openinverter.org wiki - User contributions [en]

ZombieVerter VCU

2026-03-08T15:18:54Z

Nkiernan: /* Contactor wiring */

[[File:Zombie model.png|thumb|614x614px|ZombieVerter VCU board (NOTE: V1.2 is preproduction, V1.a is the current latest hardware revision)]]
==Introduction ==
'''An open-source EV conversion VCU (vehicle control unit) for controlling salvaged EV components!'''

Modern EV conversion projects often look to reuse salvaged parts from wrecked vehicles, such as the motors, batteries and chargers.

The issue is that each of these components and manufacturers, use different methods of control and communication.

Developing controllers for these devices is complex, and time consuming and often require very dedicated communication protocols. Instead of making custom boards for every part that's been decoded, why not just make a general purpose VCU (vehicle control unit) with a verity 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!

=== Features ===

==== 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
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
<nowiki>*</nowiki>This list is always growing and changing, and not everything is verified working

==== Motors/Drive units: ====

* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]] (180V minmum voltage)
* [[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

* [[:Category:Mitsubishi|Mitsubishi Outlander motors/inverter]]
* openinverter controller

==== Chargers/DCDCs: ====
* [[Nissan leaf pdm|Nissan Leaf PDM (Charger and DCDC)]] Gen1,2 & 3
* [[Mitsubishi Outlander DCDC OBC|Mitsubishi Outlander OBC (charger/DCDC)]]
* [[Tesla Model S/X DC/DC Converter|tesla model S 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]]
* [[Foccci|Foccci CCS faster charger controller]]
* [https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
* Elcon charger

==== Heaters: ====
*[[Volkswagen Heater|VAG/VW PTC water heater via LIN bus]]
*[[VAG PTC Air Heater|VAG/VW cabin heater via LIN bus]]

* [[Chevrolet Volt Water Heater|Opel Ampera / Chevy Volt 6.5kW cabin heater]]
* [[Mitsubishi Outlander Water Heater|Mitsubishi outlander hybrid water heater]]

==== BMS: ====
* [[Nissan Leaf BMS|Nissan leaf BMS]]/battery pack
* [[Renault Kangoo 36|kangoo bms]]
*orion bms
*[https://github.com/Tom-evnut/SimpBMS SimpBMS]
*[[Isabellenhütte Heusler|ISA shunt]]
*[[BMW Hybrid Battery Pack#S-Box|BMW SBOX]]
*VW EBOX

==== Vehicle Integration (for CANbus control of dash, etc.): ====
* 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

== Resources ==

* [https://openinverter.org/forum/viewtopic.php?f=3&t=1277 Development thread]
* Purchasing:
** [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]
* [https://github.com/damienmaguire/Stm32-vcu GitHub repo]
** Hardware: [https://github.com/damienmaguire/Stm32-vcu/tree/master/Hardware/Zombie ZombieVerter V1]*
** Software: [https://github.com/damienmaguire/Stm32-vcu/releases latest stable software release]
*[[pre-wired zombie wiring interface]]

<nowiki>*</nowiki> '''IMPORTANT NOTE: only design files for PCB V1 are publicly available on GitHub, design files for the latest PCB release (V1.a) are only available through [https://www.patreon.com/c/evbmw/posts Damien Maguire's Patreon] and require membership at the Design Files tier or higher.'''

== 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: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

=== Vehicle-specific configurations ===
* [[GS450H with zombieverter|GS450H with ZombieVerter]]
* [[Leaf stack with zombiverter|Leaf stack with ZombiVerter]]
* [[Tesla SDU with Zombieverter|Tesla SDU with ZombieVerter]]
* [[Chademo 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.'''

* [[File:Gernice-zombie.png|thumb|583x583px|general zombie and battery box wiring]]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.'''''

Note the ISA Shunt requires permanent power as it continuously monitors UDC and reports this to the Zombieverter. If powered on with ignition for example, previous UDC readings can affect pre-charge operation.

