC&Voltage%5B%5D=9-36V+AC%2FDC&Voltage%5B%5D=9-24V+DC&Voltage%5B%5D=9-24V+AC%2FDC

Coolant Fittings

2024-08-27T11:44:28Z

Jrbe: /* This is a list of coolant fittings that may be useful in an EV swap. */

= This is a list of coolant fittings that may be useful in an EV swap. =
{| class="wikitable sortable"
|+
!Part Number
!Fitting Type
!Number of ports
!Original Use
!With Bleeder?
!Fitting 1 Size
!Fitting 2 Size
!Fitting 3 Size
!Other part numbers
|-
|3B0122291B
|Quick Connect
|2
|Radiator Hose
|No
|NW16
|
|
|
|-
|1K0122291C
|Quick Connect
|3
|Heater Hose
|Hose
|
|
|
|
|-
|17127515502
|Barb Coupling
|2
|Radiator Hose
|Screw
|
|
|
|FEB-170759, URO-014663
|}
Many more can be found online at the following links,

https://www.fcpeuro.com/Parts/?keywords=Coolant%20Connector

https://www.fcpeuro.com/Parts/?keywords=Coolant%20Fitting

https://www.iq-parts-shop.com/en/search/norma+quick+nw/

== Quick Connect Coolant Fittings Info ==
[[File:Norma Quick Fitting.png|thumb|Norma Quick Fitting]]
https://www.norma-connects.com/sites/dsemea/files/qbank/documents/NORMA-Quick-Connectors-Catalogue.pdf

== Link to the CAD models page ==
[[CAD Models]]

Coolant Fittings

2024-08-27T11:36:56Z

Jrbe: Created a coolant fittings page

= This is a list of coolant fittings that may be useful in an EV swap. =
{| class="wikitable sortable"
|+
!Part Number
!Fitting Type
!Number of ports
!Original Use
!Fitting 1 Size
!Fitting 2 Size
!Fitting 3 Size
!Image
|-
|3B0122291B
|Quick Connect
|2
|Radiator Hose
|NW16
|
|
|
|-
|1K0122291C
|Quick Connect
|3
|Heater Hose
|
|
|
|
|-
|
|
|
|
|
|
|
|
|}
Many more can be found online at the following links,

https://www.fcpeuro.com/Parts/?keywords=Coolant%20Connector

https://www.fcpeuro.com/Parts/?keywords=Coolant%20Fitting

https://www.iq-parts-shop.com/en/search/norma+quick+nw/

== Quick Connect Coolant Fittings Info ==
[[File:Norma Quick Fitting.png|thumb|Norma Quick Fitting]]
https://www.norma-connects.com/sites/dsemea/files/qbank/documents/NORMA-Quick-Connectors-Catalogue.pdf

== Link to the CAD models page ==
[[CAD Models]]

Water Pumps

2024-08-27T11:17:46Z

Jrbe: /* In List Form */

Water Pumps

Jrbe: /* SJ8 / J8 */

If you scanned the QR code on your gen 3 Leaf adapter board you are in the right place to help set it up!
[[File:V0.0.2 Gen 3 Leaf Adapter PC board assembly.png|thumb]]

== 110kw / 160kW ==
The third generation Nissan leaf stack has both 110kW and 160kW versions. Current understanding is the only difference between these 2 is the Nissan controller board. https://openinverter.org/forum/viewtopic.php?p=45803#p45803

This Open Inverter adapter board replaces the Nissan controller in these gen. 3 inverters. Theory is that either inverter could make at least 160kW with this OI adapter & controller boards if the rest of the system can support it.

== This adapter board is compatible with Gen 3 Nissan Leaf (model year 2018+) inverters and the [[Mini Mainboard|open inverter mini main board]] ==

=== This is a work in progress. This board is not yet tested. ===
Any deeper dive info is in italics. You can skip over anything in italics if you don't want to know how it works or what it's doing in the background.

