openinverter.org wiki - User contributions [en]

MG ZS Charger

2026-04-27T18:37:01Z

Manny: /* EP3CCU1130B */ added wiring and can info

MG ZS Charger Part number(s)
{| class="wikitable"
|+
!Part Number
!Description
!'''Phases'''
!'''AC/DC Input 1'''
!'''AC/DC Input 2'''
!'''AC/DC Output 1'''
!'''AC/DC Output 2'''
!'''DC/DC Input'''
!'''DC/DC Output'''
!Weight
|-
|ZS10BC6600A (10822241)
|MG ZS AC Charger
|single phase
|85-265V 32A Max
|N/A
|230-480V 20A Max 6.6KW Max
|N/A
|N/A
|N/A
|8.5kg
|-
|EP2CCU1130A (11276088, 11428079)
|MG ZS AC Charger
|three phase
|85-265V 32A Max
|85-265V 16A Max
|250-500V 24A Max
|250-500V 32A Max
|250-500V
|9-16V 220A Max@13.V
|
|-
|EP3CCU1130B (11489298,11572316)
|MG 4 Charger
|three phase
|85-265V 32A Max
|300-456V 16A Max
|220-490V 24A Max
|220-490V 31.5A Max
|220-490V
|9-16V- 220A Max@13.5V
|
|-
|EH3CCU6630B (11572315,11477526)
|MG4 Trophy
|single phase
|85-265V 32A Max
|N/A
|220-490V 22A Max
|N/A
|220-490Vdc
|9-16V 220A Max@13.5V
|
|-
|EP2CCU6625A (11237810)
|MG5
|single phase
|85-265V 32A Max
|N/A
|230-450V 22A Max
|N/A
|230-450Vdc 13A Max
|9-16V 178A Max@14V
|
|}

===== Example offer =====
[https://web.archive.org/web/20240815184401/https://www.evbreakers.com/product?pid=MG+ZS+ONBOARD+BATTERY+CHARGER+2019-2024&sku=15074 EV Breakers - MG ZS ONBOARD BATTERY CHARGER 2019-2024 (archive.org)] - 08-2024, GPB 300

https://www.bildelsbasen.se/sv-se/pb/S%C3%B6k/Bildelar/s1/MG/MG-ZS-EV/2020_2025/EL-&-Givare-&-Databox-&-Sensor/Batteriladdare-H%C3%B6gsp%C3%A4nning/_/ID-60187841/11428079 - 08-2024; 5000 SEK

==== Video of Damien hacking it ====
[https://vimeo.com/914791414 MG ZS EV Charger Hacked] N.B It's not confirmed yet whether all chargers accept the same CAN messages for control, more investigation is needed.

[https://www.youtube.com/watch?v=6wzUicBnbMc MG ZS EV Charger Hacked Part 2] (Damian demonstrating ZS10BC6600A from the above list, further investigation required to see if all chargers respond to the same CAN messages)

==== Damien's GitHub page ====
https://github.com/damienmaguire/MG-EV-Charger

'''Connectors'''
{| class="wikitable"
|+
!Charger part number
!Low voltage
!High voltage (DC)
!High voltage (AC)
|-
|ZS10BC6600A (10822241)
|33472-1201 (housing) 
33012-2021 (pin)
|2103177 (housing) 
1355036 (pin)
| 13879047 (housing) 
13955308 (power pin) 
13711549 (signal pin)
|-
|EP2CCU1130A (11276088, 11428079)
|64319-1211 (housing) 
64322 (0.635mm pin) 
64323 (1.50mm pin)
|HVC2P28FSX02 (2.5mm² Shield) 
HVC2P28FSX04 (4.0mm² Shield) 
HVC2P28FSX05 (5.0mm2 Shield) 
“X” indicates code 1/2/3/4/5/6
| HVC5P63FSx06 
“X” code： CODE A：1/CODE B：2/CODE Z：0
|-
|EP3CCU1130B (11489298,11572316)
|64319-1211 (housing) 64322 (0.635mm pin) 
64323 (1.50mm pin)
|JONHON EVH2-N2TK-A
21E8-556-1865-A1
|JONHON EVH2-N4TK-A
21E8-556-1865-A1
|}

== ZS10BC6600A ==
[[File:ZS10BC6600A overview.jpg|thumb|448x448px|ZS10BC6600A Overview]]
[[File:ZS10BC6600A front labeled.jpg|thumb|448x448px|ZS10BC6600A Pinout]]
[[File:ZS10BC6600A LV Pinout.png|thumb|LV Pinout]]

==== Specs: ====
AC input: 85-265V 32A Max

DC output 230-480V 20A Max (6.6KW Max)

==== To use the charger: ====
Connect pins on the LV connector:

1 to switched 12V

2 to ground

3 to CAN H

4 to CAN L

8 Via a 100k resistor to pin 12

10 Via a 100k resistor to pin 12

12 see pin 8 and 10

Connect pins on the AC HV connector to the charging port.

When using Foccci the CP can also be connected to Zombie CPspoof

output through a 1k resistor.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

The PP in the AC connector is internally connected to pin 11 on the LV connector

==== Controlling the charger: ====
This is simple it uses 1 CANbus message 0x29C at 100ms interval on a 500kbit bus

In this message there are 3 values:

Max AC current

Max DC current

Max DC voltage

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x3B8 Status

CP_pwm in %

AC Amps

AC Volts

DC Amps

DC Volts

0x3BA temperatures

contains 6 temp sensors 2 external and 4 internal

0x3BC unknown

0x3BD unknown

0x3BE maybe error codes

== EP3CCU1130B ==

[[File:EP3CCU1130B overview.jpg|thumb|425x425px|MG4 charger]]
[[File:EP3CCU1130B pinout.jpg|thumb|423x423px|EP3CCU1130B pinout]]
[[File:V2lChargerPinout.png|thumb|LV pinout]]

==== Specs: ====
AC input 1: 85-265V 32A Max

AC input 2: 300-456V 16A Max per phase

DC output 1: 220-490V 24A Max

DC output 2: 220-490V 31.5A Max

Dimensions: 31 x 27 x 11 cm (37 with connectors and coolant connections)

weight: 8,5 kg

==== To use the charger: ====
Connect pins on the LV connector:

H1 to switched 12V

G4 to ground

C1 to CAN H

C2 to CAN L

B2 Via a 100k resistor to pin 12

E1 Via a 100k resistor to pin 12

D2 see pin E1 and B2

A1 to C4

C3 to C4

D4 to C4

C4 (see pins A1, C3 and D4) this outputs a square wave at 50Hz.

A3 to CP

B3 to PP (or resistor to ground, 220 Ω for 32A max or 680 Ω for 16/20A max or 2000 Ω for V2L )

Connect pins on the AC HV connector to the charging port and the protective earth to the case.

The HV interlock needs shorting, integrated in the AC connector.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

==== Controlling the charger: ====
This is more complicated it uses 1 CANFD bus at 500kbit 2Mbit data rate. It needs 4 messages (maybe 7)

0x4E1, 0x4E3, 0x4F3 keep the charger awake (longer the other messages).

