openinverter.org wiki - User contributions [en]

Batteries

2023-03-12T23:20:12Z

Mappleton: /* OEM modules */

== 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>

== 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
|-
|Tesla
|Model S 85kWh
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|74p6s
|18650
|Li-ion
|-
|Tesla
|Model S 100kWh
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|86p6s
|18650
|Li-ion
|-
|Tesla
|Model 3 LR (inner)
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|46p25s
|2170
|Li-ion
|-
|Tesla
|Model 3 LR (outer)
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|46p23s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (inner)
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|31p24s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (outer)
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|31p24s
|2170
|Li-ion
|-
|Calb
|4S3P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|3p4s
|Pouch
|Li-ion
|-
|Calb
|6S2P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|22.2
|
|600
|2p6s
|Pouch
|Li-ion
|-
|Chevrolet
|Volt 2012
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|3p24s
|Pouch
|Li-ion
|-
|BMW
|i3 60Ah
|2
|13
|410
|310
|150
|6.5
|9.5
|28.8
|210
|350
|2p8s
|Prismatic
|Li-ion
|-
|BMW
|i3 94Ah
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|-
|BMW
|i3 120Ah
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 34Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|
|Prismatic
|Li-ion
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|4p3s
|Pouch
|Li-ion
|-
|LG
|4P3S
|2.6
|12.8
|357
|151
|110
|4.9
|2.3
|11
|
|
|4p3s
|Pouch
|Li-ion
|-
|Mitsubishi
|Outlander
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|-
|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
|2p2s
|Pouch
|Li-ion LMO
|-
|Nissan
|Leaf 30kWh
|1.25
|
|300
|222
|34
|
|3.6
|14.4
|
|
|2p4s
|Pouch
|Li-ion
|-
|Nissan
|Leaf 40kWh
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|2p4s
|Pouch
|Li-ion NMC
|-
|Nissan
|Leaf 62kWh
|2.58
|
|
|
|
|
|
|14.4
|
|
|3p4s
|
|Li-ion
|-
|PSA/Opel
|Pugeot E-208, Corsa E
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|6p2s
|Prismatic
|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
|-
|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
|
|
|-
|VW
|id3/id4 82kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|-
|Toyota
|Prius Prime
|1.76
|16.9
|597
|152
|121
|9.6
|6.24
|70.3
|
|
|
|
|
|}

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

ZombieVerter VCU

2022-11-21T03:08:32Z

Mappleton: /* Software */

{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''KINDLY NOTE:'''
*A fully tested V1a kit is now (Nov2022) available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombie-vcu here]. The boards are now shipping with the Wemos wifi module and all parts will be included in the kit. The Olimex header is still there for those who may prefer that option. See [https://openinverter.org/forum/viewtopic.php?p=48250#p48250 this post] for the Wemos wifi module mounting location.

*''Unless you have a specific reason not to, end users should use a software release from https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.''
|}

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

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

==Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450h) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450h and of course can be expanded to any number of others. This will be the default firmware for all VCU products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

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

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

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

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

==Hardware==
[[File:Zombv1boardb.jpg|thumb|alt=|Location of remaining parts]]
So you've ordered your kit, first things first, watch the following two videos to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo (Legos to you Yanks).
{| class="wikitable"
|+Parts to be fitted to ZombieVerter VCU
!Name
!Part Numer
!Alternative Part Number
|-
|CONN1
|
|
|-
|IC10
|MCP25625T
|
|-
|IC14
|TJA1020
|MCP2004
|-
|IC19
|NCV7356
|
|-
|IC20
|TJA1055T
|
|-
| IC21, IC22
|AD5160
|
|-
|IC27, IC28, IC29
|FAN3122
|
|}

===The enclosure kit links===

You only need one, but below are two options - one with just the connector, and the other prewired with 3m long leads. The reference part numbers are 211PC562S8009 and 211PC562S0008.

*Enclosure Kit with Header, connector and pins<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
*Connector and pins<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
*Prewired connector with 3M leads (limited colors which will not match standard wire colouring conventions)<ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The kits do not come with M3 screws needed to secure the board to the enclosure (2 need to be slightly longer), and to secure the lid. Nor a gasket for the lid.

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

===Build and Configuration Videos===
====ZombieVerter VCU V1 Build Part 1====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 1
|-
!Video!!Highlights
|-
|<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>
'''00:33''' Warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/geZuIbGHh30?t=66s 01:06]''' Recap about the ZombieVerter VCU Build Part 1 
'''[https://youtu.be/geZuIbGHh30?t=184s 03:04]''' How to get one 
'''[https://youtu.be/geZuIbGHh30?t=215s 03:35]''' Design files currently require E10 Patreon membership/contribution if wanting to build your own 
'''[https://youtu.be/geZuIbGHh30?t=268s 04:28]''' Components still requiring soldering 
'''[https://youtu.be/geZuIbGHh30?t=303s 05:03]''' IC19 - 8 pin SOIC for single wire CAN (NCV7356) 
||
'''[https://youtu.be/geZuIbGHh30?t=360s 06:00]''' IC10 - SPI CAN controller and transceiver (MCP25625T) 
'''[https://youtu.be/geZuIbGHh30?t=390s 06:30]''' <del>IC1,3,5,6,7,24,25,26 load driver mosfets (NCV8402)</del> 
'''[https://youtu.be/geZuIbGHh30?t=440s 07:20]''' Do you need these components? 
'''[https://youtu.be/geZuIbGHh30?t=520s 08:40]''' Soldering begins - IC19 
'''[https://youtu.be/geZuIbGHh30?t=550s 09:10]''' Soldering iron for SOIC parts 
'''[https://youtu.be/geZuIbGHh30?t=567s 09:27]''' Applying flux using Damien's favorite Flux, UV80 
'''[https://youtu.be/geZuIbGHh30?t=634s 10:34]''' Magnifier headset 
'''[https://youtu.be/geZuIbGHh30?t=807s 13:27]''' Soldering MCP25625 
'''[https://youtu.be/geZuIbGHh30?t=955s 15:55]''' Suggests getting an phone/computer repair shop to help out if needed 
'''[https://youtu.be/geZuIbGHh30?t=1025s 17:05]''' Using hot air gun to warm the board and position the chip 
'''[https://youtu.be/geZuIbGHh30?t=1174s 19:34]''' <del>Soldering NCV8402s</del> 
'''[https://youtu.be/geZuIbGHh30?t=1408s 23:28]''' Clean soldering with IPA Solvent 
'''[https://youtu.be/geZuIbGHh30?t=1480s 24:40]''' First power up test using bench power supply to limit current to a few hundred mA 
'''[https://youtu.be/geZuIbGHh30?t=1607s 26:47]''' 60mA current draw with no wifi board 
'''[https://youtu.be/geZuIbGHh30?t=1655s 27:35]''' Wifi module 
'''[https://youtu.be/geZuIbGHh30?t=1790s 29:50]''' Power up test with wifi draws 90mA 
'''[https://youtu.be/geZuIbGHh30?t=1825s 30:25]''' Enclosure kit(s) 
'''[https://youtu.be/geZuIbGHh30?t=2162s 36:02]''' Soldering the PCB header (56 pin) 
'''[https://youtu.be/geZuIbGHh30?t=2668s 44:28]''' Installing in the enclosure 
'''[https://youtu.be/geZuIbGHh30?t=3030s 50:30]''' Cameo appearance by Gome cat 
|}