== Things to verify ==
Some of the info was not completely clear for the development of this board. Things that need to be verified:

* Let's use <s>strikethrough</s> as we verify these items.
* The board address needs to be checked with the brake circuit connected and disconnected (cut SJ4 to disconnect, solder to connect it.) Need to verify this does not skew the address voltage and change the address. There are vias to measure the voltage in the board address block to help.
* Verify different 32 & 40 position connector footprints match up. Through hole footprints are unknown. <s>The SMD connectors work properly.</s>
* <s>The second part of the brake circuit looks like it should block 2.5v and below from turning on the brake lights. Above about 2.7v the brake lights should go on. This depends on if the STM32 can push enough power to overcome a few components. Trying to give a wider range of available addresses and still have the brake light output trigger in regen. The high side switch turns on at around 1.2v on the enable line, that's what the zener blocking diode is for.</s>
* <s>R3 and R9 are setup as 0R (jumper) resistors. Nissan has 2 lines for each current sensor signal. These should not be populated for now.</s>
* <s>R2 & R4 are unclear if they should be grounds and are 0R resistor / jumpers. Need to figure out if these are in fact required grounds.</s>
** <s>J1 connector (Nissan 32 pos.) on position 20 if using thru hole board to wire connectors it only has a .3mm trace to ground which likely won't last or work well. If this ground is required there is a large ground via right next to position 20 to solder to for a good ground connection. Will need to correct this in the next version once understood.</s>
* R13 is a pull down resistor for the T_SINK input. <s>This is at 3K3 in V0.0.1 but unsure if this is ideal.</s> V0.0.4 changed this to a 1.2k pull down resistor. There are 2 plated thru holes on each side of R13 to use to make testing the ideal value easier.
* <s>L2 in rev V0.0.2 had an 0805 inductor rated for only 15ma. Changed to a Sunlord 4030 / AKA 4.0mm X 4.0mm inductor that can pass 700ma +. I don't think any V0.0.2 boards were made yet but not sure.</s>
* '''What connector options to use for the Open Inverter connections to get out of the inverter.'''
* <s>The capacitors on each contactor mosfet gate should be checked that they do not delay turn on or off too much and that they help eliminate chatter. If they are too large they could run the mosfets in the linear region and could cause damage.</s> Set these to do not populate, not tested.

== There are optional jumpers on both the adapter board and the mini mainboard. ==

=== Setting up the mini mainboard jumpers ===
[[File:Mini mainboard Transparent.png|thumb]]

==== '''SJ1''' ====
(mini mainboard back) should be **soldered / not soldered.**

''This enables a 500 ohm pull-up resistor that is needed for open collector encoders. In the case of the EM57 motor it '''**is / is not required**.'''''

==== '''SJ3''' ====
(mini mainboard) soldered / jumpers to the left is setup for cruise control 12v input. It should stay like this.

''Soldered to the right is 3.3v MOSI for SPI communications. Do not apply 12v to this input while shorted to the right of the jumper or damage likely will result.''

=== Setting up the 3rd generation Leaf adapter board jumpers ===
[[File:V0.0.2 Gen 3 Leaf Adapter PC board SMD Only.png|thumb]]

==== '''SJ4''' ====
can be ignored. It should stay shorted.

''This jumper allows disconnecting the brake output circuitry from the board address circuitry for testing (see Mini Mainboard Hardware Detection.) **add link** This IO is shared between a board address analog input and a brake light output. Once this is proven out there should be no need to change this jumper.''

==== '''SJ5''' ====
'''-''' Open Inverter has an Emergency Stop (E-Stop) function to quickly, non-destructively, and safely shut down the inverter. To use the E-Stop option, connect an E-stop switch (closed when OK, open in stop position) that feeds 12v to position 40 of this adapter board. The E-Stop switch must break the 12v signal of the circuit when the e-stop is pressed or if a wire breaks. Other methods are not recommended for safety. This is to guarantee it shuts the inverter down when needed. Starting with V0.0.4 '''pin 26''' of the 40 position connector has a '''solder jumper to 12v'''. This allows the user to connect on board '''+12V to pin 26''' to be used as the +12V supply for the E-Stop Switch. See p26 +12V below.

'''You must either feed in 12v on pos. 40 or solder SJ5 closed to feed12v into this E_STOP input or the inverter will not run.'''

'''To bypass the E-Stop functionality''', solder the SJ5 jumper closed. No need to populate position 40 (e-stop signal) in this bypassed case.

==== '''SJ6''' ====
is optional and can be left with both positions open. '''Never short all 3!'''

''Position 19 on the 40 position Nissan connector is a PWM_USER / OUT_TEMP signal. Part of the PWM_USER circuitry is an optional 0805) pull up resistor (R19) that is not populated. An 0805 SMD resistor can be added if a pullup is desired on board (the footprint is for a hand solder 0805, it's larger than normal but makes it easier to modify and hand solder.)''
'''''SJ6''' is a voltage select solder jumper to select between the onboard voltages of 5.3V and 12v to create the wave form / signal on this output. There is also a plated through hole labeled as UV1 (user voltage) that can be used'' ''for the pull up'' ''with a'' ''a different voltage if desired.'' ''Do not solder / short SJ6 if UV1 is used.''