0x15A

* max DC charge current
* max DC charge voltage
* BMS charging command

0x15B

* BMS_Operation_State

0x08A DCDC control

* DCDC_Mode_Request

0x12C: BMS data

* min/max cell voltages and cell numbers
* min/max cell temperatures and cell numbers
* battery voltage
* battery current

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x313 charge port status

* CP pwm %
* CP status
* PP max current

0x314 charger status

* HV voltage
* errors (probably)

0x315

* DCDC output voltage
* AC phase voltages
* AC phase currents
* DCDC tempemperature
* DCDC LV setpoint
* DCDC LV Current

0x25E, 0x4E0, 0x70E unknown

dbc file and savvycan script available here: [https://openinverter.org/forum/viewtopic.php?p=91326#p91326]

[[Category:MG]]
[[Category:Charger]]

File:EP3CCU1130B pinout.jpg

2026-04-27T17:09:23Z

Manny: Connector pin layout for the EP3CCU1130B charger from a MG4

== Summary ==
Connector pin layout for the EP3CCU1130B charger from a MG4

MG ZS Charger

2026-04-27T17:05:59Z

Manny: /* To use the charger: */ Updated pin descriptions on the ZS10BC6600A charger

MG ZS Charger Part number(s)
{| class="wikitable"
|+
!Part Number
!Description
!'''Phases'''
!'''AC/DC Input 1'''
!'''AC/DC Input 2'''
!'''AC/DC Output 1'''
!'''AC/DC Output 2'''
!'''DC/DC Input'''
!'''DC/DC Output'''
!Weight
|-
|ZS10BC6600A (10822241)
|MG ZS AC Charger
|single phase
|85-265V 32A Max
|N/A
|230-480V 20A Max 6.6KW Max
|N/A
|N/A
|N/A
|8.5kg
|-
|EP2CCU1130A (11276088, 11428079)
|MG ZS AC Charger
|three phase
|85-265V 32A Max
|85-265V 16A Max
|250-500V 24A Max
|250-500V 32A Max
|250-500V
|9-16V 220A Max@13.V
|
|-
|EP3CCU1130B (11489298,11572316)
|MG 4 Charger
|three phase
|85-265V 32A Max
|300-456V 16A Max
|220-490V 24A Max
|220-490V 31.5A Max
|220-490V
|9-16V- 220A Max@13.5V
|
|-
|EH3CCU6630B (11572315,11477526)
|MG4 Trophy
|single phase
|85-265V 32A Max
|N/A
|220-490V 22A Max
|N/A
|220-490Vdc
|9-16V 220A Max@13.5V
|
|-
|EP2CCU6625A (11237810)
|MG5
|single phase
|85-265V 32A Max
|N/A
|230-450V 22A Max
|N/A
|230-450Vdc 13A Max
|9-16V 178A Max@14V
|
|}

===== Example offer =====
[https://web.archive.org/web/20240815184401/https://www.evbreakers.com/product?pid=MG+ZS+ONBOARD+BATTERY+CHARGER+2019-2024&sku=15074 EV Breakers - MG ZS ONBOARD BATTERY CHARGER 2019-2024 (archive.org)] - 08-2024, GPB 300

https://www.bildelsbasen.se/sv-se/pb/S%C3%B6k/Bildelar/s1/MG/MG-ZS-EV/2020_2025/EL-&-Givare-&-Databox-&-Sensor/Batteriladdare-H%C3%B6gsp%C3%A4nning/_/ID-60187841/11428079 - 08-2024; 5000 SEK

==== Video of Damien hacking it ====
[https://vimeo.com/914791414 MG ZS EV Charger Hacked] N.B It's not confirmed yet whether all chargers accept the same CAN messages for control, more investigation is needed.

[https://www.youtube.com/watch?v=6wzUicBnbMc MG ZS EV Charger Hacked Part 2] (Damian demonstrating ZS10BC6600A from the above list, further investigation required to see if all chargers respond to the same CAN messages)

==== Damien's GitHub page ====
https://github.com/damienmaguire/MG-EV-Charger

'''Connectors'''
{| class="wikitable"
|+
!Charger part number
!Low voltage
!High voltage (DC)
!High voltage (AC)
|-
|ZS10BC6600A (10822241)
|33472-1201 (housing) 
33012-2021 (pin)
|2103177 (housing) 
1355036 (pin)
| 13879047 (housing) 
13955308 (power pin) 
13711549 (signal pin)
|-
|EP2CCU1130A (11276088, 11428079)
|64319-1211 (housing) 
64322 (0.635mm pin) 
64323 (1.50mm pin)
|HVC2P28FSX02 (2.5mm² Shield) 
HVC2P28FSX04 (4.0mm² Shield) 
HVC2P28FSX05 (5.0mm2 Shield) 
“X” indicates code 1/2/3/4/5/6
| HVC5P63FSx06 
“X” code： CODE A：1/CODE B：2/CODE Z：0
|-
|EP3CCU1130B (11489298,11572316)
|64319-1211 (housing) 64322 (0.635mm pin) 
64323 (1.50mm pin)
|JONHON EVH2-N2TK-A
21E8-556-1865-A1
|JONHON EVH2-N4TK-A
21E8-556-1865-A1
|}

== ZS10BC6600A ==
[[File:ZS10BC6600A overview.jpg|thumb|448x448px|ZS10BC6600A Overview]]
[[File:ZS10BC6600A front labeled.jpg|thumb|448x448px|ZS10BC6600A Pinout]]
[[File:ZS10BC6600A LV Pinout.png|thumb|LV Pinout]]

==== Specs: ====
AC input: 85-265V 32A Max

DC output 230-480V 20A Max (6.6KW Max)

==== To use the charger: ====
Connect pins on the LV connector:

1 to switched 12V

2 to ground

3 to CAN H

4 to CAN L

8 Via a 100k resistor to pin 12

10 Via a 100k resistor to pin 12

12 see pin 8 and 10

Connect pins on the AC HV connector to the charging port.

When using Foccci the CP can also be connected to Zombie CPspoof

output through a 1k resistor.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

The PP in the AC connector is internally connected to pin 11 on the LV connector

==== Controlling the charger: ====
This is simple it uses 1 CANbus message 0x29C at 100ms interval on a 500kbit bus

In this message there are 3 values:

Max AC current

Max DC current

Max DC voltage

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x3B8 Status

CP_pwm in %

AC Amps

AC Volts

DC Amps

DC Volts

0x3BA temperatures

contains 6 temp sensors 2 external and 4 internal

0x3BC unknown

0x3BD unknown

0x3BE maybe error codes

== EP3CCU1130B ==

[[File:EP3CCU1130B overview.jpg|thumb|406x406px|MG4 charger]]
[[File:V2lChargerPinout.png|thumb|LV pinout]]
==== Specs: ====
AC input 1: 85-265V 32A Max

AC input 2: 300-456V 16A Max per phase

DC output 1: 220-490V 24A Max

DC output 2: 220-490V 31.5A Max

[[Category:MG]]
[[Category:Charger]]