====ZombieVerter VCU V1 Build Part 2====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 2
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>
'''00:34''' Health warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/MUhs9j9R9Mg?t=102s 01:42]''' Intro 
'''[https://youtu.be/MUhs9j9R9Mg?t=200s 03:20]''' Pinouts of the 56 pin connector 
'''[https://youtu.be/MUhs9j9R9Mg?t=256s 04:16]''' Pins 55,56 - Ground and +12V 
'''[https://youtu.be/MUhs9j9R9Mg?t=289s 04:49]''' Pins 53,54 - Reverse and Forward Direction. Apply +12V to the pin for the direction needed. Configurable in the web interface to flip these since direction is relative 
'''[https://youtu.be/MUhs9j9R9Mg?t=452s 07:32]''' Pins 52 - Start. Momentarily apply +12V to send a start signal 
'''[https://youtu.be/MUhs9j9R9Mg?t=495s 08:15]''' Pin 51 - HV Request. Apply +12v to precharge and bring up the high voltage system (and not the drive components) 
'''[https://youtu.be/MUhs9j9R9Mg?t=545s 09:05]''' Pin 50 - General Purpose 12V Input. Reserved for future use 
'''[https://youtu.be/MUhs9j9R9Mg?t=563s 09:23]''' Pin 49 - Brake Input. Connect to brake light switch to apply +12V signaling brakes are applied 
'''[https://youtu.be/MUhs9j9R9Mg?t=615s 10:15]''' Pins 45,46,47,48 - Throttle. +5V power, ground, and 1 or 2 hall effect sensor inputs 
||
'''[https://youtu.be/MUhs9j9R9Mg?t=660s 11:00]''' Pins 25,26,27,28 - 3 CAN bus interfaces. CAN EXT is for vehicle/body communication, CAN EXT 2 for the ISA shunt comms, CAN EXT 3 (with solderable jumpers to change modes) is for general purpose like charger, heater control 
'''[https://youtu.be/MUhs9j9R9Mg?t=885s 14:45]''' Pin 24 - Local Interface Network (LIN) 
'''[https://youtu.be/MUhs9j9R9Mg?t=956s 15:56]''' Pins 16,17,18,19,20,21,22,23 - Toyota Hybrid Inverter specific using async serial comms. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1041s 17:21]''' Pin 15 - Ignition T15 In. Apply +12V to turn Ignition on. Puts VCU in run mode 
'''[https://youtu.be/MUhs9j9R9Mg?t=1134s 18:54]''' Pins 37,38,39,40,41,42 - Toyota Hybrid Transmission shift control 
'''[https://youtu.be/MUhs9j9R9Mg?t=1182s 19:42]''' Pins 35,36 - POT1 & POT2. Digital potentiometer outputs to drive analog gauges (fuel, etc) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1270s 21:10]''' Pins 32,33,34 - Low Side (LS) switches for Inverter Power, Positive side Main Contactor, Precharge Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1401s 23:21]''' Pin 31 - General Purpose +12V Output. LS switch for Negative side Main Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1441s 24:01]''' Pins 12,13,14,29,30 - Toyota Hybrid System controls 
'''[https://youtu.be/MUhs9j9R9Mg?t=1524s 25:24]''' Pins 10,11 - Digital to Analog Converter (DAC) 1 & 2. Reserved for future use - additional analog instruments etc. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1593s 26:33]''' Pins 8,9 - 0-5V Analog Inputs 1 & 2. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1626s 27:06]''' Pins 5,6,7 - Pulse Width Modulation (PWM) 1-3 +12V output signals. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1676s 27:56]''' Pins 3,4 - General Purpose +12V Outputs 2 & 3. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1709s 28:29]''' Pins 1,2 - RS232 Rx/Tx Serial connection for alternation VCU communication (solder jumper configurable). Reserved for future expansion 
'''[https://youtu.be/MUhs9j9R9Mg?t=1811s 30:11]''' CAN bus connected Isabellenhutte Huesler Shunt 
'''[https://youtu.be/MUhs9j9R9Mg?t=2325s 38:45]''' Web Interface 
'''[https://youtu.be/MUhs9j9R9Mg?t=2650s 44:10]''' How to perform a software update via the web interface using a precompiled binary 
'''[https://youtu.be/MUhs9j9R9Mg?t=2852s 47:32]''' UI Features - Commands 
'''[https://youtu.be/MUhs9j9R9Mg?t=3170s 52:50]''' UI Features - Update 
'''[https://youtu.be/MUhs9j9R9Mg?t=3210s 53:30]''' UI Features - Parameters 
'''[https://youtu.be/MUhs9j9R9Mg?t=4290s 1:11:32]''' UI Features - Spot Values 
'''[https://youtu.be/MUhs9j9R9Mg?t=4914s 1:21:54]''' Epilogue 
|}

====ZombieVerter VCU V1 Part 3====
{| class="wikitable"
|+ZombieVerter VCU V1 Part 3
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/oPb4vMO17B4</youtube>
'''[https://youtu.be/oPb4vMO17B4?t=38s 00:38]''' Intro/Recap of part 2 
'''[https://youtu.be/oPb4vMO17B4?t=64s 01:04]''' Description of 2018 Nissan Leaf components used in the video 
'''[https://youtu.be/oPb4vMO17B4?t=227s 03:47]''' VCU, wiring harness, 12V battery, ISA shunt, contactors 
'''[https://youtu.be/oPb4vMO17B4?t=426s 07:06]''' 12V battery - negative to chassis ground with fuse, and ground to VCU pin 55 
'''[https://youtu.be/oPb4vMO17B4?t=472s 07:52]''' 12V battery - positive to PDM positive terminal and distribution block 
'''[https://youtu.be/oPb4vMO17B4?t=522s 08:42]''' 12V battery - permanent fused +12v from PDM positive terminal to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=554s 09:14]''' 12V battery - permanent fused +12v to vcu, relay controlled by VCU for switched +12v to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=641s 10:41]''' 12V battery - permanent fused +12v to contactor coil positives 
'''[https://youtu.be/oPb4vMO17B4?t=657s 10:57]''' 12V battery - permanent fused +12v to switch to provide things like T15 on signal to VCU 
'''[https://youtu.be/oPb4vMO17B4?t=762s 12:42]''' Other end of permanent 12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=803s 13:23]''' Other end of switched +12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=816s 13:36]''' Other end of switched 12v ground connection 
'''[https://youtu.be/oPb4vMO17B4?t=838s 13:52]''' Twisted pair wires from EV CAN CAN EXT 2 High (pin 28) and CAN EXT 2 Low (pin 27) to inverter 
'''[https://youtu.be/oPb4vMO17B4?t=946s 15:46]''' To use the PDM for charging, wire control pilot (CP) and plug present (PP) from PDM to charge socket 
'''[https://youtu.be/oPb4vMO17B4?t=989s 16:29]''' High voltage setup and controlling it with the VCU 
'''[https://youtu.be/oPb4vMO17B4?t=1028s 17:08]''' Positive and precharge contactors (only 2 for the test rig - usually would have a negative contactor as well) 
'''[https://youtu.be/oPb4vMO17B4?t=1060s 17:40]''' High voltage positive and negative junction. The ISA shunt connected between negative and PDM to distribute high voltage negative to the components 