''C11 capacitor is to reduce EMI. If your PWM device needs a very sharp edge this may interfere. C12 is a 1uF capacitor to help stabilize the user selected voltage, covers 5.3, 12v and user voltage selections. To the left of this +12V pad is a plated through hole to supply an unregulated +12v to be used for a user supplied voltage regulator for a different voltage. The n channel mosfet is rated for 100v and 1.5 amps. This is a common footprint with a wide range of voltages and currents up to about 1.5 amps.''

==== '''SJ8 / J8''' ====
are voltage select jumpers. SJ8 is a solder jumper and J8 is a 3 position male pin header. You must use only one style jumper to select 3.3v or 5v for your programmer so you do not accidently short 5.3v and 3.3v together. J8 has 2.54mm pin spacing, common jumper caps will work to select the voltage. See programming the ESP32 below for further info on programming.
==== '''SJH1 & SJL1''' ====
These should be either both soldered if a 120ohm CAN termination resistor is desired here. If this is the end of a CAN line these should both be soldered. CAN lines should be terminated at each end of the lines with a 120 ohm resistor. Do not leave one solder jumper open & one closed.

''There is a capacitor in the middle of the 2x 60 ohm resistors to help filter noise on the CAN lines. There is also a TVS diode (D6) right next to the 40pos. connector to help with static protection.''

'''p26 +12V'''

On the 40 position connector there is a solder jumper on the back of the board. This is meant to supply +12V to '''pin 26''' of the 40 position Nissan connector to be used for the E-Stop function if desired (connected to both the SMD and through hole footprints.) There are very thin traces from the solder jumper up to a +12v plated through hole above the MOSI label meant to act as a crude fuse.

'''IL1 & IL2'''

Il1 & IL2 are redundant current sensor signal paths. OEMs commonly use 2 signal paths for each current sensor to the inverter controller. Open inverter uses 1 trace for each current sensor, these solder jumpers can be soldered closed to switch to have 2 signal paths to the inverter brain. These can both be left open.

== Soldering on the Nissan header connectors ==
The adapter board is setup with multiple footprints for both of the 32 and 40 position inverter's internal Nissan board to wire connectors. This means that the available connectors should all be able to be used without modifications.
[[File:32 position 90° headers.png|thumb]]

=== 32 position header connector options: ===
{| class="wikitable"
|+
!Connector Part #
!Manufacturer Page
!Sourcing
|-
|Desoldered Nissan
|?
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|2322737-1
|https://www.te.com/usa-en/product-2322737-1.html
|https://octopart.com/2322737-1-te+connectivity-141486892?r=sp
|-
|2326784-1
|https://www.te.com/usa-en/product-2326784-1.html
|https://octopart.com/2326784-1-te+connectivity+%2F+amp-125203930?r=sp
|-
|2326784-2
|https://www.te.com/usa-en/product-2326784-2.html
|https://octopart.com/2326784-2-te+connectivity+%2F+amp-119798073?r=sp
|-
|2326784-3
|https://www.te.com/usa-en/product-2326784-3.html
|https://octopart.com/2326784-3-te+connectivity-141486898?r=sp
|-
|1318745-4
|https://www.te.com/usa-en/product-1318745-4.html
|https://octopart.com/1318745-4-te+connectivity+%2F+amp-111145194?r=sp
|-
|2326784-4
|https://www.te.com/usa-en/product-2326784-4.html
|Not Available?
|}
Listed in TE's 131874-1 32 position female housing, https://www.te.com/usa-en/product-1318747-1.datasheet.pdf

=== 32 position connector ===
This connector and harness should not need any modifications.

