Bosch iBooster

2025-04-29T14:19:17Z

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! L × W × H
! Reservoir
! BMC bore & Threads
! Notes
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Tesla Model 3 Rear Drive Unit

2025-04-08T10:11:46Z

Marcexec: /* Mechanical Specification */

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

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

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

==Part Numbers==

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

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

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

== Power Figures ==
Taken from tesla:

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

Max Power: 239 KW @ 5525 rpm

Max Torque: 420 nm @ 325-5200 rpm

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

Max Power: 203 KW @ 6700 rpm

Max Torque: 330 nm @ 325-5200 rpm

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

Max Power: 219 KW @ 5075 rpm

Max Torque: 420 nm @ 325-4800 rpm

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

Input shaft gear: 31 teeth

Counter shaft input: 81 teeth

Counter shaft output: 24 teeth

Ring gear: 83 teeth

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

Weight: 80 kg

Dimensions approx: 676 x 554 x 353 mm

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

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

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

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

ZombieVerter VCU

2025-02-04T15:04:31Z

Marcexec: Spelling and capitalisation

[[File:Zombie model.png|thumb|614x614px|ZombieVerter VCU board]]
==== An open-source EV conversion VCU (vehicle control unit) for controlling salvaged EV components! ====
* '''[https://openinverter.org/forum/viewtopic.php?f=3&t=1277 Development thread]'''
* [https://github.com/damienmaguire/Stm32-vcu/releases '''latest stable software release''']
* '''[https://github.com/damienmaguire/Stm32-vcu GitHub repo]'''
* '''[https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombieverter-vcu-built fully built VCU boards]'''
* '''[https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombie-vcu partially-built VCU boards]'''
==Introduction ==
Modern EV conversion projects often look to reuse salvaged parts from OEM vehicles, such as the motors, batteries and chargers.

The issue is that each part, and manufacturer, use different methods of control and communication. Even when the methods of control are decoded, you are left with having to develop some sort of VCU to run the devices. These devices often talk different "languages", such as CANBUS, LINBUS, sync serial, PWM, etc.

Instead of making custom boards for every device that's been decoded, why not just make a general purpose VCU (vehicle control unit) with lots of different types of inputs and outputs?

'''Introducing: the "ZombieVerter" VCU ''- a general purpose EV conversion VCU.'''''

With a large array of inputs/outputs, control logic, and a web interface for configuration and data logging. The ZombieVerter is a powerful, flexible and customizable VCU well suited for EV conversions. It's also an open source project!

==== The ZombieVerter supports popular salvaged EV parts such as: ====

* Nissan leaf motor, PDM/OBC, and batteries
* Mitsubishi Outlander hybrid front & rear drive unit, and OBC (on board charger)
* Lexus GS450h and GS300h hybrid gearbox's
* CHAdeMO and CCS fast charging
* and more!

==== The ZombieVerter features the following: ====

==== Hardware: ====

* On-board WiFi
* 3x high side PWM drivers
* 5x low side outputs
* 3x input pins (pull to ground only)
* 3x CANbus interfaces
* LIN bus
* sync serial interface
* OBD-II interface
* etc.

==== Software: ====

* Web based user interface
* Contactor control
* Charger control
* Charge timer
* Motor (inverter) control
* Heater control
* Water pump control
* Coolant fan control
* Throttle mapping
* Motor regen
* Cruise control (?)
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
This list is always growing and changing. Not everything is fully tested and verified.
* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]]
* Nissan Leaf Gen2(and 3?) PDM (Charger and DCDC)
*[[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - type 2 + type 1
* [[Chademo with Zombieverter|Chademo DC fast charging]]
* [[Lexus GS450h Drivetrain|Lexus GS450h inverter / L110 gearbox via sync serial]]
* Lexus GS300h inverter / L210 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
* BMW E9x CAN support
* Mid-2000s VAG CAN support
* Subaru CAN support
*[[Chevrolet Volt Water Heater|Opel Ampera / Chevy Volt 6.5kW cabin heater]]
*[[:Category:Mitsubishi|Mitsubishi Outlander motors/inverter]]
*[https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
*Foccci CCS faster charger controller
*VAG/VW PTC water heater via LIN bus
*VAG/VW cabin heater via LIN bus
*Mitsubishi Outlander OBC (charger/DCDC)
*and more
== Assembling the VCU ==
Looking to build a ZombieVerter VCU yourself or the kit is missing hardware?

* [[Zombiverter hardware]] page for additional build instructions

* [https://github.com/damienmaguire/Stm32-vcu Github with PCB, schematic, pin-outs, etc]

''The enclosure and header are required if you did not order a [https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/zombieverter-vcu-built '''fully built board''']''

VCU boards from the webshop, '''''come pre-programmed''''' and '''do not require any additional steps taken to work'''.