File:ZS10BC6600A front labeled.jpg

2026-04-27T17:00:01Z

Manny: Manny uploaded a new version of File:ZS10BC6600A front labeled.jpg

Coolant Fittings

2026-03-24T21:39:08Z

Manny: Added connector info

= 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
|-
|95089363
|Quick Connect
|2 Straight
|Heater core
|No
|NW16
|22mm barb
|
|
|-
|95089364
|Quick Connect
|2 Elbow
|Heater core
|No
|NW16
|22mm barb
|
|
|}
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]]
[[Category:Thermal Management]]
[[Category:HVAC]]

MG ZS Charger

2025-09-27T15:36:45Z

Manny: enter added

MG ZS Charger

2025-09-27T15:35:52Z

Manny: added info on the EP3CCU1130B MG4 charger

File:V2lChargerPinout.png

2025-09-27T15:33:51Z

Manny:

LV pinout

File:EP3CCU1130B overview.jpg

2025-09-27T10:02:00Z

Manny:

MG 4 charger overview

MG ZS Charger

2025-09-14T15:45:46Z

Manny: added MG4 Trophy part number

MG ZS Charger

2025-09-14T14:54:33Z

Manny: added MG 4 part number

MG ZS Charger

2025-09-14T14:34:43Z

Manny: Mg 4 charger 3 phase

Volvo V60 Battery

2025-08-31T08:15:50Z

Manny: Added connector info

[[File:20250827 205514.jpg|thumb|280x280px]]

The Pack in the Volvo V60 D6 consists of 10 modules each made up of 10 cells. The cells are Li_ion pouch cells with a capacity of 32.5Ah. Making the modules 37V with a capacity of 1.2kWh

The BMS satellite module: LG calls them "Cell Voltage Temperature Node (CVTN).

== External connector (9 pin): ==
[[File:20250827 201254.jpg|thumb]]The connector looks like a JST HCHFB-09-KE and uses SHCM-A03T-P025 pins.
{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
| +12V
|Vehicle 12V, switched by the BMS master, not regulated
|-
|2
|CAN-L
|
|-
|3
|CAN-H
|
|-
|4
|Digital input
|internally 50K pulled up
|-
|5
|GND
|only first slave has this pin connected to the master, guess for some kind of 'first slave present' detection
|-
|6
|Digital output
|open collector with 1K in series
|-
|7
|GND
|
|-
|8
|CAN-L
|parallel to pin-2
|-
|9
|CAN-H
|parallel to pin-3
|}

== Internal connector (14 pin): ==
[[File:20250827 201444.jpg|thumb]]The connector seems to be a molex micro-fit 3.0 dual row 14 pin.
{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
|Cell 1 positive
|
|-
|2
|Cell 1 negative
|connected to main negative terminal
|-
|3
|Cell 1 negative
|connected to main negative terminal
|-
|4
|NC
|not connected
|-
|5
|Cell 10 positive
|connected to main positive terminal
|-
|6
|Cell 10 positive
|connected to main positive terminal
|-
|7
|Cell 9 positive
|
|-
|8
|Cell 2 positive
|
|-
|9
|Cell 3 positive
|
|-
|10
|Cell 4 positive
|
|-
|11
|Cell 5 positive
|
|-
|12
|Cell 6 positive
|
|-
|13
|Cell 7 positive
|
|-
|14
|Cell 8 positive
|
|}

[https://openinverter.org/forum/viewtopic.php?t=885 Forum topic on the Volvo V60 battery pack]

Volvo V60 Battery

2025-08-31T07:07:01Z

Manny: layout edit

[[File:20250827 205514.jpg|thumb|285x285px]]

The Pack in the Volvo V60 D6 consists of 10 modules each made up of 10 cells.
The cells are Li_ion pouch cells with a capacity of 32.5Ah. Making the modules 37V with a capacity of 1.2kWh

The BMS satellite module: LG calls them "Cell Voltage Temperature Node (CVTN).

== External connector (9 pin): ==
{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
| +12V
|Vehicle 12V, switched by the BMS master, not regulated
|-
|2
|CAN-L
|
|-
|3
|CAN-H
|
|-
|4
|Digital input
|internally 50K pulled up
|-
|5
|GND
|only first slave has this pin connected to the master, guess for some kind of 'first slave present' detection
|-
|6
|Digital output
|open collector with 1K in series
|-
|7
|GND
|
|-
|8
|CAN-L
|parallel to pin-2
|-
|9
|CAN-H
|parallel to pin-3
|}
[[File:20250827 201254.jpg|thumb]]

== Internal connector (14 pin): ==
{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
|Cell 1 positive
|
|-
|2
|Cell 1 negative
|connected to main negative terminal
|-
|3
|Cell 1 negative
|connected to main negative terminal
|-
|4
|NC
|not connected
|-
|5
|Cell 10 positive
|connected to main positive terminal
|-
|6
|Cell 10 positive
|connected to main positive terminal
|-
|7
|Cell 9 positive
|
|-
|8
|Cell 2 positive
|
|-
|9
|Cell 3 positive
|
|-
|10
|Cell 4 positive
|
|-
|11
|Cell 5 positive
|
|-
|12
|Cell 6 positive
|
|-
|13
|Cell 7 positive
|
|-
|14
|Cell 8 positive
|
|}
[[File:20250827 201444.jpg|thumb]]

[https://openinverter.org/forum/viewtopic.php?t=885 Forum topic on the Volvo V60 battery pack]

Volvo V60 Battery

2025-08-27T19:27:29Z

Manny: Changed text to tables

[[File:20250827 205514.jpg|thumb]]

The Pack in the Volvo V60 D6 consists of 10 modules each made up of 10 cells.
The cells are Li_ion pouch cells with a capacity of 32.5Ah. Making the modules 37V with a capacity of 1.2kWh

The BMS satellite module:
LG calls them "Cell Voltage Temperature Node (CVTN).

External connector (9 pin):

{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
| +12V
|Vehicle 12V, switched by the BMS master, not regulated
|-
|2
|CAN-L
|
|-
|3
|CAN-H
|
|-
|4
|Digital input
|internally 50K pulled up
|-
|5
|GND
|only first slave has this pin connected to the master, guess for some kind of 'first slave present' detection
|-
|6
|Digital output
|open collector with 1K in series
|-
|7
|GND
|
|-
|8
|CAN-L
|parallel to pin-2
|-
|9
|CAN-H
|parallel to pin-3
|}
[[File:20250827 201254.jpg|thumb]]

Internal connector (14 pin):
[[File:20250827 201444.jpg|thumb]]

{| class="wikitable"
|+
!Pin
!Function
!Note
|-
|1
|Cell 1 positive
|
|-
|2
|Cell 1 negative
|connected to main negative terminal
|-
|3
|Cell 1 negative
|connected to main negative terminal
|-
|4
|NC
|not connected
|-
|5
|Cell 10 positive
|connected to main positive terminal
|-
|6
|Cell 10 positive
|connected to main positive terminal
|-
|7
|Cell 9 positive
|
|-
|8
|Cell 2 positive
|
|-
|9
|Cell 3 positive
|
|-
|10
|Cell 4 positive
|
|-
|11
|Cell 5 positive
|
|-
|12
|Cell 6 positive
|
|-
|13
|Cell 7 positive
|
|-
|14
|Cell 8 positive
|
|}

[https://openinverter.org/forum/viewtopic.php?t=885 Forum topic on the Volvo V60 battery pack]

Volvo V60 Battery

2025-08-27T19:06:25Z

Manny:

[[File:20250827 205514.jpg|thumb]]

The Pack in the Volvo V60 D6 consists of 10 modules each made up of 10 cells.
The cells are Li_ion pouch cells with a capacity of 32.5Ah. Making the modules 37V with a capacity of 1.2kWh

The BMS satellite module:
LG calls them "Cell Voltage Temperature Node (CVTN).