[[File:40 position 90° headers.png|thumb]]

=== 40 position header connector options: ===
{| class="wikitable"
|+
!Connector Part #
!Manufacturer Page
!Sourcing
|-
|Desoldered Nissan
|
|You desoldering it from the inverter. Possible to get part # from TE?
|-
|2322791-1
|https://www.te.com/usa-en/product-2322791-1.html
|https://octopart.com/2322791-1-te+connectivity+%2F+amp-128564844?r=sp
|-
|2322791-2
|https://www.te.com/usa-en/product-2322791-2.html
|https://octopart.com/2322791-2-te+connectivity-142686361?r=sp
|-
|2322791-3
|https://www.te.com/usa-en/product-2322791-3.html
|https://octopart.com/2322791-3-te+connectivity+%2F+amp-119798059?r=sp
|-
|2377920-1
|https://www.te.com/usa-en/product-2377920-1.html
|Not Available?
|-
|1-1318384-8
|https://www.te.com/usa-en/product-1-1318384-8.html
|https://octopart.com/1-1318384-8-te+connectivity+%2F+amp-118490360?r=sp
|-
|1318384-5
|https://www.te.com/usa-en/product-1318384-5.html
|https://octopart.com/1318384-5-te+connectivity+%2F+amp-111145192?r=sp
|}
Listed in TE's 1318389-1 40 position female housing, https://www.te.com/usa-en/product-1318389-1.datasheet.pdf

== 40 position Leaf female connector modifications ==
If you are using the factory Leaf 40 position connector there are many open inverter specific wires that need to be added.

[[File:Inverter entry board harness.jpg|thumb]]
<nowiki>**</nowiki>add which pin numbers or mark them somehow in the table below**
[[File:40pos. pin out back.png|thumb|alt=Delete this old image|87x87px|Delete this old image]]
[[File:40 position connector front V0.0.4.png|alt=40 position connector front V0.0.4|thumb|40 position connector front V0.0.4]]

=== '''40 position connector pin out:''' ===

==== The 40 position female housing has the following known part numbers: ====
{| class="wikitable"
|+
!Part #
!Manufacturer Link
!Sourcing
!Found Where?
|-
|1318389-1
|https://www.te.com/usa-en/product-1318389-1.html
|https://octopart.com/1318389-1-te+connectivity-42270477?r=sp
|
|-
|2325415-1
|https://www.te.com/usa-en/product-2325415-1.html
|https://octopart.com/search?q=2325415-1&currency=USD&specs=0
|Listed as mating with 2322791-1
|}

==== Terminals for the Nissan connectors ====
[[File:40 pos conn back.png|alt=40 position Nissan connector labeled|thumb|40 position Nissan connector labeled]]
[[File:40 pos female housing pin labeling.png|thumb]]
Terminals (female / receptacle) listed to fit the 1318389-1 are here, https://www.te.com/usa-en/product-CAT-T319-T273.html?q=&d=752372&type=products&compatible=1318389-1&samples=N&inStoreWithoutPL=false&instock=N
{| class="wikitable sortable mw-collapsible"
|+
|Product Description
|Marketing Part Number
|Products
|Terminal Type
|Mating Tab Width
|Mating Tab Thickness
|Terminal Transmits
|Wire Size
|Wire Size
|Sealable
|Terminal Seal Type
|Wire Size Search
|-
|CONTACT CRIMP SNAP IN 22-20
|1-170321-1
|1-170321-1
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|CONTACT SNAP-IN
|1-170321-4
|1-170321-4
|Receptacle
|3 mm
|.65 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT
|1123343-1
|1123343-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT GOLD FORMING
|1123343-2
|1123343-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 20 AWG
|.22 – .56 mm²
|No
|
|.2 mm², .25 mm², .3 mm², .4 mm², .5 mm²
|-
|025 REC CONTACT PRETIN L/P CUT
|1318143-1
|1318143-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|.025 SEALED REC CONT
|1318329-1
|1318329-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .85 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|.040 SEALED REC CONT
|1318332-1
|1318332-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|18 – 16 AWG
|.75 – 1.25 mm²
|No
|
|.75 mm², 1 mm², 1.25 mm²
|-
|025 IDC REC CONT FORM
|1318688-1
|1318688-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|025 RCPT IDC TIN (0.08SQ)
|1565403-1
|1565403-1
|Receptacle
|.64 mm
|.64 mm
|
|22 – 20 AWG
|.3 – .5 mm²
|No
|
|.3 mm², .4 mm², .5 mm²
|-
|0.64 RCPT SEALED TIN STRIP
|1612290-1
|1612290-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|0.64 RCPT SEALED AU STRIP
|1612290-2
|1612290-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|24 – 22 AWG
|.22 – .35 mm²
|Yes
|Single Wire Seal (SWS)
|.2 mm², .25 mm², .3 mm²
|-
|REC CONT ASSY S RANGE 025 CLEA
|1717148-1
|1717148-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.3 – .5 mm²
|Yes
|Family Seal
|.3 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801069-2
|1801069-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|22 – 20 AWG
|.37 – .56 mm²
|No
|
|.35 mm², .4 mm², .5 mm²
|-
|025 RECEPTACLE CONTACT
|1801248-2
|1801248-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 – 18 AWG
|.5 – .75 mm²
|No
|
|.5 mm², .6 mm², .75 mm²
|-
|025 RECEPTACLE CONTACT
|2005097-1
|2005097-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|26 – 24 AWG
|.13 – .22 mm²
|No
|
|.13 mm², .15 mm², .2 mm²
|-
|0.64 RCPT SEALED TIN STRIP(L SIZE)
|2040168-1
|2040168-1
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|-
|0.64 RCPT SEALED AU STRIP(L SIZE)
|2040168-2
|2040168-2
|Receptacle
|.64 mm
|.64 mm
|0 – 24 A (Low Power)
|20 AWG
|.5 mm²
|Yes
|Family Seal
|.5 mm²
|}
'''**add crimper options**'''