'''[https://youtu.be/oPb4vMO17B4?t=1093s 18:13]''' V1 ISA shunt connection to PDM after the contactors/precharge system to monitor high voltage applied to the drivetrain 
'''[https://youtu.be/oPb4vMO17B4?t=1131s 18:51]''' Contactor control using negative side connections via VCU (very brief description) 
||
'''[https://youtu.be/oPb4vMO17B4?t=1315s 21:55]''' Leaf PDM Internals, starting with high voltage connections 
'''[https://youtu.be/oPb4vMO17B4?t=1388s 23:08]''' Leaf PDM Internals, single phase AC charging connections 
'''[https://youtu.be/oPb4vMO17B4?t=1438s 23:49]''' CCS type 2 socket connections 
'''[https://youtu.be/oPb4vMO17B4?t=1490s 24:50]''' Gome Cat comes in to say hello 
'''[https://youtu.be/oPb4vMO17B4?t=1545s 25:45]''' Control switches. +12v, forward input, terminal 15 input, start input, high voltage request input. 
'''[https://youtu.be/oPb4vMO17B4?t=1584s 26:24]''' Step 1 is close switch providing +12v to the forward input and T15 connections to enable "ignition on" mode 
'''[https://youtu.be/oPb4vMO17B4?t=1605s 26:45]''' Step 2 is toggle start input to activate precharge, closing of main contactor, and inverter main relay (assuming all conditions are met) 
'''[https://youtu.be/oPb4vMO17B4?t=1645s 27:25]''' Example throttle from mid 2000s BMW. Two channel hall effect sensor 
'''[https://youtu.be/oPb4vMO17B4?t=1726s 28:46]''' Charging description when plugging in charger cable 
'''[https://youtu.be/oPb4vMO17B4?t=1771s 29:31]''' Throttle Calibration using spot values for '''pot''' and '''pot2''' in auto refresh mode while pressing the pedal across it's range, noting the min/max and recording the min+10 for '''potmin''', and max-10 for '''potmax''' for each pot under parameters. Also select dual channel '''potmode''' if using two channels (will not work in single channel mode with 2 channels wired up) 
'''[https://youtu.be/oPb4vMO17B4?t=2257s 37:37]''' Running the motor 
'''[https://youtu.be/oPb4vMO17B4?t=2407s 40:07]''' Checking status, observing parameters 
'''[https://youtu.be/oPb4vMO17B4?t=2864s 47:44]''' Problems/gotchas - '''PRECHARGE''' error (no high voltage supply, '''udc''' not > '''udcsw''' within 5s) 
'''[https://youtu.be/oPb4vMO17B4?t=3016s 50:16]''' Problems/gotchas - too high '''udcmin''' setting and no motor spin, '''potum''' will not go positive 
'''[https://youtu.be/oPb4vMO17B4?t=3239s 53:59]''' Problems/gotchas - too low '''udcmax''' (max voltage to allow regen) - motor spins without slowing when throttle released 
'''[https://youtu.be/oPb4vMO17B4?t=3373s 56:13]''' Explanation of '''udclim''' as redundant cutoff voltage to shut off contactors 
'''[https://youtu.be/oPb4vMO17B4?t=3400s 56:40]''' Explanation of '''idcmax''' and '''idcmin''' current limits 
'''[https://youtu.be/oPb4vMO17B4?t=3420s 57:00]''' Explanation of '''tmphsmax''' heatsink max temp too low, and min setting allowed of 50C 
'''[https://youtu.be/oPb4vMO17B4?t=3548s 59:08]''' Problems/gotchas - '''throtmax''' too low, no motor spin 
'''[https://youtu.be/oPb4vMO17B4?t=3706s 1:01:46]''' Charging example using '''Leaf_PDM''' - seems incomplete, see below 
'''[https://youtu.be/oPb4vMO17B4?t=3780s 1:03:00]''' Wifi Connection to the VCU and upgrading firmware 
'''[https://youtu.be/oPb4vMO17B4?t=3983s 1:06:23]''' Resolve update fail/hang - activity led stops flashing, no data on web interface (power cycle) 
'''[https://youtu.be/oPb4vMO17B4?t=4225s 1:10:25]''' Gome cat in it's natural habitat 
'''[https://youtu.be/oPb4vMO17B4?t=4399s 1:13:19]''' Causes of wifi issues 
'''[https://youtu.be/oPb4vMO17B4?t=4609s 1:16:49]''' Initializing the ISA shunt 
'''[https://youtu.be/oPb4vMO17B4?t=4855s 1:20:55]''' Demonstrating regen 
'''[https://youtu.be/oPb4vMO17B4?t=4931s 1:22:11]''' Automatic charge start/stop using Leaf PDM 
'''[https://youtu.be/oPb4vMO17B4?t=5043s 1:24:03]''' Epilogue 
|}

==Installation==
'''Pin Out Diagram'''[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|none|thumb|List of connections to system components (GS450 application)]]

Further information for a GS450 system can be found here: [[Lexus GS450h Drivetrain]]

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

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

'''NOTE:''' Recent units have a new wifi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.14.1 on the 192.168.4.0/24 subnet) to your device.

Then navigate to 192.168.4.1 to see the huebner inverter dashboard.

===Configuration Setup===
Get familiar with the interface and check that all of the parameters make sense. If in doubt, make sure the default value is set. At each stage the current state of the system and any error can be seen on the interface, for example '''opmode''' and '''lasterr'''. Press refresh at the top of the screen to update the values.

You will need the HV supply connected, which can be a lower voltage (50-100V), current limited power supply for test purposes. Set '''udcmin''' to some value below that (e.g. 50V for a 100V supply) and '''udcsw''' to 10V lower than the supply.

*Apply the '''Ignition T15 in''' 12V signal. The relay supplying 12V to the inverter should now be on.

*Check the accelerator by applying it gradually and watching / refreshing the interface. You should see values at '''pot''' change as the pedal is pressed. '''potmin''' should be set just above where your off-throttle position is, and '''potmax''' just below the value seen at maximum travel. Same for '''pot2min''' and '''pot2max''', if they are electrically connected. The resulting value as a 0-100 value can be seen at '''potnom'''.

''If it does not show up, check for errors and check that throtmax is not set to zero! Check that tmpm is less than tmpmmax, as it can derate the potnom value down as far as zero!''

* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

''If you do not see a good value at udc, it may be that your external shunt is not connected properly or is not initialised.''

''If you do not see a good value at Invudc, it may be that the inverter is not powered, or the communication signals are not correctly wired.''

''if the status stays at "PRECHARGE" then you possibly didn't hold the start signal on for long enough!''

*Once the contactors are on, select forwards direction. For example if '''dirmode''' is set to "Switch" then a 12V signal applied to the Forward input will work.

*Carefully apply the accelerator and the motor should begin to turn. Do not spin the motor up to any speed if you are using a test power supply.
*
*Note: Leaf VCU requires minimum of 180v to operate, it is also sensible to test with rev limit set to 1000 RPM.
*

==Software==

[https://github.com/damienmaguire/Stm32-vcu '''Github for the project:''' https://github.com/damienmaguire/Stm32-vcu]

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.'''

'''GD variant:'''

''Status as of November 20 2021''

''Early boards fitted with the GigaDevices '''GD32F107''' aka "GD chip" require different firmware routines than '''STM32F107''' equipped boards. See this [https://openinverter.org/forum/viewtopic.php?p=33758#p33758 Zombieverter VCU Support Thread forum post]''

''The GigaDevices `[https://www.gigadevice.com/products/microcontrollers/gd32/arm-cortex-m3/connectivity-line/gd32f107-series/ GD32F107] was chosen as an alternative to the ST equivalent due to microchip shortages during the COVID-19 pandemic. A specific branch of firmware code for the GD32F107 variant is found here: https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie However development of this variant was abandoned shortly after it's release.''

''As of this writing , The [https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie GD_Zombie] branch has fallen behind and substantially diverged from the primary code base. It has been suggested that work needs to be done to make the present firmware chip agnostic via detection routines. See this [https://openinverter.org/forum/viewtopic.php?p=34220#p34220 Zombieverter Development Thread forum post]. As of this writing that work has yet to be undertaken and remains to be organized and completed. And issue has be devoted to tracking this progress here: [https://github.com/damienmaguire/Stm32-vcu/issues/21 Issue #21]''

Here is a link to a post with a pre compiled bin and hex for the GD_Zombie created by Damien on the 23/11/21; [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 ZombieVerter VCU Support - Page 9 - openinverter forum] This is based on the 16/6/21 code it is '''not''' an update. Ensure you rename the binaries to stm32_vcu.xxx to ensure no wifi issues.