External connector (9 pin):
[[File:20250827 201254.jpg|thumb]]

Pin 1 = +12V ('rough vehicle 12V', switched by the BMS master, not regulated)
Pin 2 = CAN-L
Pin 3 = CAN-H
Pin 4 = Digital input (internally 50K pulled up)
Pin 5 = GND (only first slave has this pin connected to the master, guess for some kind of 'first slave present' detection)
Pin 6 = Digital output (open collector with 1K in series)
Pin 7 = GND
Pin 8 = CAN-L (parallel to pin-2)
Pin 9 = CAN-H (parallel to pin-3)

Internal connector (14 pin):
[[File:20250827 201444.jpg|thumb]]

Pin 1 = Cell 1 positief
Pin 2 = Cell 1 negative
Pin 3 = Cell 1 negative
Pin 4 = NC
Pin 5 = Cell 10 positief
Pin 6 = Cell 10 positief
Pin 7 = Cell 9 positief
Pin 8 = Cell 2 positief
Pin 9 = Cell 3 positief
Pin 10 = Cell 4 positief
Pin 11 = Cell 5 positief
Pin 12 = Cell 6 positief
Pin 13 = Cell 7 positief
Pin 14 = Cell 8 positief

[https://openinverter.org/forum/viewtopic.php?t=885 Forum topic on the Volvo V60 battery pack]

File:20250827 205514.jpg

2025-08-27T18:59:49Z

Manny:

Volvo V60 battery module

Volvo V60 Battery

2025-08-27T18:49:52Z

Manny: Basic info on Volvo V60 battery module

[[File:Https://openinverter.org/forum/download/file.php?id=4269|thumb|Volvo V60 battery module]]

The Pack in the Volvo V60 D6 consists of 10 modules etch make up of 10 cells.
The cells are Li_ion pouch cells with 32.5Ah of capacity. Making the modules 37V with a capacity of 1.2kWh

The BMS satellite module:
LG calls them "Cell Voltage Temperature Node (CVTN).

External connector (9 pin):
[[File:20250827 201254.jpg|thumb]]

Pin 1 = +12V ('rough vehicle 12V', switched by the BMS master, not regulated)
Pin 2 = CAN-L
Pin 3 = CAN-H
Pin 4 = Digital input (internally 50K pulled up)
Pin 5 = GND (only first slave has this pin connected to the master, guess for some kind of 'first slave present' detection)
Pin 6 = Digital output (open collector with 1K in series)
Pin 7 = GND
Pin 8 = CAN-L (parallel to pin-2)
Pin 9 = CAN-H (parallel to pin-3)

Internal connector (14 pin):
[[File:20250827 201444.jpg|thumb]]

Pin 1 = Cell 1 positief
Pin 2 = Cell 1 negative
Pin 3 = Cell 1 negative
Pin 4 = NC
Pin 5 = Cell 10 positief
Pin 6 = Cell 10 positief
Pin 7 = Cell 9 positief
Pin 8 = Cell 2 positief
Pin 9 = Cell 3 positief
Pin 10 = Cell 4 positief
Pin 11 = Cell 5 positief
Pin 12 = Cell 6 positief
Pin 13 = Cell 7 positief
Pin 14 = Cell 8 positief

File:20250827 201444.jpg

2025-08-27T18:48:43Z

Manny:

Cell connector Volvo V60 Battery module

File:20250827 201254.jpg

2025-08-27T18:42:34Z

Manny:

External connector on the Volvo V60 BMS

Batteries

2025-08-27T17:54:21Z

Manny: Added Volvo V60 battery info

== Wiki Category ==
[[:Category:Battery]]

== Introduction ==
There are a wide variety of battery chemistries available for use as the main traction battery of an EV. To use each chemistry safely, and to ensure an adequate service life from the battery pack it is important to understand the requirements for the chemistry you are using. Failure to do so may lead to premature or catastrophic failure of the pack.

Good pack design will allow for a nominal amount of abuse. People make mistakes and the pack should allow a margin for safety - and for longevity!

== Battery pack specification ==
When deciding on your battery pack, here are some basic parameters to consider:

=== Capacity (kWh) ===
'''How far do you want to go?''' A standard car conversion will need a kWh for each 3, maybe 4 miles of range (very approximately). For a middleweight motorcycle, a kWh should give around 9 miles. Your mileage may vary, ''as they say.''

=== Voltage (V) ===
'''How fast do you want to go?''' The pack voltage defines the maximum speed your motor can spin. Motors are usually specified with "KV" - or RPM-per-volt. Check the KV of your motor and how fast it needs to spin to get your desired top speed. e.g. if you need 3,000 RPM from a 25 KV motor then your pack voltage needs to be 3,000 / 25 = 120 V. The exact number of cells in series you need depends on the cell design, but 3.8 V for Li-ion and 3.2 V for LiFePO4 is a reasonable guess.

=== Maximum current (A) ===
'''How quickly do you want to accelerate?''' Your motor's maximum power will be specified in kW. To estimate your maximum current draw, divide the peak power by the battery voltage. e.g. a 30 kW motor with a 120 V battery pack will pull 30,000 / 120 = 250 A. The higher the current rating of the cells, the heavier they will be for a given capacity. Ideally, you want "enough" current capacity for full throttle acceleration, but no more. You can put cells in parallel to double the current rating of your pack (which of course will half the voltage). Running ''cells'' in parallel is easy, but don't attempt to parallel battery ''packs'' unless you really know what you are doing. It's complicated<ref>https://www.orionbms.com/manuals/pdf/parallel_strings.pdf (Backup: [https://web.archive.org/web/20210322000103/https://www.orionbms.com/manuals/pdf/parallel_strings.pdf Web Archive])</ref>.

=== Mass (kg) ===
'''Can your vehicle carry the weight?''' You'll need to keep the kerb weight within the original design limits. For a car, your pack could be a few hundred kg. For a motorcycle, likely less than 100 kg. This is a huge variable - and each new generation of battery tech seems to be a little lighter. For older EV or hybrid batteries, you can reckon on approximately 10 kg/kWh. Nissan Leaf batteries are relatively light (7.5 kg/kWh). With the latest technology (e.g. Kokam pouch cells or 18650s), you can get this down to 5-6 kg/kWh.

=== Volume (L) ===
'''Will it fit?''' Batteries are bulky. They are getting smaller, but finding enough space might be your biggest challenge. You could be looking at over 5 L/kWh for older EV or hybrid batteries. Current state-of-the-art is the Tesla Model 3, which gets this down to 2.5 L/kWh by using 2170 cylindrical cells.

There is much, much more to battery design than this (e.g. maximum charge rate, terminations, cooling, clamping), but the above should help work out which options will or won't work for your project...