The adapter board is labeled at the 40 position connector to help with wiring up the inverter / harness. Images of these are to the right and a table is below with the positions in order.

The surface mount version of this connector starts with position 21, then 1, 22, 2, etc. The position labeling on the pc board is offset slightly on both sides to help with this.

The pc board renderings / pin labeling images to the right can be used to help populate the connector and wire the vehicle.
{| class="wikitable"
|+
!Pos.
!Abbreviation
!Description
!AKA
!Details
!
!Pos.
!Abbreviation
!Description
!AKA
!Details
|-
|1
| +12VSW
|Switched +12v
|
|
|
|21
| +12VSW
|Switched +12v
|
|
|-
|2
|PRE□
|Precharge contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|
|22
|DCSW□
|EV battery contactor switched ground
|
|4.5 ampterminal limit?
recommended to use an economizer
|-
|3
|GND
|Ground
|
|
|
|23
|GND
|Ground
|
|
|-
|4
|GND
|Ground
|
|
|
|24
|GND
|Ground
|
|
|-
|5
|oERR□
|Output - Error signal, switched ground
|
|1 amp
|
|25
|CRUISE*/MOSI3.3v!
|Cruise control signal 12v / MOSI 3.3v
|
|12v set as cruise. 3.3v as MOSI
|-
|6
|sSTRT*
|Input, 12v start signal pulse
|
|
|
|26
|empty
|empty - optional +12v for E-Stop switch
|
|
|-
|7
|sFWD*
|Input, 12v forward
|
|
|
|27
|sBRAKE*
|Brake light input 12v
|
|
|-
|8
|sREV*
|Input, 12v reverse
|
|
|
|28
|MTEMP+
|Motor temp senor +
|
|
|-
|9
|empty
|empty
|
|
|
|29
|sBMS*
|Battery Management System error +12 signal
|
|
|-
|10
|oBRK▲
|Output, brake +12v (see SJ4)
|
|1.5 amps
|
|30
|MTEMP-
|Motor temp sensor -
|
|
|-
|11
|THROT2°
|Throttle 2, 0-6.6v signal
|
|
|
|31
|empty
|empty
|
|
|-
|12
|CANH
|CAN high signal (see SJH1)
|
|120 ohm termination resistor solder jumpers
|
|32
|THROT1°
|Throttle 1, 0-6.6v signal
|
|
|-
|13
|CANL
|CAN low signal (see SJL1)
|
|120 ohm termination resistor solder jumpers
|
|33
|empty
|empty
|
|
|-
|14
|oUVTG□
|optional output? 1amp max switched ground
|
|1 amp
|
|34
|empty
|empty
|
|
|-
|15
|empty
|empty
|
|
|
|35
|S1
|Encoder S1 wire
|
|
|-
|16
|S3
|Encoder S3 wire
|
|
|
|36
|empty
|empty
|
|
|-
|17
| +5V
| +5V for sensors (like throttle)
|
|
|
|37
|S4
|Encoder S4 wire
|
|
|-
|18
|S2
|Encoder S2 wire
|
|
|
|38
| +5V
| +5V for sensors (like throttle)
|
|
|-
|19
|oTEMP□
|over temp signal, switched ground, 1 amp max
|
|1 amp, has EMI filter capacitor (C11) for PWM
|
|39
|R2
|Encoder R2 wire
|
|
|-
|20
|R1
|Encoder R1 wire
|
|
|
|40
|sE-STOP
|Optional Emergency stop switch (see SJ5)
|
|Can add an E-Stop switch to 12v.
|}
{| class="wikitable"
|+
|'''KEY'''
|-
|* = 12v Signal
|-
|° - 0-6.6v Signal
|-
|□ = Switched ground
|-
|▲ = Switched +12v
|}

'''A visual pin numbering of the 40 position connector.'''