''UPDATE November 23 2021''

''Updated information about the necessary edits to make to the STM32 based firmware have been posted in a [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 forum post here.] In order to get the firmware to compile and run on the '''GD32F107''' you must make the following changes:''

''In the file "'''anain.cpp'''" @ line 68:''

''<code>68 - // adc_start_conversion_regular(ADC1); // Comment out for GD MCU</code>In the file'' ''"'''stm32_can.cpp'''" @ starting at line 305 modify as follows :''

''<code>305 - gpio_set_mode(GPIO_BANK_CAN2_RE_RX, GPIO_MODE_INPUT, GPIO_CNF_INPUT_PULL_UPDOWN, GPIO_CAN2_RE_RX);</code>''

''<code>306 - gpio_set(GPIO_BANK_CAN2_RE_RX, GPIO_CAN2_RE_RX);</code>''

''<code>307 - // Configure CAN pin: TX.-</code>''

''<code>308 - gpio_set_mode(GPIO_BANK_CAN2_RE_TX, GPIO_MODE_OUTPUT_50_MHZ, GPIO_CNF_OUTPUT_ALTFN_PUSHPULL, GPIO_CAN2_RE_TX);</code>''

If you properly clone the repository with '''git''' on the command line that looks like this;

<code>git clone --recurse-submodules git@github.com:damienmaguire/Stm32-vcu.git</code>

That recursively pulls in copies of '''''libopeninv''''', etc and tracks them... Hence your file-path should look like

<code>./Stm32-vcu/libopeninv/src/</code>

within the '''''libopeninv''''' src (source) directory you will find '''''anain.cpp''''' and '''''stm32_can.cpp'''''

Make the above changes to these files for the '''GigaDevices GD32F107'''.

== Software update==

As supplied, both the ESP8266 (the wifi plug-in board) and the STM32 (main MPU) are pre-loaded.

The "UART Update" field on the GUI can be given a '''stm32_vcu.bin''' file to update the firmware. Note that at this time, loading via Windows 10 is suspect and may lock you out of the board. Ubuntu works best.

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases'''.

By using the ST-Link V2 in-circuit loader, '''.hex''' files can be sent to the board to initialize a fresh STM32 MCU, or if it can't be loaded via the bootloader.

'''Unless you have a specific reason not to, end users should use a released version from: https://github.com/damienmaguire/Stm32-vcu/releases'''.

The connections needed to use the ST-Link loader are shown below:
[[File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg|none|thumb]]

===Initializing an ISA Shunt ===
Under Comms in the web interface, there is now an ISAMode option. By default its in "Normal". If you want to initialize a new shunt, connect it up, power on the shunt and vcu, select "Init", hit save parameters to flash. Power cycle the vcu and shunt at same time (they should be on same 12v feed anyway). The shunt will initialize. Select ISAMode "normal", save to flash again and reboot again. The shunt should now be up and running.
==Supported OEM Hardware==

* Nissan Leaf Gen1/2/3 inverter via CAN
* Nissan Leaf Gen2 PDM (Charger and DCDC)
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - currently type 2 only, type 1 under development
* Lexus GS450h inverter / gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* Mid-2000s VAG CAN support
* [[Chevrolet Volt Water Heater|Opel Ampera / Chevy Volt 6.5kw cabin heater]]

== Troubleshooting ==

=== Serial Connection ===
If you're having trouble connecting using the serial interface, note that the parameters are 115200 8-N-2, which is different from the conventional 115200 8-N-1.

== References ==
<references />
[[Category:Inverter]]

Toyota/Lexus GS300h CVT

2022-08-24T14:52:44Z

Mappleton: /* Part Numbers */ stated transmission could be found in ES300h which is front wheel drive - changed to GS300h

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

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

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

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

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

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

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

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

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

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

Length bellhousing face to drive flange face 720mm

Diameter main body 330mm front to 250 rear

Tailshaft length 210mm

Weight 90kg

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

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

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

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

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

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

1 2 3 4

White Red Yellow White

White Black Blue Green

5 6 7 8

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

But check for yourself as per Damien's tuning video

=== Shift sensor ===
To do

=== Output flange ===
To do

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

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

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

== References ==
<references />

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

ZombieVerter VCU

2022-08-22T15:06:03Z

Mappleton: /* Supported OEM Hardware */

{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''KINDLY NOTE:'''
*A partially-assembled and fully tested V1 kit is now available for general sale [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombie-vcu here].

*''Unless you have a specific reason not to, end users should use a software release from https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.''
|}

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

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

==Introduction ==
Rather than crack open inverters and swap components about to drive them, what if we simply send them the messages they're expecting? This has been the case with a couple of existing designs (Nissan leaf inverter and GS450h) and thanks to the SAM3X8E microcontroller no longer being stocked by JLCPCB this project looks to take it further.

So rather than driving an inverter powerstage this version sends CAN for the Leaf inverter or Sync serial for the GS450h and of course can be expanded to any number of others. This will be the default firmware for all VCU products from now on and future hardware will support future fun packed stuff like FLEXRAY!!!

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

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

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

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

==Hardware==
[[File:Zombv1boardb.jpg|thumb|alt=|Location of remaining parts]]
So you've ordered your kit, first things first, watch the following two videos to assemble it.

Due to chip shortages (written summer 2021) the board isn't fully assembled so you will need to do some soldering, or take it to a local phone repair shop (or similar) who'll find soldering at this scale like playing with Duplo (Legos to you Yanks).
{| class="wikitable"
|+Parts to be fitted to ZombieVerter VCU
!Name
!Part Numer
!Alternative Part Number
|-
|CONN1
|
|
|-
|IC10
|MCP25625T
|
|-
|IC14
|TJA1020
|MCP2004
|-
|IC19
|NCV7356
|
|-
|IC20
|TJA1055T
|
|-
| IC21, IC22
|AD5160
|
|-
|IC27, IC28, IC29
|FAN3122
|
|}

===The enclosure kit links===

You only need one, but below are two options - one with just the connector, and the other prewired with 3M long leads.

*Enclosure Kit with Header, connector and pins: [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE Link to Aliexpress]
*Prewired connector with 3M leads (limited colors which will not match standard wire colouring conventions): [https://www.aliexpress.com/item/4001213569338.html?spm=a2g0o.cart.0.0.366c3c00qhBvGO&mp=1 Link to Aliexpress]

The kits do not come with M3 screws needed to secure the board to the enclosure (2 need to be slightly longer), and to secure the lid. Nor a gasket for the lid.