== Cell chemistry ==

=== Lithium Iron Phosphate (LiFePO4) ===
Lithium Iron Phosphate (also known as LFP, or LiFePO4) batteries offer a good compromise between safety, energy density and ease of use for DIY conversions. They are available in a number of formats, commonly pouch cells, prismatic cells and cylindrical cells.

==== LiFePO4 pouch cells ====
The majority of this content is drawn from this thread <ref>[https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900] (Backup: [https://web.archive.org/web/20210124061443/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 Web Archive])</ref> discussing the use of the A123 20Ah pouch cell. However, many of the general points apply equally to other similar pouch cells.

===== General build requirements =====
Pouch cells are vulnerable to damage from debris, and must be held in compression (see the datasheet for your battery, but 10-12 psi is recommended for the A123 pouch cells as a guide). A rigid container capable of preventing damage and providing compression is therefore required. Be aware the cells expand and contract in use, so allowance for this must be included in the structure of the case.

The pouch cells should be separated to prevent abrasion between cells, and also to avoid the development of hot spots. Prebuilt modules from A123 systems had thin foam sheets or heatsinks between each cell. Be sure to avoid any debris that could rub on the pouch surface, particularly if using recycled cells.

Mylar, 'Fish paper'<ref>https://www.americanmicroinc.com/fish-paper/ (Backup: [https://web.archive.org/web/20221016210644/https://www.americanmicroinc.com/electrical-insulator-materials/fish-paper/ Web Archive])</ref> or a compliant foam<ref>https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes (Backup: [https://web.archive.org/web/20220604010733/https://rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes Web Archive])</ref> may be appropriate materials to serve this purpose. This material should not be flammable. If the material is heat insulating, it is important to address thermal management.

===== Compression =====
Compression is required to prevent premature failure of the cell. Without compression electrolyte will become unevenly distributed, causing current gradients in the cell and uneven heating. Local temperatures can become high enough to form gas formation leading to cells 'puffing up' even when the pack is otherwise held within temperature and voltage constraints. This will be exacerbated in packs with otherwise poor thermal management. Compression forces gas generated to the margins of the cell, outside of the cell stack, minimising its effect cell performance. Gas in the middle cells will create a dead space which does not store or release energy.

There is ~1% expansion through a discharge cycle. As the cell ages, the nominal cell thickness can grow by 3-5%. For A123 cells the ideal pressure is between 4 and 18psi with the ideal pressure being ~12psi. Maintaining 12psi can increase the life by 500 cycles over that of 4 or 18psi

There is some suggestion that in uses where 1C is never exceeded compression ''may'' not be required.

Highly rigid endplates with a mechanism to allow for a limited degree of expansion (e.g. steel bands) are considered an effective solution to this challenge.

It should be noted that compression is a challenge specific to pouch cells. Cylindrical cells are designed to maintain their own compression within the cell's electrode stack by their design.

This thread provides more information and experimentation relating to pack compression: <nowiki>https://endless-sphere.com/forums/viewtopic.php?f=14&t=52244</nowiki>

===== Pouch Cell Pack Design Examples =====
<nowiki>*</nowiki>placeholder*

===== Notes regarding recycled pouch cells =====
Pouch cells are somewhat fragile, and breaching the insulation is not difficult, especially in a cells removed from existing packs and repurposed. If the pouch has had their poly-layers compromised you may see a number of faults:
* Black spots around the perimeter of the cell indicate electrolyte leakage
* Voltage on the outside of the bag. Note that microvoltage between the pouch and the electrode is normal (and due to a capacitive effect).
While the majority of these cells should no longer be in the market, a significant number of faulty cells made it back into the 'greymarket' in around 2013. These cells had misaligned tabs which can also lead to isolation failures between the tab and the pack. These cells should be avoided, particularly in high demand applications.

===== Situations likely to cause pouch cell failure =====
''Taken directly from wb9k's''<ref name=":0">https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 </ref> ''post on endless sphere in the A123 thread''<ref name=":1">https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 (Backup: [https://web.archive.org/web/20210116021026/https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 Web Archive])</ref>
# '''Overcharge'''. Any extended time above 3.8 Volts will generate enough heat and electrochemical activity to puff a cell, especially one that is improperly compressed.
# '''Overdischarge followed by charge'''. Any A123 cell that has been pulled low enough to come to rest at <300 mV should be immediately scrapped. The published number for that is 500 mV, but the real figure is closer to 300, so that's a "safety buffer" if you will. Below this Voltage, the Cu electrodes start to dissolve into the electrolyte. When charge is applied, the Cu forms dendrites that puncture the separator layer, forming an internal short in the cell. This can puff a cell in a hurry---the more charge current on tap, the worse it's prone to be.
# '''Driving a cell negative'''. I've neglected to mention this before, but it is a possibility. I don't know much about the specific mechanism at this time.
# '''Malfunctioning or misinformed electronics'''. This is the most common cause of all of the above in my experience. At this stage of the game, it is critical for YOU to understand how your BMS functions on at least a cursory level. Choose your BMS very carefully and periodically verify that it is operating properly. They're not all created equal. Make sure V sense lines are securely connected and free of corrosion. Just because your BMS says there was never a problem doesn't necessarily make it so. Avoid harnesses or ribbon cables between multiple modules if possible--they are problematic wherever they are used in any mobile electronics.
# '''Exposure to or generation of sufficient heat'''. I don't know exactly at what temperature gas formation begins in the electrolyte, but we spec a max storage temp of 80 (or 85?) degrees C and I suspect this is the reason. The hotter, the puffier--to a point. This is why soldering tabs poses a real hazard to cell health. If you feel you must solder, sink or blow the heat away from the body of the cell. Use a big iron that can make sufficient local heat quickly, before the whole mass of the cell gets hot. You might even get the cell warm enough to melt separator if not careful.
# '''No compression, not enough compression, improperly distributed compression'''. This is a pack/module design issue. Apply 10, maybe 15 psi to your cell stack end to end and then band snugly and evenly. Use hard endplates of some sort--never wrap cells directly or allow their shape to become distorted. Protect all areas of the pouch from impact damage. This obviously does not apply to cylindrical cells.

==== LiFePO4 prismatic cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cylindrical cells ====
<nowiki>*</nowiki>placeholder*

==== LiFePO4 cell ageing ====
''Derived (barely paraphrased) from wb9k's''<ref name=":0" /> ''post on endless sphere in the A123 thread''<ref name=":1" />

Capacity loss is caused by the lithium that was available for storage becoming permanently plated on the cathode. Being unable to move within the cell it is no longer available to store energy. The impact of this plating is greater than the amount of lithium 'lost' to plating because not only is the lithium no longer available, it is also preventing access to that part of the cathode meaning Li that can still move has to take a longer path to reach the cathode. Lithium plating is one cause of increased cell resistance (there are others), a sign of worsening cell health.

There is no linear relationship between actual capacity loss and impedance rise. However some cell defects will also increase impedance.