== Programming the ESP32 Wi-Fi module ==
[[File:ESP32.png|alt=ESP32 with associated headers and 3.3v capacitor|thumb|ESP32 programming header]]
Solder jumper JP8 & J8 set the programming header voltage to either 5v or 3.3v. Use only 1 header to set the voltage to your programmer's output voltage.

''If 5v is used the 3.3v regulator will convert it to 3.3v for the ESP32.''

'''J4''' is used to program the ESP32.

There is a slot above the labels 38 and J4 for a zip tie hole to hold an antenna wire. This can be used if a u.FL antenna is used along with an ESP32-S2-Wroom-I module.
{| class="wikitable"
|+
!Position
!Description
|-
|1
|IO0
|-
|2
|GND
|-
|3
|GND
|-
|4
| +3.3v / +5V, (J8 / JP8)
|-
|5
|ESP32 USART_RX
|-
|6
|ESP32 USART_TX
|}
''Note that the enable line is broken out on the other side of the ESP32 if needed.''

''R25 and C13 are for boot delay to assist programming.''

Follow instructions here '''**add link*'''

'''**add info about programming with the STM32 processor programmed already**'''

'''**add info about the boot delay**''' ''ESP32 boot delay R & C is set to the commonly recommended 10k resistor & 1uF in V0.0.1. Not sure how / why 4k7 / .1uF was chosen but can easily switch back.''

== Programming the STM32 ==
Add info on programming the STM32 processor.

Currently the recommendation is to program the ESP32 first, then the STM32.

'''**settings info** link..'''

<nowiki>**</nowiki>Editing the IP address if using multiple motors.**

'''**options** link..'''

== Extra header J3 ==
'''**add info about the extra header** what's the use case?'''

'''J3''' gives access to TX & RX lines to the STM32 along with 3.3v and ground if the ESP32 is not populated. J3 is labeled from the ESP32.

'''C19''' is an unpopulated handsolder 0805 capacitor footprint if this optional header is used and 3.3V power dips. There is also an unpopulated 10x10.5 aluminum capacitor footprint at '''C20''' to assist even more if needed.
{| class="wikitable"
|+
!Position
!Description
|-
|1
| +3.3v
|-
|2
|GND
|-
|3
|STM32 USART_TX
|-
|4
|STM32 USART_RX
|-
|5
|empty
|-
|6
|empty
|-
|7
|empty
|-
|8
|empty
|-
|9
|empty
|-
|10
|empty
|}

== Contactor outputs, PRE & DCSW ==
'''**4.5 amps max (header terminal limited?, otherwise 10-17A max to be determined with testing.)**'''

'''**add economizer circuit if not included in contactor**'''

<nowiki>**</nowiki>add image of capacitor locations**

''<nowiki>**</nowiki>100nF capacitors on each gate to help eliminate chatter. Required? Need to change? Contactor chatter issues?** too much will make the mosfet stay in the linear region for a while, could damage them.''

== Brake output ==
There is a high side switch soldered on the board that outputs +12v @ 1.5A maximum when regen is active. This is likely not enough to drive brake lights directly. It is up to the user to combine the vehicles brake switch output with this brake output +12v signal. Consider an [https://www.digikey.com/en/products/filter/solid-state-relays/183?s=N4IgjCBcoCwdIDGUAuAnArgUwDQgPZQDaIAzKQOwxwh4wBspADE6bWUxaQEwR7Ndu3EAF08ABxRQQAZXQBLAHYBzEAF889AJxRQySADMAhgBsAzrgLEQMJjAAcYe6IlTIshSvV4w3CrqQoY3NLQkgSblZSAFZ6dkjyehh4qIomFPIKaPjuLV8%2BEFzYmjxcrKYCsui7di57LQoC%2Bwp7emcxEElpOTQlVQ1wLXqA-XRsPDCSdJE1AeyEcSgwCUXIMBYBuIR5ABNpAFp14VdpdhQAT3EsaR2zZFmgA automotive SSR] with the vehicles normal brake output feed through a diode along with the inverter brake output through a diode so either or both turn on the SSR.