For programming a blank board see: [[zombieverter programing|ZombieVerter programming]]
===The enclosure kit options:===

# [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE 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>
#[https://www.aliexpress.com/item/32822692950.html 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>
#[https://www.aliexpress.com/item/1005003512474442.html Pre-wired connector] <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 original connectors are from Aptiv (Delphi):

* [https://www.aptiv.com/en/solutions/connection-systems/catalog/item?id=13669859_en Aptiv 56-pin connector]
* [https://www.aptiv.com/en/solutions/connection-systems/catalog/item?id=33511394_en Aptiv 56-pin header]
* [https://www.tti.com/content/ttiinc/en/apps/part-detail.html?partsNumber=210S048&mfgShortname=FCA&productId=161404611 Removal tool for connector terminals: Manufacturer: Aptiv (formerly Delphi)] Part Number: 210S048
=== Videos on assembly, powering up, updating, etc: ===
https://www.youtube.com/watch?v=geZuIbGHh30&list=PLh-aHjjWGgLVCsAqaCL6_jmn_QqhVlRiG

https://www.youtube.com/watch?v=_JRa_uFyVkY&list=PLh-aHjjWGgLUWaetAmShkv6gmvk7vLaHd
== Wiring ==
[[File:Zombie 56 connector.jpg|thumb|512x512px|ZombieVerter pin-out from https://github.com/damienmaguire/Stm32-vcu/blob/master/Hardware/Zombie/ZombieVerter_V1%20-%20Schematic.pdf]][[File:ZombieVerter VCU V1 cable side pinout2.jpg|thumb|alt=|VCU pinout diagram |513x513px]]Each device requires different wiring setups, settings and power requirements.

<nowiki>*</nowiki>cross referencing OEM wiring diagrams is highly recommended

'''Wiring the ZombieVerter with:'''

* [[GS450H with zombieverter|GS450H with ZombieVerter]]
* [[Leaf stack with zombiverter|Leaf stack with ZombiVerter]]
* [[Tesla SDU with Zombieverter|Tesla SDU with ZombieVerter]]

=== Power wiring ===
The ZombieVerter requires a permanent 12V supply. This is so it can manage charging, timers, and monitor systems when the car is at rest.

The average power draw, at idle, is 150 mA.

* Pin 55 to 12V- ground
* Pin 56 to 12V+ positive

The ZombieVerter controls power/"ignition" signals to other devices (inverters, chargers, and DCDC converters), powering those devices when required. This is done by triggering an external 12V relay. '''''ZombieVerter controls the external relay using low-side switching'', meaning that it pulls the ground pin of the relay to ground.'''

* Pin 32 to ground pin on a 12V relay
* Relay positive pin to 12V+
* One of the relays switch pin to 12V+

This effectively provides a switched 12V supply, controlled by the ZombieVerter.

Used to switch "enable" mode to devices via:

* Leaf inverter enable pin
* Leaf PDM enable pin
* Mitsubisihi OBC enable pin

=== Contactor wiring ===
The Zombieveter manages the Negative, Positive and PreCharge contactors in an EV conversion.

This is done based off a series of voltage measurements (UDC), this voltage value (UDC) can be supplied from a variety of sources:

* ISA IVT shunt
* Nissan leaf inverter
* BMW S-BOX
* etc.

''Without a proper UDC measurement, the ZombieVerter '''will fail precharge and never go into run mode.'''''

'''The contactor control pins on the ZombieVerter are ''low-side switching'', meaning that they pull to ground.'''

The positive leads from the contactors need to be connected to 12V+ and the ground leads to:

* Pin 31 for the negative contactor
* Pin 33 for the positive contactor
* Pin 34 for the pre-charge contactor
=== Throttle pedal wiring ===
The ZombieVerter supports dual-channel throttle. This redundancy is for safety in case one channel fails or drops out. It's highly recommended to use dual-channel throttle. Single-channel is an option.

Connect the following to the ZombieVerter pins:

* Pin 45 to throttle grounds
* Pin 46 to throttle channel 2
* Pin 47 to throttle channel 1
* Pin 48 to throttle positives

=== Start, Run, and Direction wiring ===
The ZombieVerter requires 2 inputs to get into "drive" mode. '''These pins need to be ''pulled high'' (connected to 12V +)'''

* Pin 15 to "on" switched input (key switched to "on")
* Pin 52 to "start" momentary input (momentary key switched "ignition")

==== Forward and Reverse ====
These pins need to be ''pulled high'' (connected to 12V +)

* Pin 53 reverse
* Pin 54 forward
=== Input/output pins ===
The ZombieVerter has a number of selectable input/output pins that can be used for a number of functions. These pins are:

Low side Outputs.

*GP Out 3
*GP Out 2
* Neg Contactor switch/GP Out 1
*Trans SL1- (If not using the GS450H)
*Trans SL2- (If not using the GS450H)

'''*Low side output connect to ground when activated.'''

The low side outputs in Zombie are ideal for switching relays, such as for coolant pumps.

High side PWM.

*PWM 3
*PWM 2
*PWM 1
*Pump PWM - Limited to GS450 Oil pump pwm or tacho pwm output

These are high side 12V outputs, usually for controlling gauges or auxiliary items than need a pwm signals.

'''*not suitable for controlling relays.'''

Ground Input pins

These pins pull down to ground only. '''Do not connect any voltage to these pins.'''

PB1

PB2

PB3

=== Pin functions: ===
''Note: While the web interface will allow you to select input pins or output pins, some will not actually work.''