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

===Build and Configuration Videos===
====ZombieVerter VCU V1 Build Part 1====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 1
|-
!Video!!Highlights
|-
|<youtube>https://www.youtube.com/watch?v=geZuIbGHh30</youtube>
'''00:33''' Warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/geZuIbGHh30?t=66s 01:06]''' Recap about the ZombieVerter VCU Build Part 1 
'''[https://youtu.be/geZuIbGHh30?t=184s 03:04]''' How to get one 
'''[https://youtu.be/geZuIbGHh30?t=215s 03:35]''' Design files currently require E10 Patreon membership/contribution if wanting to build your own 
'''[https://youtu.be/geZuIbGHh30?t=268s 04:28]''' Components still requiring soldering 
'''[https://youtu.be/geZuIbGHh30?t=303s 05:03]''' IC19 - 8 pin SOIC for single wire CAN (NCV7356) 
||
'''[https://youtu.be/geZuIbGHh30?t=360s 06:00]''' IC10 - SPI CAN controller and transceiver (MCP25625T) 
'''[https://youtu.be/geZuIbGHh30?t=390s 06:30]''' <del>IC1,3,5,6,7,24,25,26 load driver mosfets (NCV8402)</del> 
'''[https://youtu.be/geZuIbGHh30?t=440s 07:20]''' Do you need these components? 
'''[https://youtu.be/geZuIbGHh30?t=520s 08:40]''' Soldering begins - IC19 
'''[https://youtu.be/geZuIbGHh30?t=550s 09:10]''' Soldering iron for SOIC parts 
'''[https://youtu.be/geZuIbGHh30?t=567s 09:27]''' Applying flux using Damien's favorite Flux, UV80 
'''[https://youtu.be/geZuIbGHh30?t=634s 10:34]''' Magnifier headset 
'''[https://youtu.be/geZuIbGHh30?t=807s 13:27]''' Soldering MCP25625 
'''[https://youtu.be/geZuIbGHh30?t=955s 15:55]''' Suggests getting an phone/computer repair shop to help out if needed 
'''[https://youtu.be/geZuIbGHh30?t=1025s 17:05]''' Using hot air gun to warm the board and position the chip 
'''[https://youtu.be/geZuIbGHh30?t=1174s 19:34]''' <del>Soldering NCV8402s</del> 
'''[https://youtu.be/geZuIbGHh30?t=1408s 23:28]''' Clean soldering with IPA Solvent 
'''[https://youtu.be/geZuIbGHh30?t=1480s 24:40]''' First power up test using bench power supply to limit current to a few hundred mA 
'''[https://youtu.be/geZuIbGHh30?t=1607s 26:47]''' 60mA current draw with no wifi board 
'''[https://youtu.be/geZuIbGHh30?t=1655s 27:35]''' Wifi module 
'''[https://youtu.be/geZuIbGHh30?t=1790s 29:50]''' Power up test with wifi draws 90mA 
'''[https://youtu.be/geZuIbGHh30?t=1825s 30:25]''' Enclosure kit(s) 
'''[https://youtu.be/geZuIbGHh30?t=2162s 36:02]''' Soldering the PCB header (56 pin) 
'''[https://youtu.be/geZuIbGHh30?t=2668s 44:28]''' Installing in the enclosure 
'''[https://youtu.be/geZuIbGHh30?t=3030s 50:30]''' Cameo appearance by Gome cat 
|}

====ZombieVerter VCU V1 Build Part 2====
{| class="wikitable"
|+ZombieVerter VCU V1 Build Part 2
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/MUhs9j9R9Mg</youtube>
'''00:34''' Health warning and suggestion to go watch cat videos instead 
'''[https://youtu.be/MUhs9j9R9Mg?t=102s 01:42]''' Intro 
'''[https://youtu.be/MUhs9j9R9Mg?t=200s 03:20]''' Pinouts of the 56 pin connector 
'''[https://youtu.be/MUhs9j9R9Mg?t=256s 04:16]''' Pins 55,56 - Ground and +12V 
'''[https://youtu.be/MUhs9j9R9Mg?t=289s 04:49]''' Pins 53,54 - Reverse and Forward Direction. Apply +12V to the pin for the direction needed. Configurable in the web interface to flip these since direction is relative 
'''[https://youtu.be/MUhs9j9R9Mg?t=452s 07:32]''' Pins 52 - Start. Momentarily apply +12V to send a start signal 
'''[https://youtu.be/MUhs9j9R9Mg?t=495s 08:15]''' Pin 51 - HV Request. Apply +12v to precharge and bring up the high voltage system (and not the drive components) 
'''[https://youtu.be/MUhs9j9R9Mg?t=545s 09:05]''' Pin 50 - General Purpose 12V Input. Reserved for future use 
'''[https://youtu.be/MUhs9j9R9Mg?t=563s 09:23]''' Pin 49 - Brake Input. Connect to brake light switch to apply +12V signaling brakes are applied 
'''[https://youtu.be/MUhs9j9R9Mg?t=615s 10:15]''' Pins 45,46,47,48 - Throttle. +5V power, ground, and 1 or 2 hall effect sensor inputs 
||
'''[https://youtu.be/MUhs9j9R9Mg?t=660s 11:00]''' Pins 25,26,27,28 - 3 CAN bus interfaces. CAN EXT is for vehicle/body communication, CAN EXT 2 for the ISA shunt comms, CAN EXT 3 (with solderable jumpers to change modes) is for general purpose like charger, heater control 
'''[https://youtu.be/MUhs9j9R9Mg?t=885s 14:45]''' Pin 24 - Local Interface Network (LIN) 
'''[https://youtu.be/MUhs9j9R9Mg?t=956s 15:56]''' Pins 16,17,18,19,20,21,22,23 - Toyota Hybrid Inverter specific using async serial comms. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1041s 17:21]''' Pin 15 - Ignition T15 In. Apply +12V to turn Ignition on. Puts VCU in run mode 
'''[https://youtu.be/MUhs9j9R9Mg?t=1134s 18:54]''' Pins 37,38,39,40,41,42 - Toyota Hybrid Transmission shift control 
'''[https://youtu.be/MUhs9j9R9Mg?t=1182s 19:42]''' Pins 35,36 - POT1 & POT2. Digital potentiometer outputs to drive analog gauges (fuel, etc) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1270s 21:10]''' Pins 32,33,34 - Low Side (LS) switches for Inverter Power, Positive side Main Contactor, Precharge Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1401s 23:21]''' Pin 31 - General Purpose +12V Output. LS switch for Negative side Main Contactor 
'''[https://youtu.be/MUhs9j9R9Mg?t=1441s 24:01]''' Pins 12,13,14,29,30 - Toyota Hybrid System controls 
'''[https://youtu.be/MUhs9j9R9Mg?t=1524s 25:24]''' Pins 10,11 - Digital to Analog Converter (DAC) 1 & 2. Reserved for future use - additional analog instruments etc. 
'''[https://youtu.be/MUhs9j9R9Mg?t=1593s 26:33]''' Pins 8,9 - 0-5V Analog Inputs 1 & 2. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1626s 27:06]''' Pins 5,6,7 - Pulse Width Modulation (PWM) 1-3 +12V output signals. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1676s 27:56]''' Pins 3,4 - General Purpose +12V Outputs 2 & 3. Reserved for future use (ie not implemented yet) 
'''[https://youtu.be/MUhs9j9R9Mg?t=1709s 28:29]''' Pins 1,2 - RS232 Rx/Tx Serial connection for alternation VCU communication (solder jumper configurable). Reserved for future expansion 
'''[https://youtu.be/MUhs9j9R9Mg?t=1811s 30:11]''' CAN bus connected Isabellenhutte Huesler Shunt 
'''[https://youtu.be/MUhs9j9R9Mg?t=2325s 38:45]''' Web Interface 
'''[https://youtu.be/MUhs9j9R9Mg?t=2650s 44:10]''' How to perform a software update via the web interface using a precompiled binary 
'''[https://youtu.be/MUhs9j9R9Mg?t=2852s 47:32]''' UI Features - Commands 
'''[https://youtu.be/MUhs9j9R9Mg?t=3170s 52:50]''' UI Features - Update 
'''[https://youtu.be/MUhs9j9R9Mg?t=3210s 53:30]''' UI Features - Parameters 
'''[https://youtu.be/MUhs9j9R9Mg?t=4290s 1:11:32]''' UI Features - Spot Values 
'''[https://youtu.be/MUhs9j9R9Mg?t=4914s 1:21:54]''' Epilogue 
|}