'''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

==== Brake signal ====

* Pin 49 need to be ''pulled high'' (connected to 12V +) when brake is pressed

=== 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'''
|NOT FUNCTIONING
|-
|DCFCRequest
|'''DIGITAL INPUT'''
|Chademo Charge Interface enable contactors to charge
|-
|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====
for proximity pilot spoofing for devices like the outlander OBC, (the leaf stack dose no require this as the charge port interface is dealt with the pdm internally), the zombie needs to detect is a plug has been inserted into the j1772 port to go into charge mod. a pull up resistor is used to interface into one of the zombieverters analogue pins in the diagram below:

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, set the PPthreshold to a value higher than ppval is when a evse is pluged in. Bare in mind the resistance will vary on the cable plugged in depending on the Amps it can supply.

[https://youtu.be/U3c4V8vMb6k?t=351 Video explaining 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 ====
''work in progress''

==== Charger ====

''work in progress''

==== Input Values ====
Check that din_break does not show "on", it must be off to allow potnom to be shown.
----
* 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!''

== Errors, Common issues ==

==== Input Values: ====

* "din_break" does not show "on", it must be off to allow potnom to be shown.
** check wiring setup
* UDC value updates during precharge.
** check that your UDC value source is configured correctly (shunt type, proper can bus, ect)
** check your contactor wiring.
*** some contactors are polarity sensitive
*** are they wired to be low side switched?
* check can H/ can L wiring
* is there too many devices sharing one can bus? (possible can id collision)
* check inverter power relay wiring
** is the inverter/charger/bms "ignition"/ "enable" pin driven via a zombie controlled relay?
** is the relay firing during preacharge?

==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]]

For re-flashing a bricked board refer to the Troubleshooting section below.

For an overview of the software architecture see: [[ZombieVerter Software Overview]]
==== 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.

I used a cheap STLink v2 clone without issue but it seems there is a mix of experiences with them.

# Firstly, download the bootloader from [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases here] and latest ZombieVerter firmware from [https://github.com/damienmaguire/Stm32-vcu/releases/ here] as .hex files. This ensures you don't need to know the address of the file and avoids user error when flashing via STLink
# Download STMCubeProgrammer from [https://www.st.com/en/development-tools/stm32cubeprog.html#get-software here] (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. On the ZombieVerter Board, they are labelled C, G, D.
# Connect 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.

=== ESP32 CanBus Web Interface ===
If the CanBus Web Interface is used it must be noted that the Node ID is hard coded to 3 (note Foccci default is 22)

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

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T16:27:29Z

Nkiernan:

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

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

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

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

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

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

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open hardware, but closed software. Design files for the controller hardware are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Licenses for the software are available through Johannes' OI webstore [https://openinverter.org/shop/index.php?route=product/product&path=17&product_id=67 here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

The PCS comes with different firmware versions some of which don't currently work with the above controller. We are in search of a solution.

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

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

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

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

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

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

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

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

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

== Firmware ==

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

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

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

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

== Testing ==

=== First Power Up ===

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

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

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

=== AC Charging Test ===
TBC

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

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

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T16:22:47Z

Nkiernan: /* Data Connectors */

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

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

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

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

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

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

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open hardware, but closed software. Design files for the controller hardware are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Licenses for the software are available through Johannes' OI webstore [https://openinverter.org/shop/index.php?route=product/product&path=17&product_id=67 here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

The PCS comes with different firmware versions some of which don't currently work with the above controller. We are in search of a solution.

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

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

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

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

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

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

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

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

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

== Firmware ==

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

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

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

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

== Testing ==

=== First Power Up ===

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

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

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

=== AC Charging Test ===
TBC

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

File:V3 PCS controller pinout diagram.jpg

2022-09-11T16:13:45Z

Nkiernan:

Courtesy of Ken_S

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T16:08:06Z

Nkiernan:

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

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

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

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

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

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

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open hardware, but closed software. Design files for the controller hardware are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Licenses for the software are available through Johannes' OI webstore [https://openinverter.org/shop/index.php?route=product/product&path=17&product_id=67 here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

The PCS comes with different firmware versions some of which don't currently work with the above controller. We are in search of a solution.