''example: a input switch wired but set to negContactor''
{| class="wikitable"
|+
!Pin
!IN/OUT/PWM
!Function
|-
|ChaDemoAIw
|'''OUTPUT'''
|activates when Chademo charger handshake initiates
|-
|OBCEnable
|'''OUTPUT'''
|activates as part of the ExtCharger module
|-
|HeaterEnable
|'''OUTPUT'''
|activates only in run mode and when coolant pump is on*
|-
|RunIndication
|'''OUTPUT'''
|activates when zombie is in run mode
|-
|WarnIndication
|'''OUTPUT'''
|activates when a error occurs with the ZombieVerter
|-
|CoolantPump
|'''OUTPUT'''
|activates during precharge, usually used for coolant pumps
|-
|NegContactor
|'''OUTPUT'''
|activates when the negative contactor needs to be closed. ie precharge, run, charge mode, etc
|-
|BrakeLight
|'''OUTPUT'''
|activates when a set brake light on threshold value is met
|-
|ReverseLight
|'''OUTPUT'''
|activates when reverse direction is selected
|-
|CoolingFan
|'''OUTPUT'''
|activates when FanTemp setpoint is reached
|-
|HVActive
|'''OUTPUT'''
|activates when contactors are closed and VCU is in run or charge mode
|-
|BrakeVacPump
|'''DIGITAL OUTPUT'''
|activates when BrakeVacSensor threshold value is met
|-
|CpSpoof
|'''PWM OUTPUT'''
|used to spoof CP signal to OBC when using a charging interface such as FOCCCI or I3LIM
|-
|GS450Hpump
|'''PWM OUTPUT'''
|used to run GS450H oil pump
|-
|HeatReq
|'''DIGITAL INPUT'''
|
|-
|HVRequest
|'''DIGITAL INPUT'''
|starts precharge cycle and puts VCU into charge mode
|-
|ProxPilot
|'''ANALOGUE INPUT'''
|detects when charge cable is plugged in
|-
|BrakeVacSensor
|'''ANALOGUE INPUT'''
|vacuum sensor input, use for triggering BrakeVacPump '''DIGITAL OUTPUT'''
|-
|PWMTim3
|
|
|}

==== Proximity Pilot====
This analogue input used to detect a charging cable is plugged in.
[[File:ZombiePP.png|none|thumb]]
A resistor to the 5v needs to be connected to the analogue in pin, 330 ohms in the spec, and R5 needs to be another resistor between analogue in pin and ground. Type 1 connectors should be a 2.7k ohm resistor and type 2 should be 4.7k ohm. Note the charging port may already have this resistor installed.

Open up the Zombie UI and choose ProxPilot for the function of the analogue in pin. Then start plotting PPVal and then plug in, you can then use this to select your PPThreshold. Bare in mind the resistance will vary on the cable plugged in depending on the Amps it can supply.

https://www.youtube.com/watch?v=U3c4V8vMb6k Video here for the setup and demonstration.
== Initial start-up and testing ==

=== Powering up and connecting to the web interface ===

==== '''The following is required''' ====
# A fully built ZombieVerter VCU
# Two wires for power
# 12V power supply
# Computer/tablet for accessing the web interface

'''How to access the web interface'''

# Provide stable 12V power to pins 55, 56 on the ZombieVerter
# The on-board LED light "acty" should be now flashing
# Using your computer, connect to the ZombieVerters WIFI access point. '''SSID: "inverter" or "zom_vcu"'''
# '''Password is: inverter123'''
# In a web browser navigate to: '''192.168.4.1'''
# The openinverter web interface should now load!

'''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 192.168.4.1 on the 192.168.4.0/24 subnet) to your device.

===Configuration===
<nowiki>*</nowiki>work in progress*

[[Zombieverter Parameters and Spot Values|full list and overview of ZombieVerter Parameters and Spot Values]]

==== Basic parameters and spot values ====

==== Throttle ====
You should see values '''pot''' change as the pedal is pressed.

* '''potmin''' should be set just above where your off-throttle position is
* '''potmax''' just below the value seen at maximum travel
* Same for '''pot2min''' and '''pot2max'''

The resulting in a 0-100 '''potnom''' value.

* '''throtmin''' is the minimum (most negative) allowed '''''potnom''''' at all times
* '''throtmax''' is the maximum (most positive) allowed '''''potnom''''' request in forward
* '''throtramp''' is how much '''potnom''' ramps up with the pedal pushed ('''potnom''' change per %/10ms)
* '''throtramprpm''' stops applying '''throtramp''' above a set motor rpm
* '''revlim''' is a rev limiter

==== Contactors ====
A set HV battery voltage value is required to run the precharge and main contactors.

The voltage is measured using the UDC value. which is supplied from the '''shuntType:'''

* '''ISA'''
* '''SBOX'''
* '''VAG'''
* '''LEAF'''

these voltage(UDC) levels are set with the following parameters:

* '''udcmin''' is the minimum battery voltage derate
* '''udclim''' is maximum battery voltage derate
* '''udcsw''' is Voltage point at which precharge is considered finished, and the main contactor will close.

'''Forward/Reverse'''

input options:

* '''switch'''
* '''button'''
* '''switchReversed'''
* '''buttomReversed'''

==== Inverter ====

==== Charger ====

----
* 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!''