====ZombieVerter VCU V1 Part 3====
{| class="wikitable"
|+ZombieVerter VCU V1 Part 3
|-
!Video!!Highlights
|-
|<youtube>https://youtu.be/oPb4vMO17B4</youtube>
'''[https://youtu.be/oPb4vMO17B4?t=38s 00:38]''' Intro/Recap of part 2 
'''[https://youtu.be/oPb4vMO17B4?t=64s 01:04]''' Description of 2018 Nissan Leaf components used in the video 
'''[https://youtu.be/oPb4vMO17B4?t=227s 03:47]''' VCU, wiring harness, 12V battery, ISA shunt, contactors 
'''[https://youtu.be/oPb4vMO17B4?t=426s 07:06]''' 12V battery - negative to chassis ground with fuse, and ground to VCU pin 55 
'''[https://youtu.be/oPb4vMO17B4?t=472s 07:52]''' 12V battery - positive to PDM positive terminal and distribution block 
'''[https://youtu.be/oPb4vMO17B4?t=522s 08:42]''' 12V battery - permanent fused +12v from PDM positive terminal to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=554s 09:14]''' 12V battery - permanent fused +12v to vcu, relay controlled by VCU for switched +12v to inverter and PDM 
'''[https://youtu.be/oPb4vMO17B4?t=641s 10:41]''' 12V battery - permanent fused +12v to contactor coil positives 
'''[https://youtu.be/oPb4vMO17B4?t=657s 10:57]''' 12V battery - permanent fused +12v to switch to provide things like T15 on signal to VCU 
'''[https://youtu.be/oPb4vMO17B4?t=762s 12:42]''' Other end of permanent 12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=803s 13:23]''' Other end of switched +12v feed to inverter and PDM connections 
'''[https://youtu.be/oPb4vMO17B4?t=816s 13:36]''' Other end of switched 12v ground connection 
'''[https://youtu.be/oPb4vMO17B4?t=838s 13:52]''' Twisted pair wires from EV CAN CAN EXT 2 High (pin 28) and CAN EXT 2 Low (pin 27) to inverter 
'''[https://youtu.be/oPb4vMO17B4?t=946s 15:46]''' To use the PDM for charging, wire control pilot (CP) and plug present (PP) from PDM to charge socket 
'''[https://youtu.be/oPb4vMO17B4?t=989s 16:29]''' High voltage setup and controlling it with the VCU 
'''[https://youtu.be/oPb4vMO17B4?t=1028s 17:08]''' Positive and precharge contactors (only 2 for the test rig - usually would have a negative contactor as well) 
'''[https://youtu.be/oPb4vMO17B4?t=1060s 17:40]''' High voltage positive and negative junction. The ISA shunt connected between negative and PDM to distribute high voltage negative to the components 

'''[https://youtu.be/oPb4vMO17B4?t=1093s 18:13]''' V1 ISA shunt connection to PDM after the contactors/precharge system to monitor high voltage applied to the drivetrain 
'''[https://youtu.be/oPb4vMO17B4?t=1131s 18:51]''' Contactor control using negative side connections via VCU (very brief description) 
||
'''[https://youtu.be/oPb4vMO17B4?t=1315s 21:55]''' Leaf PDM Internals, starting with high voltage connections 
'''[https://youtu.be/oPb4vMO17B4?t=1388s 23:08]''' Leaf PDM Internals, single phase AC charging connections 
'''[https://youtu.be/oPb4vMO17B4?t=1438s 23:49]''' CCS type 2 socket connections 
'''[https://youtu.be/oPb4vMO17B4?t=1490s 24:50]''' Gome Cat comes in to say hello 
'''[https://youtu.be/oPb4vMO17B4?t=1545s 25:45]''' Control switches. +12v, forward input, terminal 15 input, start input, high voltage request input. 
'''[https://youtu.be/oPb4vMO17B4?t=1584s 26:24]''' Step 1 is close switch providing +12v to the forward input and T15 connections to enable "ignition on" mode 
'''[https://youtu.be/oPb4vMO17B4?t=1605s 26:45]''' Step 2 is toggle start input to activate precharge, closing of main contactor, and inverter main relay (assuming all conditions are met) 
'''[https://youtu.be/oPb4vMO17B4?t=1645s 27:25]''' Example throttle from mid 2000s BMW. Two channel hall effect sensor 
'''[https://youtu.be/oPb4vMO17B4?t=1726s 28:46]''' Charging description when plugging in charger cable 
'''[https://youtu.be/oPb4vMO17B4?t=1771s 29:31]''' Throttle Calibration using spot values for '''pot''' and '''pot2''' in auto refresh mode while pressing the pedal across it's range, noting the min/max and recording the min+10 for '''potmin''', and max-10 for '''potmax''' for each pot under parameters. Also select dual channel '''potmode''' if using two channels (will not work in single channel mode with 2 channels wired up) 
'''[https://youtu.be/oPb4vMO17B4?t=2257s 37:37]''' Running the motor 
'''[https://youtu.be/oPb4vMO17B4?t=2407s 40:07]''' Checking status, observing parameters 
'''[https://youtu.be/oPb4vMO17B4?t=2864s 47:44]''' Problems/gotchas - '''PRECHARGE''' error (no high voltage supply, '''udc''' not > '''udcsw''' within 5s) 
'''[https://youtu.be/oPb4vMO17B4?t=3016s 50:16]''' Problems/gotchas - too high '''udcmin''' setting and no motor spin, '''potum''' will not go positive 
'''[https://youtu.be/oPb4vMO17B4?t=3239s 53:59]''' Problems/gotchas - too low '''udcmax''' (max voltage to allow regen) - motor spins without slowing when throttle released 
'''[https://youtu.be/oPb4vMO17B4?t=3373s 56:13]''' Explanation of '''udclim''' as redundant cutoff voltage to shut off contactors 
'''[https://youtu.be/oPb4vMO17B4?t=3400s 56:40]''' Explanation of '''idcmax''' and '''idcmin''' current limits 
'''[https://youtu.be/oPb4vMO17B4?t=3420s 57:00]''' Explanation of '''tmphsmax''' heatsink max temp too low, and min setting allowed of 50C 
'''[https://youtu.be/oPb4vMO17B4?t=3548s 59:08]''' Problems/gotchas - '''throtmax''' too low, no motor spin 
'''[https://youtu.be/oPb4vMO17B4?t=3706s 1:01:46]''' Charging example using '''Leaf_PDM''' - seems incomplete, see below 
'''[https://youtu.be/oPb4vMO17B4?t=3780s 1:03:00]''' Wifi Connection to the VCU and upgrading firmware 
'''[https://youtu.be/oPb4vMO17B4?t=3983s 1:06:23]''' Resolve update fail/hang - activity led stops flashing, no data on web interface (power cycle) 
'''[https://youtu.be/oPb4vMO17B4?t=4225s 1:10:25]''' Gome cat in it's natural habitat 
'''[https://youtu.be/oPb4vMO17B4?t=4399s 1:13:19]''' Causes of wifi issues 
'''[https://youtu.be/oPb4vMO17B4?t=4609s 1:16:49]''' Initializing the ISA shunt 
'''[https://youtu.be/oPb4vMO17B4?t=4855s 1:20:55]''' Demonstrating regen 
'''[https://youtu.be/oPb4vMO17B4?t=4931s 1:22:11]''' Automatic charge start/stop using Leaf PDM 
'''[https://youtu.be/oPb4vMO17B4?t=5043s 1:24:03]''' Epilogue 
|}

==Installation==
'''Pin Out Diagram'''[[File:ZombieVerter VCU V1 cable side pinout.jpg|thumb|alt=|VCU pinout diagram |none]]
[[File:Zomb-con-et.png|none|thumb|List of connections to system components (GS450 application)]]

Further information for a GS450 system can be found here: [[Lexus GS450h Inverter]]

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

==Initial start-up and testing (Instructions for GS450h application)==
===Wifi Setup===
The VCU is configured by connecting to its wifi access point. For existing units this is something like SSID: ESP-03xxxx, no password. For future units (shipped after 20/10/21) this will be SSID: inverter (or zom_vcu) PASSWORD: inverter123

'''NOTE:''' Recent units have a new wifi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.14.1 on the 192.168.4.0/24 subnet) to your device.

Then navigate to 192.168.4.1 to see the huebner inverter dashboard.

===Configuration Setup===
Get familiar with the interface and check that all of the parameters make sense. If in doubt, make sure the default value is set. At each stage the current state of the system and any error can be seen on the interface, for example '''opmode''' and '''lasterr'''. Press refresh at the top of the screen to update the values.