Increasing cell resistance may cause a number of symptoms which may be confused with High Self Discharge.<ref>https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ (Backup: [https://web.archive.org/web/20220524233332/https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ Web Archive])</ref>
# Elevated Peukert Losses. As more energy per amount of current through the cell is lost as heat, the cells useable capacity decreases. So the apparent capacity loss is higher than the actual capacity loss of cycleable lithium. When used in low current applications (e.g. solar energy storage) the actual and apparent decrease in capacity will be small. In high current draw applications (like EV traction packs), the Peukert loss increases proportionally, so the apparent capacity loss increases much faster than the actual capacity loss.
# Greater voltage excursion under the same load. Due to increased cell resistancethe voltage will sag further under the same load than a cell in optimal condition. The inverse is also true, the voltage will be higher for the same amount of charging current applied. The cell will then rebound to a voltage further from the loaded and charging voltages. This, obviously, can look like high self discharge but is a different phenomenon.
# Absolute maximum current decrease.
Elevated impedance causes a more complex constellation of symptoms, some of which may be easy to confuse with High Self Discharge (HSD). Ohm's law (E=I/R) holds the key to understanding here.

'''1) Elevated Peukert losses.''' Because more energy per unit of current through the cell is lost as heat, less of the cell's capacity is actually USABLE. Thus, apparent capacity loss can be significantly greater than actual capacity loss caused by the loss of cycleable Li alone. In low current applications, the two numbers will be close together. In high current applications, Peukert losses increase in proportion, so apparent loss of capacity breaks further and further away from actual capacity loss as current increases.

'''2) Greater voltage excursion under the same load.''' Elevated resistance across the cell means that voltage will sag more under the same load than it did when the cell was healthier. Conversely, voltage will rise higher with the same amount of applied charge current than it did when it was healthier. At the same time, rebound/settling voltages will be further away from loaded/charging voltages. In other words, the cell will rebound to a voltage further away from loaded voltage, all else being equal. Similarly, voltage will settle farther from the charge voltage with the same charge applied. This can give the illusion of elevated self-discharge, but the phenomenon is actually not the same thing. Again, the greater the charge and load currents, the greater the effect becomes.

'''3) Absolute max current decreases.''' Because the cell's series resistance is elevated, the maximum possible current through the cell is decreased.

Just to confuse things further, there can be many factors that lead to impedance rise. Some are related to Li plating, others are not.

=== Lithium-ion ===
Lithium-ion (Li-ion) batteries have a greater energy density than Lithium Iron Phosphate batteries, but have more challenging needs to use safely. The ideal operating range of Li-ion batteries is between +15 and +45°C. The upper limit of temperature is particularly important as Li-ion batteries experience thermal runaway - an unstoppable chain reaction that can occur in milliseconds releasing the stored energy in the cell. This can produce temperatures of 400°C and a fire that is extremely difficult to put out. Thermal runaway can start as low as 60°C and becomes much more likely at 100°C

Risk factors for thermal runaway:
* Short Circuits - either internally or externally
* Overcharging
* Excessive current draw or when charging

==== Li-ion pouch cells ====
Kokam produce high-performance Li-ion pouch cells<ref>https://kokam.com/en/product/cell/lithium-ion-battery (Backup: [https://web.archive.org/web/20220423100132/https://kokam.com/en/product/cell/lithium-ion-battery Web Archive])</ref>. These combine relative ease of use and pack construction with performance close to cylindrical cells.

==== Li-ion 18650 and other cylindrical cells ====
Cylindrical cells are favoured by Tesla, and are probably the main reason why their cars achieve such excellent performance. They are light, compact, powerful and expensive. Unfortunately, cylindrical cells are difficult (and potentially dangerous) to use in DIY conversions. There are two good reasons for this: thermal management and cell configuration.

As stated above, Li-ion cells are prone to thermal runaway. So you need perfect battery and thermal management to ensure that no cell ever exceeds the critical voltage or temperature. If this happens, a cell can short-circuit internally, releasing a lot of energy - potentially explosively. Furthermore, the individual cells are small, so need to be arranged in parallel. In the case of the Tesla Model S 85kW pack, there are 74 cells in parallel. Imagine if one of those cells fails and becomes short circuited internally. You now have 73 very high power cells all feeding in to that short circuit...

In fact, you don't have to imagine: you can watch this famous video instead (courtesy of Rich Rebuilds).

<youtube>WdDi1haA71Q</youtube>

[[File:Chemvolt.png|border|left|frameless|600x600px|Cell voltages / Type]]

== OEM modules ==
Using an OEM module means a lot of the difficulties and safety issues associated with battery design are taken care of e.g. cooling, clamping, etc.

Here is a handy list of OEM modules:
{| class="wikitable sortable mw-collapsible"
|+
!Manufacturer
!Model
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravity (kg/kWh)
!Volume (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
!OEM numbers
|-
|Tesla
|Model S 85kWh
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|6s74p
|18650
|Li-ion
|
|-
|Tesla
|Model S 100kWh
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|6s86p
|18650
|Li-ion
|
|-
|Tesla
|Model 3 LR (inner)
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|25s46p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 LR (outer)
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|23s46p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 SR (inner)
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 SR (outer)
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|24s31p
|2170
|Li-ion
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|13.38
|86
|1860
|323
|81
|6.4
|
|83
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|23s
|Prismatic
|LiFePo4
|
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (outer)
|15.07
|93.48
|1948
|323
|81
|6.2
|
|93.5
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|25s
|Prismatic
|LiFePo4
|
|-
|Calb
|4s3p
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|4s3p
|Pouch
|Li-ion
|
|-
|Calb
|6s2p
|2.19
|12
|355
|151
|108
|5.5
|2.6
|22.2
|
|600
|6s2p
|Pouch
|Li-ion
|
|-
|Chevrolet
|Volt 2012
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|24s3p
|Pouch
|Li-ion
|
|-
|BMW
|i3 60Ah
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|8s2p
|Prismatic
|Li-ion
|
|-
|BMW
|i3 60Ah (12S)
|2.7
|25
|410
|310
|150
|9.26
|7.1
|45.6
|
|[https://www.goingelectric.de/forum/download/file.php?id=129932 310]
|12s
|Prismatic
|Li-ion
|61 27 7 625 066
|-
|BMW
|i3 94Ah
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|61 27 8 647 912
|-
|BMW
|i3 120Ah
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|61 21 8 851 706
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|16s
|Prismatic
|NCM 811
|
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|3s4p
|Pouch
|Li-ion
|
|-
|LG
|3s4p
|2.6
|12.8
|357
|151
|110
|4.9
|2.3
|11
|
|
|3s4p
|Pouch
|Li-ion
|
|-
|Mitsubishi
|Outlander
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|
|-
|MG ZS EV
|(2021) 64.6Ah
|2.74
|13.6
|390
|150
|115
|4.969
|2.338
|21.9
|125
|375
|6s2p
|Prismatic
|NMC
|
|-
|Nissan
|[https://www.youtube.com/watch?v=hpgv-dY-q6M Leaf 24kWh]
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2s2p
|Pouch
|Li-ion LMO
|
|-
|Nissan
|Leaf 30kWh
|1.25
|
|300
|222
|34
|
|3.6
|14.4
|
|
|4s2p
|Pouch
|Li-ion
|
|-
|Nissan
|Leaf 40kWh
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|4s2p
|Pouch
|Li-ion NMC
|
|-
|Nissan
|Leaf 62kWh
|2.58
|
|
|
|
|
|
|14.4
|
|
|4s3p
|
|Li-ion
|
|-
|Porsche
|Taycan
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|6s2p
|Pouch
|Li-ion
|
|-
|PSA/Opel
|[https://web.archive.org/web/20230615115914/https://www.fev-consulting.com/fileadmin/user_upload/Consulting/Smart_cost_reduction/Peugeot_E208_HV_battery.pdf Peugeot E-208, Corsa E] ([https://openinverter.org/forum/viewtopic.php?t=2465 Forum post])
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|6s2p / 6s1p
|Prismatic
|Li-ion
|
|-
|Volvo
|[https://openinverter.org/wiki/Volvo_V60_Battery V60]
|1.3
|11
|120
|310
|185
|
|
|
|160
|
|10S
|Poucch
|Li-ion
|
|-
|Volvo
|XC90 T8
|2.01
|12.1
|300
|180
|150
|6.0
|4.0
|59.2
|170
|340
|16s
|
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Passet GTE]]
|2.48
|23.4 (with cooler plate)
10.8kg single
|410 (C/P)
355 (S)
|235 (C/P)
150 (S)
|150 (C/P)
108 (S)
|9.4
|5.5
|88.8
|
|
|24s
|Prismatic
|Li-ion
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|1.086
|9.8
|355
|152
|110
|9.02
|5.5
|44
|
|
|12s
|Prismatic
|Li-ion
|5QE 915 591 H
|-
|VW
|Touareg 14,1 kWh
|1.76
|12.3
|385
|150
|108
|7.0
|3.5
|45.25
|
|
|13s
|Prismatic
|Li-ion
|
|-
|VW
|id3/id4 55kWh, 62kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|44.4
|
|
|12s2p
|
|
|0Z1 915 592 / 0Z1 915 692
|-
|VW
|id3/id4 82kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|0Z1 915 599
|-
|Toyota
|Prius Prime
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|
|-
|Renault
|Kangoo
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|
|}