==Software==

VCU boards from the webshop, '''''come pre-programed''''' and '''do not require any additional septs taken to work'''.

For programming a blank board see: [[zombiverter programing|ZombiVerter programing]]
==== Initializing an ISA Shunt: ====

# Wire the ISA shunt to 12V+ and canbus input.
# Under shunt can in the web interface, select the canbus the shunt is connected to
# Hit save parameters to flash.
# Under Comms in the web interface, select ISAMode option. By default its set to "Normal" (Off)
# 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
# Reboot the VCU

The shunt should now be up and running.

If the shunt doesn't initialize correctly, separate the shunt and VCU power supply, and power cycle the VCU two or three seconds after the shunt power is cycled. This has fixed an initialize issue for a number of ISA shunts.

== Parameters ==
[[Zombieverter Parameters and Spot Values|page with ZombieVerter parameters and their value ranges, ZV pinmap etc.]]

Source: https://www.youtube.com/watch?v=wjlucUWX_lc

==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.

=== Recovering the ZombieVerter from a failed update ===
If the ZombieVerter fails in the middle of a software update and the Web User Interface is reporting "firmware: null" it's possible you'll need to re-flash the firmware, and bootloader via an STLink.

# Firstly, download the bootloader and latest ZombieVerter firmware from here <ref>https://github.com/damienmaguire/Stm32-vcu/releases/</ref> and here <ref>https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases</ref> as .hex files, this ensures you don't need to know the address of the file and avoids user error when flashing via STLink (I used a cheap STLink v2 clone without issue but it seems there is a mix of experiences with them).
# Download STMCubeProgrammer (other STM flashing softwares are available but the following instructions are based on what has worked for me).
# Upgrade the firmware on your STLink dongle using STMCubeProgrammer (I'm not sure if this is 100% necessary but seems prudent).
# Connect the Clock (SWclk), Gnd and Data (SWDio) of your STLink to the ZombieVerter test points (near to the STM32 chip, they are labelled C, G, D) as well as 12V and Gnd to the ZombieVerter main power pins and ensure your STMCubeprogrammer is able to connect to it, I also disconnected the wifi board just incase.
# Perform a "full chip erase", then reflash the latest bootloader and firmware hex files.
# Remove your STLink from the ZombieVerter, connect the wifi board and check connectivity.
# Begin ZombieVerter-ing.

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

Toyota/Lexus GS300h CVT

2025-02-04T14:53:22Z

Marcexec: /* Dimensions */

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

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

General overview :<ref>https://slideplayer.com/slide/14432904/ (Backup: [https://web.archive.org/web/20210130222812/https://slideplayer.com/slide/14432904/ Web Archive])</ref>

[[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 [[Lexus GS450h Drivetrain|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 105kW and 300Nm of torque<ref>https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 (Backup: [https://web.archive.org/web/20200319090621/https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 Web Archive])</ref>, 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.
[[File:L210 Schematic.png|thumb|1 - motor-generator MG1, 2 - input shaft, 3 - power split planetary gear (PSD), 4 - intermediate shaft, 5 - sun gear (MSR), 6 - ring gear (MSR), 7 - output shaft, 8 - planetary carrier (MSR), 9 - motor speed reduction planetary gear (MSR), 10 - pinion gear (MSR), 11 - motor-generator MG2, 12 - planetary carrier (PSD), 13 - ring gear (PSD), 14 - pinion gear (PSD), 15 - sun gear (PSD)]]
[[File:Schematic view.png|thumb|1 - motor-generator MG1, 2 - damper, 3 - mechanical oil pump, 4 - motor speed reduction planetary gear, 5 - motor-generator MG2, 6 - power split planetary gear (PSD)]]

=== Part Numbers ===
Part numbers include 30920-30030. The CVT can be found in the Lexus GS300h, Lexus IS300h, Lexus RC300h and Toyota Crown Hybrid(G9200-30131). The matching inverter is part number G9200-30132, which is a Gen 3 inverter.

=== Dimensions ===
'''Gearbox'''

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

'''Inverter'''

3D Scan: https://grabcad.com/l<nowiki/>(broken)

== Oil pump ==
One key difference between the L210 (gs300h) and the L110 (gs450h) is that the L210 only has an internal oil pump.

On the L210 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.

The takeoff for the oil cooler is 10mm OD so needs 10mm ID hose.

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

=== Inverter ===
The connector for this inverter is available from Toyota dealers. The part numbers you need are:

* Plug: 90980-12992<ref>Forum Source: https://openinverter.org/forum/viewtopic.php?p=43421#p43421</ref> (approximately 20 euros)
* Seals to plug unused connections: 90980-09871
* Terminal 1: 82998-24250
* Terminal 2: 82998-12790
* Terminal 3: 82998-24420<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=43428#p43428</ref>
* Alternative Source<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=44467#p44467</ref> for the Connectors on Aliexpress: <ref>https://www.aliexpress.com/item/4000661144498.html (Backup: [https://web.archive.org/web/20221207221212/https://www.aliexpress.us/item/2255800474829746.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref> and <ref>https://www.aliexpress.com/item/1005002101704091.html (Backup: [https://web.archive.org/web/20221207221606/https://www.aliexpress.us/item/3256801915389339.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

Inverter/trans pair can be controlled by OI Zombieverter VCU Here [[ZombieVerter VCU]]

+12V input needs to be fused at 5A

=== 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

Motor side connection

1 2 3 4

White Red Yellow White ( colours inside motor )

TMP1 CS SN RF

TMP2 CSG SNG RFG

White Black Blue Green ( colours inside motor )

5 6 7 8

For connections to inverter, MG1 connections have prefix G... MG2 have prefix M...