You will need the HV supply connected, which can be a lower voltage (50-100V), current limited power supply for test purposes. Set '''udcmin''' to some value below that (e.g. 50V for a 100V supply) and '''udcsw''' to 10V lower than the supply.

*Apply the '''Ignition T15 in''' 12V signal. The relay supplying 12V to the inverter should now be on.

*Check the accelerator by applying it gradually and watching / refreshing the interface. You should see values at '''pot''' change as the pedal is pressed. '''potmin''' should be set just above where your off-throttle position is, and '''potmax''' just below the value seen at maximum travel. Same for '''pot2min''' and '''pot2max''', if they are electrically connected. The resulting value as a 0-100 value can be seen at '''potnom'''.

''If it does not show up, check for errors and check that throtmax is not set to zero! Check that tmpm is less than tmpmmax, as it can derate the potnom value down as far as zero!''

* Apply the '''Start''' 12V signal for a short time. The pre-charge relay should turn on, and the voltage available at the inverter and the U1 input of the ISA shunt should quickly rise. If the '''udc''' reading goes above '''udcsw''' within 5 seconds then the main contactor(s) should close. If all is well, '''invstat''' should now be "on", '''opmode''' should be "run".

''If you do not see a good value at udc, it may be that your external shunt is not connected properly or is not initialised.''

''If you do not see a good value at Invudc, it may be that the inverter is not powered, or the communication signals are not correctly wired.''

''if the status stays at "PRECHARGE" then you possibly didn't hold the start signal on for long enough!''

*Once the contactors are on, select forwards direction. For example if '''dirmode''' is set to "Switch" then a 12V signal applied to the Forward input will work.

*Carefully apply the accelerator and the motor should begin to turn. Do not spin the motor up to any speed if you are using a test power supply.
*
*Note: Leaf VCU requires minimum of 180v to operate, it is also sensible to test with rev limit set to 1000 RPM.
*

==Software==

[https://github.com/damienmaguire/Stm32-vcu '''Github for the project:''' https://github.com/damienmaguire/Stm32-vcu]

Various binaries can be found in the support thread, [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 here], however, '''unless you have a specific reason not to, end users should use a released version from https://github.com/damienmaguire/Stm32-vcu/releases<nowiki/>.'''

'''GD variant:'''

''Status as of November 20 2021''

''Early boards fitted with the GigaDevices '''GD32F107''' aka "GD chip" require different firmware routines than '''STM32F107''' equipped boards. See this [https://openinverter.org/forum/viewtopic.php?p=33758#p33758 Zombieverter VCU Support Thread forum post]''

''The GigaDevices `[https://www.gigadevice.com/products/microcontrollers/gd32/arm-cortex-m3/connectivity-line/gd32f107-series/ GD32F107] was chosen as an alternative to the ST equivalent due to microchip shortages during the COVID-19 pandemic. A specific branch of firmware code for the GD32F107 variant is found here: https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie However development of this variant was abandoned shortly after it's release.''

''As of this writing , The [https://github.com/damienmaguire/Stm32-vcu/tree/GD_Zombie GD_Zombie] branch has fallen behind and substantially diverged from the primary code base. It has been suggested that work needs to be done to make the present firmware chip agnostic via detection routines. See this [https://openinverter.org/forum/viewtopic.php?p=34220#p34220 Zombieverter Development Thread forum post]. As of this writing that work has yet to be undertaken and remains to be organized and completed. And issue has be devoted to tracking this progress here: [https://github.com/damienmaguire/Stm32-vcu/issues/21 Issue #21]''

Here is a link to a post with a pre compiled bin and hex for the GD_Zombie created by Damien on the 23/11/21; [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 ZombieVerter VCU Support - Page 9 - openinverter forum] This is based on the 16/6/21 code it is '''not''' an update. Ensure you rename the binaries to stm32_vcu.xxx to ensure no wifi issues.

''UPDATE November 23 2021''

''Updated information about the necessary edits to make to the STM32 based firmware have been posted in a [https://openinverter.org/forum/viewtopic.php?p=34264#p34264 forum post here.] In order to get the firmware to compile and run on the '''GD32F107''' you must make the following changes:''

''In the file "'''anain.cpp'''" @ line 68:''

''<code>68 - // adc_start_conversion_regular(ADC1); // Comment out for GD MCU</code>In the file'' ''"'''stm32_can.cpp'''" @ starting at line 305 modify as follows :''

''<code>305 - gpio_set_mode(GPIO_BANK_CAN2_RE_RX, GPIO_MODE_INPUT, GPIO_CNF_INPUT_PULL_UPDOWN, GPIO_CAN2_RE_RX);</code>''

''<code>306 - gpio_set(GPIO_BANK_CAN2_RE_RX, GPIO_CAN2_RE_RX);</code>''

''<code>307 - // Configure CAN pin: TX.-</code>''

''<code>308 - gpio_set_mode(GPIO_BANK_CAN2_RE_TX, GPIO_MODE_OUTPUT_50_MHZ, GPIO_CNF_OUTPUT_ALTFN_PUSHPULL, GPIO_CAN2_RE_TX);</code>''

If you properly clone the repository with '''git''' on the command line that looks like this;

<code>git clone --recurse-submodules git@github.com:damienmaguire/Stm32-vcu.git</code>

That recursively pulls in copies of '''''libopeninv''''', etc and tracks them... Hence your file-path should look like

<code>./Stm32-vcu/libopeninv/src/</code>

within the '''''libopeninv''''' src (source) directory you will find '''''anain.cpp''''' and '''''stm32_can.cpp'''''

Make the above changes to these files for the '''GigaDevices GD32F107'''.

== Software update==

As supplied, both the ESP8266 (the wifi plug-in board) and the STM32 (main MPU) are pre-loaded.

The "UART Update" field on the GUI can be given a '''stm32_vcu.bin''' file to update the firmware. Note that at this time, loading via Windows 10 is suspect and may lock you out of the board. Ubuntu works best.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11673 stm32_vcu.bin] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

By using the ST-Link V2 in-circuit loader, '''.hex''' files can be sent to the board to initialize a fresh STM32 MCU, or if it can't be loaded via the bootloader.

If you are unable to build your own, use the [https://openinverter.org/forum/download/file.php?id=11674 stm32_vcu.hex] that Damien posted on 10/30/2021 in the [https://openinverter.org/forum/viewtopic.php?p=33379#p33379 ZombieVerter VCU Support thread].

The connections needed to use the ST-Link loader are shown below:
[[File:0B35D4F9-BA64-46E7-A570-A0CE1D619D63.jpg|none|thumb]]

===Initializing an ISA Shunt ===
Under Comms in the web interface, there is now an ISAMode option. By default its in "Normal". If you want to initialize a new shunt, connect it up, power on the shunt and vcu, select "Init", hit save parameters to flash. Power cycle the vcu and shunt at same time (they should be on same 12v feed anyway). The shunt will initialize. Select ISAMode "normal", save to flash again and reboot again. The shunt should now be up and running.

==Supported OEM Hardware==

*Nissan LEAF gen1/2/3 inverter and [[Nissan_leaf_motors|motor]]
*Nissan LEAF gen 2 drive stack (inverter, DC-DC, charger) - gen 3 coming soon

*[[Lexus GS450h Inverter|Lexus GS450h inverter and gearbox via sync serial]]
*[[Toyota_Auris/Yaris_Inverter|Toyota Prius/Yaris/Auris gen 3 inverters via sync serial]]
*[[Chevrolet_Volt_Water_Heater|Chevy Volt HV water heater]]
*BMW E46 CAN support
*BMW E39 CAN support
*BMW E65 CAN Support
*[[BMW_I3_Fast_Charging_LIM_Module|CCS DC Fast Charge via BMW i3 LIM]] - currently type 2 only, type 1 under development

== Troubleshooting ==

=== Serial Connection ===
If you're having trouble connecting using the serial interface, note that the parameters are 115200 8-N-2, which is different from the conventional 115200 8-N-1.
[[Category:Inverter]]

Batteries

2021-12-03T00:54:57Z

Mappleton: /* OEM modules */

== 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 [https://www.orionbms.com/manuals/pdf/parallel_strings.pdf complicated].