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

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

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

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

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

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

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

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

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

== Firmware ==

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

This now includes an integrated alert logging function to help diagnose any issues the PCS sees

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

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

== Testing ==

=== First Power Up ===

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

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

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

=== AC Charging Test ===
TBC

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

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T16:06:51Z

Nkiernan: /* Testing */

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

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

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

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

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

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

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open hardware, but closed software. Design files for the controller hardware are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Licenses for the software are available through Johannes' OI webstore [https://openinverter.org/shop/index.php?route=product/product&path=17&product_id=67 here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

The PCS comes with different firmware versions some of which don't currently work with the above controller. We are in search of a solution.

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

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

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

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

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

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

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

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

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

== Firmware ==

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

This now includes an integrated alert logging function to help diagnose any issues the PCS sees

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

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

== Testing ==

=== First Power Up ===

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

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

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

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T16:00:32Z

Nkiernan:

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

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

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

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

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

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

== Hardware ==

=== Controller ===
Damien from EVBMW has designed a control solution which is open hardware, but closed software. Design files for the controller hardware are available on Damien's GitHub [https://github.com/damienmaguire/Tesla-Model-3-Charger here]. Licenses for the software are available through Johannes' OI webstore [https://openinverter.org/shop/index.php?route=product/product&path=17&product_id=67 here]. Controllers are also available as a fully-built kit (with pre-loaded software) on the EVBWM webstore [https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-model-3-pcs-con here].

The PCS comes with different firmware versions some of which don't currently work with the above controller. We are in search of a solution.

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

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

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

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

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

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

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

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

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

== Firmware ==

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

This now includes an integrated alert logging function to help diagnose any issues the PCS sees

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

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

== Testing ==

=== First Power Up ===

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

# Connect the PCS aluminium case to LV ground
# Connect PCS controller ground wire to 12V ground
# Connect PCS 12V power wire via a 5A fuse to +12V
# Observe the PCS controller continuous 3.3V indicator red LED and the flashing activity red LED
# Connect to the PCS controller wifi to view the web interface. The interface will indicate that the PCS 'opmode' is 'Off' at this time
# On the web interface, change 'inputype' to 'Manual' in the drop down menu and select refresh at the top of the screen
# On the web interface, change 'activate' to 'Both'. This will tell the PCS to try start DC-DC and Charging if enabled (as above, these are not connected at this time so will generate alerts that will be mentioned further below)
# On the web interface, change 'AlertLog' to 'On'. This will tell the PCS to show any alerts
# To enable the PCS connect the PCS controller 'Input 1 (enable)' wire to +12V and select refresh at the top of the screen. 'Opmode' should now change to 'Run' on the web interface to show the PCS is now operational
# At this point, 'PCSAlertCnt' will likely show a number indicating the number of alerts the PCS has flagged and 'PCSAlerts' will show the first alert
# To see each alert separately, under General, change the number in the 'Alert' option (0 indicates first alert and should be default) to the next sequential number and select refresh at the top of the screen. 'PCSAlerts' will now show a description of the selected alert. Do this to step through each alert (total number indicated by 'PCSAlertCnt') 

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

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T15:36:25Z

Nkiernan: /* Testing */

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T15:25:50Z

Nkiernan: /* Updates */

File:PCS Alert Table002.jpg

2022-09-11T15:19:22Z

Nkiernan:

From PCS thread on Openinverter forum

File:PCS Alert Table001.jpg

2022-09-11T15:18:37Z

Nkiernan:

From PCS thread on Openinverter forum

Tesla Model 3 Charger/DCDC ("PCS")

2022-09-11T15:15:03Z

Nkiernan:

Batteries

2021-03-24T19:13:44Z

Nkiernan: Updated dimensions on SR Tesla Model 3 battery

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

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

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

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

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

=== Maximum current (A) ===
'''How quickly do you want to accelerate?''' Your motor's maximum power will be specified in kW. To estimate your maximum current draw, divide the peak power by the battery voltage. e.g. a 30 kW motor with a 120 V battery pack will pull 30,000 / 120 = 250 A. The higher the current rating of the cells, the heavier they will be for a given capacity. Ideally, you want "enough" current capacity for full throttle acceleration, but no more. You can put cells in parallel to double the current rating of your pack (which of course will half the voltage). Running cells in parallel is easy, but don't attempt to parallel battery packs unless you really know what you are doing. It's [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
|-
|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
|}