But check for yourself as per Damien's tuning video

=== Shift sensor ===
[[File:GS300hShiftsensor.png|thumb]]
part number: 89451-30010

Connector: SUMITOMO 90980-12362

Position 1 being the sprung return and 5 being park

Pin 3 is common, you can see there is a direct connection to

a pin for each position and a secondary connection to either 2,5,9

this could be used as an error check<ref>Forum Source: https://openinverter.org/forum/viewtopic.php?t=949&start=125</ref>

::;
:;

=== Output flange ===
Bolt pattern: About 100mm from hole to hole (~58mm radius) (compared to GS450H's 91mm (or 52.5mm radius)).

The hardy disk shown on the picture is hard to come by. Lexus in Europe only sells it with a new driveshaft (3000+€). It appears you can get it from Japan for around 100€, otherwise there is overpriced used ones on Ebay. Ensure, you can buy it with your motor.
[[File:L210-flange-guibo.jpg|thumb]]

=== 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.

=== Beta 3D printable Parts ===
andybp has created some 3d printable parts they are stored here to make them available

https://github.com/rstevens81/300h_3dprintable_parts

== References ==
https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm <references />
[[Category:Toyota]] [[Category:Motor]]
[[Category:Gearbox]]

Index

2025-01-03T15:32:16Z

Marcexec: /* OEM Parts */

Quick way of finding pages based on categories and subjects.

=Legalities=
*[[Legalities|Legalities around conversion projects]]

= Basics =
There's a variety of methods of repurposing these OEM components. Methods here are generally chosen with future proofing in mind , reducing chances of firmware or software updates from the manufacture "bricking" or blocking the open source control efforts.
such efforts include:
*Mainboard/brain replacement
*[[Getting started with CAN bus|CANBUS/LINBUS]]
*[[wikipedia:Synchronous_serial_communication|Sync serial]]
*[[wikipedia:FlexRay|FlexRay]]
*[[wikipedia:Pulse-width_modulation|PWM]]

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

= EV conversions [[:Category:Parts|Parts]] =
*[[Motors]]
*[[:Category:Inverter|Inverter]]
**('''Note:''' [[ZombieVerter VCU|ZombieVerter]] projects MAY require a matched pair of Inverter and Motor as they would have come out of a vehicle)
*[[Batteries]]
*[[:Category:Charger|Chargers / Charge Controllers]]
*[[:Category:DC/DC|DC/DC Converters]]
*[[:Category:HVJB|HV Junction Box]]
*Cooling System Components
** [[Water Pumps]]
** [[Coolant Fittings]]
** [[Coolant Valves]]
*[[Heaters]]
*[[:Category:HVAC|HVAC]]
*Brake Assist
**[[Vacuum Pumps]]
**Electronic Brake Boosters
*[[:Category:Power Steering|Power Steering]]
*[[Rapid Charging]]
*[[VCU Comparison]]
*[[:Category:Gear Selectors|Gear Selector]]

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

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

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

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

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

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

There is also a project to standardise the messages across the various control boards, [[Introduction CAN STD|read more]]
|-
|'''Parameters'''
The openinverter firmware uses a set of about 70 parameters to adapt it to different inverter power stages, motors and position feedback systems. Also it lets you calibrate the throttle pedal, change regenerative braking settings and so on.

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

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

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

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

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

MG ZS Charger

2024-08-15T18:59:20Z

Marcexec: Created page with "MG ZS Charger Part number(s) {| class="wikitable" |+ !Part Number !Description !Comments |- |ZS10BC6600A, 10822241 |MG ZS AC Charger |single phase version, 32A AC max, 230-480V DC output, 20A, 6.6kW |} ===== Example offer ===== [https://web.archive.org/web/20240815184401/https://www.evbreakers.com/product?pid=MG+ZS+ONBOARD+BATTERY+CHARGER+2019-2024&sku=15074 EV Breakers - MG ZS ONBOARD BATTERY CHARGER 2019-2024 (archive.org)] - 08-2024, GPB 300 ==== Video of Damien hac..."