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

MG ZS Charger

2025-02-23T20:03:44Z

Manny: added info on using the charger

MG ZS Charger

2025-01-27T21:54:37Z

Manny: Added MG ZS connector pinouts

File:ZS10BC6600A LV Pinout.png

2025-01-27T21:52:27Z

Manny:

File:ZS10BC6600A front labeled.jpg

2025-01-27T21:43:20Z

Manny:

File:ZS10BC6600A overview.jpg

2025-01-27T20:49:28Z

Manny:

Mechanical design database

2025-01-21T18:39:21Z

Manny: Added MG ZS AC adapter

CAD Library of EV components: [[CAD Models]]

=== A open data base for different mechanical hardware designs ===

* adapter plates
* motor couplers
* drive shaft flanges
* covers, caps, shields,
* etc

'''Very instructable video about driveshaft extension:''' https://www.youtube.com/watch?v=NkQc7eshiXI&t=532s

zero ev CAD library https://zero-ev.co.uk/cad/?v=3e8d115eb4b3
{| class="wikitable"
|+
!motor
!source
!status
!gearbox
!source
!status
|-
|Nissan leaf gen 2+ (em57)
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/leaf

https://bratindustries.net/product/em57-adapter-plate/
|fits!
|vintage VW
|
|
|-
|Nissan leaf gen 1 (em61)
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/leaf
|untested
|Nissan 5 speed 71B
|https://github.com/bratindustries/adapter-plates/tree/main/nissan/5speed
|fits!
|-
|Mitsubishi outlander rear motor
|https://github.com/bratindustries/adapter-plates adapter plate with nema b-face pattern.

https://openinverter.org/forum/download/file.php?id=8468

https://openinverter.org/forum/viewtopic.php?p=25569&hilit=cad+file#p25569
|untested
|bmw
|https://github.com/bratindustries/adapter-plates
|untested
|-
|Toyota Prius transaxle
|
|
|
|
|
|-
|Lexus GS450h locking plate
|https://openinverter.org/forum/viewtopic.php?p=20934
|
|
|
|
|-
|
|
|
|
|
|
|-
|tesla model 3
|https://zero-ev.co.uk/TM3RDU.zip?v=3e8d115eb4b3
|
|
|
|
|}
{| class="wikitable"
|+3d printed parts
!parts for:
!function
!status
!source
!
|-
|molex memx cinch modice headers and encloser
|3d printable versions of the molex memx, used for many different vcu boards.
|
|https://github.com/bratindustries/molex-headers
|
|-
|toyota prius gen 3 inverter
|HV+LV conections
|fits!
|https://github.com/jamiejones85/Gen3PriusInverter3DParts
https://openinverter.org/forum/viewtopic.php?p=37156&hilit=3d+printed#p37156
|
|-
|toyota prius gen 2 inverter
|HV and MG adaptors/blanks
|
|https://github.com/Wonk6677/Prius-Gen-2-printed-parts
|
|-
|nissan leaf battery
|LV conector
|
|
|
|-
|nissan leaf gen 2 + inverter
|HV connection cover
|
|https://github.com/bratindustries/leaf-inverter-cover
|
|-
|gs450h inverter
|HV connections
|
|https://openinverter.org/forum/viewtopic.php?t=1694
|
|-
|mitsubishi outlander rear inverter
|HV connections
|
|https://openinverter.org/forum/download/file.php?id=13803
https://openinverter.org/forum/viewtopic.php?p=37192&hilit=3d+printed#p37192

https://www.printables.com/@crasbe_360778/collections/563327
|
|-
|mitsubishi outlander rear inverter
|3D Scan
|
|https://grabcad.com/library/mitsubishi-outlander-phev-rear-inverter-1
|
|-
|mitusbishi charger
|conectors
|
|https://www.printables.com/@crasbe_360778/collections/563327
|
|-
|mitsubishi outlander rear Motor
|Resolver connector cable gland replacement
|
|https://github.com/Wonk6677/mitsubishi-outlander-rear-motor-3d-printed-parts
|
|-
|mitsubishi outlander rear Motor
|3D Scan
|
|https://grabcad.com/library/outlander-phev-rear-motor-1
|
|-
|mitsubishi outlander rear Gearbox
|3D Scan
|
|https://grabcad.com/library/outlander-phev-rear-gearbox-1
|
|-
|VW Golf GTE Battery
|3D printable Terminal cover
|Fits
|https://grabcad.com/library/1577279
|
|-
|Gs450H
|Inverter HV inlet blanking plate
|Fits
|https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
|
|-
|Gs450H
|Inverter side HV inlet
|
|https://grabcad.com/library/gs450h-side-port-1
|
|-
|Nissan Leaf gen2 inverter
|HV inlet cover
|
|https://grabcad.com/library/leaf-inverter-inlet-cover-1
|
|-
|MG ZS gen1 charger
|AC connector to M25 adapter
|Fits
|https://www.thingiverse.com/thing:6921222
|
|}
[[Category:Mechanical]] [[Category:Adapter]] [[Category:CAD]] [[Category:Nissan]] [[Category:Toyota]] [[Category:Mitsubishi]] [[Category:Lexus]]
[[Category:VAG]]

MG ZS Charger

2025-01-06T23:55:11Z

Manny: Added to tabel

MG ZS Charger

2025-01-06T23:52:11Z

Manny: Added connector info

Using FOC Software

2024-01-26T18:31:21Z

Manny: fixed dead link to MLX91204, added the MLX90380 info

Synchronous motors have turned out only to be well drivable when their stator current is controlled by means of a feedback current loop. Due to this, the existing feed forward control used for induction motors could not be extended for use with synchronous motors. Therefor the well known field oriented control approach was implemented in a separate software.