=== 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: [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761] 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, '[https://www.americanmicroinc.com/fish-paper/ Fish paper]' or a [https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes compliant foam] 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 [https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 wb9k]'s post on endless sphere in the [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 A123 thread]''
# '''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 [https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 wb9k]'s post on endless sphere in the [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 A123 thread]''

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 [https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ High Self Discharge.]
# 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 ====
[https://kokam.com/cell Kokam] produce high-performance Li-ion pouch cells. 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>

== 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
|-
|Tesla
|Model S 85kWh
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|74p6s
|18650
|Li-ion
|-
|Tesla
|Model S 100kWh
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|86p6s
|18650
|Li-ion
|-
|Tesla
|Model 3 LR (inner)
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|46p25s
|2170
|Li-ion
|-
|Tesla
|Model 3 LR (outer)
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|46p23s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (inner)
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|31p24s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (outer)
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|31p24s
|2170
|Li-ion
|-
|Calb
|4S3P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|3p4s
|Pouch
|Li-ion
|-
|Calb
|6S2P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|22.2
|
|600
|2p6s
|Pouch
|Li-ion
|-
|Chevrolet
|Volt 2012
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|3p24s
|Pouch
|Li-ion
|-
|BMW
|i3 60Ah
|2
|13
|368
|178
|102
|6.5
|3.3
|28.8
|210
|350
|2p8s
|Prismatic
|Li-ion
|-
|BMW
|i3 94Ah
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|-
|BMW
|i3 120Ah
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|-
|BMW
|PHEV 34Ah
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|
|Prismatic
|Li-ion
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|4p3s
|Pouch
|Li-ion
|-
|LG
|4P3S
|2.6
|12.8
|357
|151
|110
|4.9
|2.3
|11
|
|
|4p3s
|Pouch
|Li-ion
|-
|Mitsubishi
|Outlander
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|-
|Nissan
|Leaf 24kWh
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2p2s
|Pouch
|Li-ion LMO
|-
|Nissan
|Leaf 30kWh
|1.25
|
|300
|222
|34
|
|3.6
|14.4
|
|
|2p4s
|Pouch
|Li-ion
|-
|Nissan
|Leaf 40kWh
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|2p4s
|Pouch
|Li-ion NMC
|-
|Nissan
|Leaf 62kWh
|2.58
|
|
|
|
|
|
|14.4
|
|
|3p4s
|
|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]]
|
|23.4
|
|
|
|
|
|
|
|
|24s
|
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|
|
|
|
|
|
|
|
|
|
|
|
|
|-
|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
|
|
|-
|VW
|id3/id4 82kWh
|6.85
|32
|225
|590
|110
|4.67
|2.13
|29.6
|
|
|8s3p
|
|
|}

Batteries

2021-12-03T00:51:27Z

Mappleton: /* OEM modules */

== 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 [https://www.orionbms.com/manuals/pdf/parallel_strings.pdf complicated].

=== 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: [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761&start=900 https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761] 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, '[https://www.americanmicroinc.com/fish-paper/ Fish paper]' or a [https://www.rogerscorp.com/elastomeric-material-solutions/poron-industrial-polyurethanes compliant foam] 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 [https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 wb9k]'s post on endless sphere in the [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 A123 thread]''
# '''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 [https://endless-sphere.com/forums/memberlist.php?mode=viewprofile&u=33107 wb9k]'s post on endless sphere in the [https://endless-sphere.com/forums/viewtopic.php?f=14&t=38761 A123 thread]''

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 [https://earthshipbiotecture.com/a-lithium-ion-battery-primer/ High Self Discharge.]
# 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 ====
[https://kokam.com/cell Kokam] produce high-performance Li-ion pouch cells. 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>

== 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
|-
|Tesla
|Model S 85kWh
|5.3
|26
|690
|315
|80
|4.9
|3.3
|22.8
|500
|750
|74p6s
|18650
|Li-ion
|-
|Tesla
|Model S 100kWh
|6.4
|28
|680
|315
|80
|4.4
|2.7
|22.8
|
|870
|86p6s
|18650
|Li-ion
|-
|Tesla
|Model 3 LR (inner)
|19.2
|98.9
|1854
|292
|90
|5.2
|2.5
|91.1
|
|971
|46p25s
|2170
|Li-ion
|-
|Tesla
|Model 3 LR (outer)
|17.7
|86.6
|1715
|292
|90
|4.9
|2.5
|83.9
|
|971
|46p23s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (inner)
|13.0
|58.9
|1385
|326
|90
|
|3.7
|91.1
|
|603
|31p24s
|2170
|Li-ion
|-
|Tesla
|Model 3 SR (outer)
|12.0
|58.9
|1380
|344
|90
|
|3.8
|83.9
|
|603
|31p24s
|2170
|Li-ion
|-
|Calb
|4S3P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|3p4s
|Pouch
|Li-ion
|-
|Calb
|6S2P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|22.2
|
|600
|2p6s
|Pouch
|Li-ion
|-
|Chevrolet
|Volt 2012
|4
|38
|470
|180
|280
|9.5
|5.9
|88.8
|
|676
|3p24s
|Pouch
|Li-ion
|-
|BMW
|i3 60Ah
|2
|13
|368
|178
|102
|6.5
|3.3
|28.8
|210
|350
|2p8s
|Prismatic
|Li-ion
|-
|BMW
|i3 94Ah
|4.15
|28
|410
|310
|150
|6.7
|4.6
|45.6
|
|409
|12s
|Prismatic
|Li-ion
|-
|BMW
|i3 120Ah
|5.3
|28
|410
|310
|150
|5.3
|3.6
|45.6
|
|360
|12s
|Prismatic
|Li-ion
|-
|BMW
|PHEV 34Ah
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|59.0
|
|
|
|Prismatic
|Li-ion
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|4p3s
|Pouch
|Li-ion
|-
|LG
|4P3S
|2.6
|12.8
|357
|151
|110
|4.9
|2.3
|11
|
|
|4p3s
|Pouch
|Li-ion
|-
|Mitsubishi
|Outlander
|2.4
|26
|646
|184
|130
|10.8
|6.4
|60
|
|240
|16s
|
|Li-ion
|-
|Nissan
|Leaf 24kWh
|0.5
|3.65
|300
|222
|34
|7.3
|4.5
|7.2
|130
|228
|2p2s
|Pouch
|Li-ion LMO
|-
|Nissan
|Leaf 30kWh
|1.25
|
|300
|222
|34
|
|3.6
|14.4
|
|
|2p4s
|Pouch
|Li-ion
|-
|Nissan
|Leaf 40kWh
|1.6
|8.7
|300
|222
|68
|5.4
|2.8
|14.4
|
|314
|2p4s
|Pouch
|Li-ion NMC
|-
|Nissan
|Leaf 62kWh
|2.58
|
|
|
|
|
|
|14.4
|
|
|3p4s
|
|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]]
|
|23.4
|
|
|
|
|
|
|
|
|24s
|
|
|-
|VW
|[[VW Hybrid Battery Packs|Golf GTE]]
|
|
|
|
|
|
|
|
|
|
|
|
|
|-
|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
|
|44.4
|
|
|12s2p
|
|
|-
|VW
|id3/id4 82kWh
|6.85
|32
|225
|590
|110
|4.67
|
|29.6
|
|
|8s3p
|
|
|}