MG ZS Charger Part number(s)
{| class="wikitable"
|+
!Part Number
!Description
!Comments
|-
|ZS10BC6600A, 10822241
|MG ZS AC Charger
|single phase version, 32A AC max, 230-480V DC output, 20A, 6.6kW
|}

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

==== Video of Damien hacking it ====
[https://vimeo.com/914791414 MG ZS EV Charger Hacked]

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

Mitsubishi Outlander Rear Drive Unit

2024-08-05T16:56:22Z

Marcexec: /* Description */ SW power limit & unlock references

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

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x 55mm M10x1.25 '''''Fine Thread''''' Bolt front face flange (all in same plane)
3x 30mm M12x.25 '''''Fine Thread''''' Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg motor, 15.5kg differential, 3kg brackets
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html, https://openinverter.org/forum/viewtopic.php?p=60558#p60558
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|-
|Outlander PHEV transmission oil replacement:
|60.000KM or when is changing color(red to black)/smell(burned)
Quantity Rear F1E1A - 0.85L
Use ATF SP III MZ312096K 1L
|https://openinverter.org/forum/viewtopic.php?p=62681#p62681<nowiki/>https://www.amazon.com/SP-III-Special-Synthetic-Transmission-Fluid/dp/B00506UNEC?th=1
|-
|Parameters
|Lq=0.36mH, Ld=0.20mH, Flux Linkage=60.8mWb, Rs 27mR
|https://openinverter.org/forum/viewtopic.php?t=3047&start=25
|}

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

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

'''Power Rating'''

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

Modding the inverter with an OI board (https://openinverter.org/forum/viewtopic.php?p=73590#p73590) allows circumventing software output power limits (presumed, https://openinverter.org/forum/viewtopic.php?p=68413#p68413)

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

=='''Connectors'''==

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

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

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

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

==Mechanical Dimensions==

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

==References==

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

<references />

MG ZS EV DCDC OBC

2024-06-11T10:57:26Z

Marcexec: Created page with "thumb Example listing: https://web.archive.org/web/20240611104743/https://www.evbreakers.com/product?pid=MG+ZS+EV+OBC+ONBOARD+CHARGER+CHARGING+UNIT+DC+CONVERTER&sku=3503"

[[File:MG ZS EV Charger.jpg|thumb]]

Example listing:
https://web.archive.org/web/20240611104743/https://www.evbreakers.com/product?pid=MG+ZS+EV+OBC+ONBOARD+CHARGER+CHARGING+UNIT+DC+CONVERTER&sku=3503

File:MG ZS EV Charger.jpg

2024-06-11T10:55:56Z

Marcexec:

MG ZS EV Charger

BMW Hybrid Battery Pack

2024-03-21T10:23:50Z

Marcexec: /* Technical Specifications */ X5 24kWh added

In addition to the '''BMW 5 Series (G30) 530e''' the same battery pack can be found in the '''7 Series (G12) 740e''' as well as the '''X Series''' '''(F15) X5'''. These battery packs consist of six battery modules yielding 351 volts. The same battery modules can be found in the '''3 Series (F30) 330e''' but in a smaller form factor made up of only five modules and 293 volts.

[[File:Battery Location.jpg|thumb|The battery pack is located under the rear seat.|alt=|none]]

== First Gen (-2018) ==

The Electrical Energy Storage System in the 530e as well as the 740e has a code name of SP06 and a capacity of 26 Ah.

== Second Gen (2019-present) ==

The newer SP41 high-voltage battery was installed in the G30 as well as the G12 Plug-in Hybrid Electric Vehicles starting in July of 2019. It has the same basic design as the SP06. The most significant change is the cell capacity increase from 26 Ah to 34 Ah.

== Technical Specifications ==
{| class="wikitable"
|+
!Technical data
!5 Series G30 PHEV (SP06)
-2018
!5 Series G30 PHEV (SP41)
2019-2022
!X5 G05 45e PHEV
2019-
|-
|Voltage
|351.4 V (nominal voltage)
|355 V (nominal voltage)
|354 V (nominal voltage)
|-
|Voltage Range
|Min. 269 V – Max. 398 V
|Min. 269 V – Max. 403 V
|
|-
|Battery cells
|Lithium-ion
|Lithium-ion
|NCM811
|-
|Number of battery cells
|96 in series
|96 in series
|96 in series
|-
|Number of cell modules
|6
|6
|12
|-
|Cell voltage
|3.66 V
|3.70 V
|
|-
|Capacitance
|26 Ah
|34 Ah
|68Ah
|-
|Storable amount of energy
|9.2 kWh
|12 kWh
|24 kWh
|-
|Usable energy
|7.4 kWh
|10.4 kWh
|21.6 kWh (EU) / 17.06 kWh (US)
|-
|Max. power (discharge)
|83 kW (short-term)
|83 kW (short-term)
|50 kW continuous / 83kW peak
|-
|Maximum power (AC charging)
|3.7 kW
|3.7 kW
|3.7 kW
|-
|Weight
|248 lbs / 112.5 kg (without retaining brackets)
|261 lbs / 118.4kg (without retaining brackets)
|
|-
|Dimensions
|541 mm x 1134 mm x 271 mm
|541 mm x 1134 mm x 271 mm
|
|-
|Cooling system
|Refrigerant R1234yf
|Refrigerant R1234yf
|
|-
|Individual Module Dimensions
|364*183*110mm (L/W/H) without BMS attached
(add c. 25mm to length or height of module for BMS)

~13kg per module
|
|
|}

== Battery Management System, BMS ==
There is a SimpBMS version available on GitHub called '''BMWPhevBMS''' https://github.com/Tom-evnut/BMWPhevBMS created by Tome de Bree.

=== Wiring/pinouts ===
When using SimpBMS, the original BMW BMS master module should be unplugged (blue plug). This plug should instead be used to power the BMS slave modules and for the CAN connection to slave modules. See pinout below.