Here is a video manual, created by Johannes Hubner and Damien Maguire, which describes process of setting up FOC-operated system from the very beginning: https://youtu.be/1SlL6cEoRBgv It is strongly recommended to watch it carefully. (also available with chapters: https://youtu.be/tirDQJ6iH28 ).

Note by eightdot and giplt, about the table at time 40:00 : We think that 2 of the 4 combinations will work (you will just find the wrong 'dip' first, see the part about adding 32768 below), the other 2 should also work by xoring pinswap with 2.

== Hardware requirements ==
Field oriented control is only implemented for permanent magnet motors. Moreover it is optimized for IPM motors (interior permanent magnet). So it will not drive BLDC motors in an efficient manner. It will yield no movement at all with induction motors.

Since the absolute rotor position is a key factor with synchronous motors, said software requires an absolute position feedback device. This can be a resolver or a sin/cos chip [https://www.mouser.com/datasheet/2/734/MLX91204-Datasheet-Melexis-961599.pdf MLX91204] or [https://media.melexis.com/-/media/files/documents/datasheets/mlx90380-datasheet-melexis.pdf MLX90380] on top of a small magnet. Resolvers will need a so-called excitation. That is a high frequency (4.4kHz in our case) sine wave. Only V3 main boards generate this excitation signal. sin/cos chips do not need excitation and can also be run with V2 main boards.

Most of Damiens Toyota Designs implement V3 main board circuitry.

So to sum up
* IPM (Interior Permanent Magnet Synchronous Motor)
* Resolver or sin/cos chip
* V3 [https://openinverter.org/shop/index.php?route=product/product&product_id=58 Mainboard]

== Encoder setup ==

The rev3 mainboard requires sin and cos resolver/encoder inputs between 0 and 3.3V, centred around 1.65V. The Melexis MLX91204 encoder chip linked above unfortunately does not operate on 3.3V, and requires 5V, and it outputs 0.5-4.5V (centred around 2.5V). This is easy enough to 'fix' by using a simple resistor potential divider, but it can be difficult to arrive at a strong signal centred on 1.65V. The openinverter software will cope with a small offset, but to improve encoder performance, a new parameter 'sincosofs' has been introduced (committed on 23rd Feb, no new releases since then as yet). To set this, slowly turn the motor while measuring the voltage from the encoder (after your resistor divider). Note down min and max voltages (these should be between, but as close as possible, to 0V and 3.3V) and calculate the average (min voltage + max voltage, divide by two). This gives your signal midpoint. To convert to digits, divide this by 3.3, then multiply by 4096. Enter your result as sincosofs, and save parameters.

With the MLX90380 running on 3.3V this offset won't be necessary.

== Software setup ==
First of all you need to flash your board with preferable the [https://github.com/jsphuebner/stm32-sine/releases/latest latest] FOC version (stm32_foc.bin or hex). It will identify itself with the version value of "X.YY.R-foc". '''Version [https://github.com/jsphuebner/stm32-sine/releases/tag/v4.97.R 4.97.R] is the last one that supports switching from Run mode to Manual Run mode! Silly Johannes keeps forgetting to fix this. So temporarily switch to 4.97.R.'''

If not using a pretuned kit (like Leaf dropin board) do the [[Schematics and Instructions#Connecting the sensor boards|usual current and voltage calibration]]. Be aware that polarity is important. So if current flows '''from''' the IGBT '''to''' the motor the reading must be positive. Therefor it is possible to set negative gain. When setting negative gain ocurlim must be negative also.

Find out the number of stator pole pairs. Resolver polepairs are either the same as stator pole pairs or 1. sin/cos is always respolepairs=1. Set "encmode" to "Resolver" or "sin/cos", respectively. Set syncadv=10.

It is important that the PWM channels line up with the current sensors. So current sensor "il1" must sense the phase generated by "PWM1", same for il2. You don't need to hardware-swap anything since we have parameter "pinswap". For example on some inverters current sensors are on phases 1 and 3. (next software revision) has the entry "PWMOutput23" in pinswap. That will essentially make PWM channel 3 responsible for phase 2 and PWM channel 2 becomes phase 3.

Next step is to find out your motors "syncofs". That is the offset between what the resolver reports as 0° and what actually is 0° alignment between the stator and the rotor magnetic field. To do this, a test mode has been implemented. First start your inverter with the "start" input, then switch to manual mode with the corresponding button on the web interface. '''Warning''': manual mode does not implement any rotor speed limit! When used carelessly you might overspeed your motor to the point were it looses structural integrity - it explodes. So have means to brake your motor externally e.g. by doing this tuning with an already mounted motor and jacked up wheels. Then you can use your cars friction brakes. ''If the motor doesn't spin at all during the process but you hear the PWM whine and il1 and il2 show current flowing, try swapping 2 of the motor phases over. or swap the resolver inputs (xor pinswap with 2)''

Tuning Process:
# Go into manual mode -> start input, then button on web interface. Select forward direction.
# Observe value "angle" and turn rotor by hand -> you should see angle changes between 0 to 360°. If not, check resolver connection and excitation signal.
# Start with syncofs=0
# enter a positive value for "manualid". Start low, with respect to motor rating. E.g. 5% of rated current
# Keep increasing the value until you notice that the motor starts to spin - make sure you hear PWM going
# If motor spins, change syncofs in 1000 digit increments until it stops spinning. If you need to go below 0, like -1000 enter 64536 (=65536-1000)
# If manualid is less than about max_motor_current/2 go back to 4. When approaching rated_motor_current/2 make your increments/decrements smaller, like down to 300 digits
# You have found 1 of 2 possible offsets. Now you can enter a small value for "manualiq" and set "manualid" to 0.1, the motor should spin smooth in both directions
# If it behaves differently in forward and reverse, add 32768 to syncofs. If the resulting value is > 65535, subtract 32768 instead (or do modulo addition in the first place)
Congratulations, the most difficult step is done. The default values or curkp and curki can usually stay untouched, I don't know a good tuning procedure anyway. It are dependent on the motor inductance and higher values can yield higher stability. Next set up the "throtcur" parameter. It defines how many motor amps are produced per % of throttle travel.

Internally, this is split into a so-called direct and a quadrature current by means of the "Most Torque Per Amp" algorithm (MTPA). MTPA usually needs setup for the motor that your working with. You can customize the two parameters lqminusld and fluxlinkage, ideally with the real values of your motor. Otherwise keep fluxlinkage at its default, start with lqminusld=1 and slowly raise it until you get best acceleration.

SPM motors (magnets mounted outside the rotor) need lqminusld set to 0.
[[Category:Tutorial]]