It's important to note that each plug in the wiring harness has an 'in' and an 'out' pin. I.e., the 5V, GND, and CAN connections are chained from one slave module to the next. So, if for some reason you have one of the slave modules unplugged, you may need to jumper the pins in that plug or else the modules further down the chain may not work.

[[File:BMW 5 Modules Pack.jpg|thumb|397x397px|Location of Blue Connector on Battery Master 5 module pack]]
[[File:BMW 6 Module pack.jpg|thumb|398x398px|Location of Blue Connector on Battery Master 6 module pack]]
{| class="wikitable"
|+Blue plug pinout
!Pin
!Function
!Note
|-
|1
|CAN H
|
|-
|2
|CAN L
|
|-
|3
|
|
|-
|4
|
|
|-
|5
|5V
|Apply 5V here to power the slave modules
|-
|6
|GND
|
|-
|7
|CAN H
|
|-
|8
|CAN L
|
|-
|9
|
|
|-
|10
|
|
|-
|11
|5V
|Apply 5V here to power the slave modules
|-
|12
|GND
|
|}

{| class="wikitable"
|+Gen 2 Blue plug pinout
!Pin
!Function
!Note
|-
|1
|CAN L
|
|-
|2
|CAN H
|
|-
|3
|
|
|-
|4
|Interlock
|All Modules connected, 5V. Not connected, float.
|-
|5
|5V
|Apply 5V here to power the slave modules
|-
|6
|GND
|
|-
|7
|
|
|-
|8
|
|
|-
|9
|
|
|-
|10
|
|
|-
|11
|
|
|-
|12
|
|
|}

== Part Numbers<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?f=20&t=709</ref> ==
and here's how the six cell modules are connected together with the high voltage orange wires
[[File:High Voltage Cables.jpg|thumb|High Voltage Cables|alt=|none]]

<nowiki>#</nowiki>1 Part Number: 61278621016 Main Negative (runs from Cell Module #1 to the Safety Box #8 front connector)

<nowiki>#</nowiki>2 Part Number: 61278621017 Connects Cell Module #2 to Cell Module #3

<nowiki>#</nowiki>3 Part Number: 61278621018 Connects Cell Module #3 to Cell Module #4

<nowiki>#</nowiki>4 Part Number:61278621019 Connects Cell Module #4 to Cell Module #5

<nowiki>#</nowiki>? Part Number:??????????? Connects Cell Module #5 to Cell Module #6

<nowiki>#</nowiki>5 Part Number: 61278621020 Main Positive (runs from Cell Module #6 to the Safety Box #7 front connector)

<nowiki>#</nowiki>6 Part Number: 61278618444 Connects Cell Module #1 to Cell Module #2

<nowiki>===========================================================</nowiki>

<nowiki>#</nowiki>7 Part Number: 61278650791 External Connector Positive

<nowiki>#</nowiki>8 Part Number: 61278650793 External Connector Negative

=== Pinout - Main battery connector ===

=== Pin assignments at plug connector A332*1B ===
{| class="wikitable"
!Pin
!Type
!Description /Signal type
!Connection /Measuring information
|-
|1
|E
|Supply, terminal 30
|Power distribution box, rear
|-
|2
|E
|High-voltage interlock loop signal
|Electric-machine electronics
|-
|3
|E
|Terminal 30c signal
|Connector, terminal 30C
|-
|4
| --
|Not used
|
|-
|5
| --
|Not used
|
|-
|6
| --
|Not used
|Yellow/Green wire inside battery - Use unknown
|-
|7
| --
|Not used
|
|-
|8
| --
|Not used
|
|-
|9
| --
|Not used
|
|-
|10
|A
|Supply
|Refrigerant shutoff valve, high-voltage battery unit
|-
|11
|A
|Activation
|Refrigerant shutoff valve, high-voltage battery unit
|-
|12
|M
|Ground
|Ground point
|-
|13
|E/A
|K-CAN bus signal L
|K-CAN5 bus connection
|-
|14
|E/A
|K-CAN bus signal H
|K-CAN5 bus connection
|-
|15
| --
|K-CAN bus signal L
|Put a 120Ohm resistor across these to terminate pack
|-
|16
| --
|K-CAN bus signal H
|Put a 120Ohm resistor across these to terminate pack
|-
|17
| --
|Not used
|
|-
|18
| --
|Not used
|
|-
|19
| --
|Not used
|
|-
|20
| --
|Not used
|
|-
|21
| --
|Not used
|
|-
|22
| --
|Not used
|
|-
|23
|E
|High-voltage interlock loop signal
|High-voltage safety connector
|-
|24
| --
|Not used
|
|}

=== Temperature Sensors ===
The temperature sensors used in the hybrid battery packs are NTC 100k/4.4 and 10k/3.4 <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=36640#p36640</ref>.

=== S-Box ===
The BMW Hybrid Battery Pack contains a module that contains contactors and a shunt which is known as a Control Unit Module Security Fuse Box, S-Box PHEV BK, or S-Box that is now supported by the ZombieVerter. There are S-Boxes available in a number of the BMW PHEV models.
[[File:BMW S-box.jpg|alt=BMW S-Box|thumb|453x453px|BMW S-Box]]
Part numbers include 8686893, 8638197, 8651068, 8681536, 8844217, 9470054, 9846612, found in the following PHEV models:

* 2 Series F45 Active Tourer LCI
* 3 Series G20
* 3 Series G20 LCI
* 3 Series G21
* 3 Series G21 LCI
* 5 Series G30
* 5 Series G30 LCI
* 5 Series G31 LCI
* 5 Series G38
* 5 Series G38 LCI
* [[File:SBOX.jpg|thumb|BMW S-Box High voltage connection]]7 Series G11 LCI
* 7 Series G12 LCI
* X1 F48 LCI
* X1 F49
* X1 F49 LCI
* X2 F39
* X3 G01
* X3 G01 LCI
* X5 F15
* X5 G05
* MINI Countryman F60
* MINI Countryman F60 LCI

Damien's notes:

Four heavy duty spade terminals provide connection for HV Battery + , - and Output + ,-

Connection of Can data and 12v power is via a white 16 pin connector on the front.

Pins 12 and 14 to +12v

Pin 3 to GND

Pin 1 CANH

Pin 10 CANL

CAN is 500K speed.

Two ids are required to run the SBox and control its contactors:

0x100 and 0x300 DLC 4 at 20ms intervals.

0x100 has a counter and CRC8 and is the main control message.

Byte 0 controls contactor function as follows :

0x62 Activates negative contactor

0x0A Activates positive contactor

0x8A Activates positive contactor and precharge relay

0xA6 Activates negative contactor and precharge relay

0x62 Activates negative and positive contactors and precharge relay

0x86 Activates precharge relay only.

Other combinations of bits in byte 0 will cause individual contactors and combinations of contactors and precharge relay to engage.

Byte 1: Counter in upper nibble running from 0x0 to 0xE. Lower nibble fixed at 0x1.Function not yet investigated.

Byte 2: fixed at 0xFF. Function not yet investigated.

Byte 3: CRC8 , Poly 0x31 ,Initial value 0x00, final XOR 0x00 , inverse both. Calculated on length of 8 bytes while message is only 4 bytes long.

0x300 can be static:

0xFF , 0xFE , 0xFF , 0xFF

Information such as Battery voltage, Current, Output voltage etc are provided over CAN making it a very versatile unit. Messages for Ah,kwh,kw etc are being investigated.

More information is available on Damien's GitHub - https://github.com/damienmaguire/BMW_SBox

== Disassembly (Do at own risk) ==
There is a video where a phev pack is dissembled it is not definitive and would recommend reading guide for VW Phev batteries first, [[VW Hybrid Battery Packs]].

https://youtu.be/RQsX6E2CdXo?si=flltJuqvkzZl_GpC ( 20:00 to 22:30 be warned there is arse cleavage near the end of that clip)

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

Batteries

2024-03-21T10:07:25Z

Marcexec: /* OEM modules */ - adding X5 PHEV 8s 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>

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

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

Here is a handy list of OEM modules:
{| class="wikitable sortable mw-collapsible"
|+
!Manufacturer
!Model
!Capacity (kWh)
!Weight (kg)
!w (mm)
!d (mm)
!h (mm)
!Gravity (kg/kWh)
!Volume (L/kWh)
!Voltage (V)
!Current (cont A)
!Current (peak A)
!Cell arrangement
!Cell type
!Chemistry
|-
|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
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (inner)
|13.38
|86
|1860
|323
|81
|6.4
|
|83
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|23s
|Prismatic
|LiFePo4
|-
|Tesla
|Model 3 [https://moneyballr.medium.com/tesla-lfp-model-3-battery-design-bcf559ea1cc1 LFP] (outer)
|15.07
|93.48
|1948
|323
|81
|6.2
|
|93.5
|[https://lifepo4.com.au/shop/cells-lifepo4/catl/catl161ah-tesla-3-2v-lfp-lithium-iron-phosphate-battery/ 161]
|
|25s
|Prismatic
|LiFePo4
|-
|Calb
|4S3P
|2.19
|12
|355
|151
|108
|5.5
|2.6
|14.6
|
|900
|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
|
|
|16s
|Prismatic
|NCM 811
|-
|BMW
|[[BMW Hybrid Battery Pack|PHEV 68Ah]]
|2.0
|13.05
|368
|178
|102
|6.525
|3.34
|29.5
|
|
|8s
|Prismatic
|NCM 811
|-
|Jaguar
|iPace
|2.5
|12
|340
|155
|112
|4.8
|2.4
|10.8
|720
|1200
|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
|-
|Porsche
|Taycan
|2.77
|12.7
|390
|155
|115
|4.9
|2.3
|21.9
|360
|600
|2p6s
|Pouch
|Li-ion
|-
|PSA/Opel
|[https://web.archive.org/web/20230615115914/https://www.fev-consulting.com/fileadmin/user_upload/Consulting/Smart_cost_reduction/Peugeot_E208_HV_battery.pdf Peugeot E-208, Corsa E]
|2.73
|12.7
|390
|150
|115
|4.6
|2.5
|21.9
|
|
|2p6s / 1p6s
|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
|
|
|
|
|
|-
|Renault
|Kangoo
|3
|16
|310
|210
|140
|5.3
|3.03
|29.6
|
|
|8s
|
|Li-ion
|}

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