openinverter.org wiki - User contributions [en]

Tesla Model S/X Large Drive Unit ("LDU")

2025-03-15T23:37:35Z

P.S.Mangelsdorf: /* Throttle Set Up */

== Overview ==
[[File:Tesla LDU.jpg|alt=Tesla LDU|thumb|Tesla Large Drive Unit]]
The Tesla Model S/X Large Drive Unit (LDU) was the first drive unit produced by Tesla dating back to the launch of the Model S in 2012. Applications include RWD Model S & X, as well as performance AWD S & X - in both cases serving as the rear drive unit.

=== Specs: ===

* Weight: 291 lbs (132 kg)
* Input Voltage: 240-404V DC
* Power: 335 kW (~450HP) to 475 kW (~636 HP) depending on configuration
* Torque: 450 Nm (~332 ft/lb) to 650 Nm (~480 ft/lb) depending on configuration
* Max RPM: 18,000
* Gear ratio: 9.73:1

== Connections ==

=== Overview ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram|none]][[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors|none]]
=== Low-Voltage ===

==== Main I/O Plug ====
The main low-voltage connector is a 23-pin socket from the TE AMPSEAL family:

* Housing (F): 770680-1
* Pins (F): 770520-1 (20-16 AWG)

===== Connector Mapping/Pinout =====
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

==== Encoder Plug ====
A smaller 4 pin LV connector is responsible for the encoder signals. The plug is TE 444046-1; this part is EoL from TE, however the connector is [https://www.aliexpress.com/w/wholesale-444046%2525252d1.html widely available on Aliexpress].

Per the [https://openinverter.org/forum/viewtopic.php?p=1026#p1026 Tesla Large Drive Unit Support Thread] :

* Pin 1 of the Encoder connector to Pin 17 of the 23way ampseal main connector
* Pin 2 of the Encoder connector to Pin 16 of the 23way ampseal main connector
* Pin 3 of the Encoder connector to Pin 10 of the 23way ampseal main connector
* Pin 4 of the Encoder connector to Pin 9 of the 23way ampseal main connector

'''Contactors'''

Please note that the contactors you purchase *may* have polarity associated with them for the low voltage control signal. If you have problems related to the pre-charge circuit working, or contactors behaving as not expected, check this!

=== High-Voltage ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

== Tesla Large Drive Unit Logic Board ==
An openinverter based control board has been made available by Damien Maguire. A "community edition" (i.e. mostly complete) version is available [https://openinverter.org/shop/index.php?route=product/product&product_id=64 here on the OI webshop], or you can have your own made from info contained in [https://github.com/damienmaguire/Tesla-Drive-Unit Damien's LDU github repo].

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter, this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly. Also check the „Boost“ as it may require an increased value of 5000-10000.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

==== Additional Resources ====
[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Tesla Setup FAQ]]

== Tuning and Parameters ==
There are several tuning threads and sets of shared parameters on the Open Inverter Forum. The two most useful collections are: [https://openinverter.org/forum/viewtopic.php?t=195&hilit=parameters Original Parameter Sharing Thread] and the [https://openinverter.org/forum/viewtopic.php?t=126 Tuning Discussion Thread].

The tuning guide [https://openinverter.org/forum/viewtopic.php?p=15385#p15385 here] has lots of useful information regarding the impact of various parameters on the LDU.

The main Open Inverter parameter definition page is located [[Parameters|here]].

=== Throttle Wiring ===
[[File:Throttle mod.png|thumb]]
The Tesla LDU drop in board uses a range of 0-3.3V for the throttle input, however many OEM throttle pedals use a range of 0-5V. This can work, however it presents an issue in the event of a broken throttle pedal. A fix has been implemented in the firmware as of June 2024, which requires a 10k resistor placed in line on the throttle signal. Read more in [https://openinverter.org/forum/viewtopic.php?t=5075 this thread].

== Failure Modes ==

=== Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set "Fslipspnt" nor "ampnom". You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Internal Coolant Leaks ===
The Tesla LDU is famous for springing a leak on the motor side. Right there at the inlet there is a seal to the motor shaft. It fails then coolant starts to seep into the motor itself. This rusts the hell out of the motor internally until so much sludge builds up that it looks like a mud pie. Obviously, that is less than ideal. One way to check for this sort of thing is to go to the motor side and remove the one bolt that holds the encoder into the motor housing. If the encoder is soaking wet inside or looks like there is a slurry of liquid poo in the motor then there is bad news.

I'm not sure if there is any good pathway from the motor leak to the inverter so they could be two separate issues. In fact, having taken one apart, I guess that's almost certainly the case. But, the inverter has coolant running to it as well.

Anyway, still check the encoder because that part is famous for leaking too and it ruins the motor.

Long term, a leaking seal will develop. Full coolant loop delete as well as performance alternatives that retain cooling for towing and racing applications are available for install to solve leaking seals in LDUs.[https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/ <nowiki>[1]</nowiki>][https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold <nowiki>[2]</nowiki>][https://qccharge.com/collections/coolant-delete <nowiki>[3]</nowiki>]

# https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/
# https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold
# https://qccharge.com/collections/coolant-delete

=== Over Current Events ===
Many conversions using the Tesla LDU with the Open Inverter drop in board run into frequent Over Current errors, especially while tuning, and often despite remaining below the programmed over current parameter. These events also seem unusual because the board will require a full power cycle, rather than just a new start input, in order to restart. It is believed that what is actually occurring is a desaturation event, which the Tesla gate drivers are catching and shutting down, and the board is reporting as an over current event. The full power cycle is necessary to reset the gate drivers. Lowering fslipmax appears to address the issue in most cases.

== Other considerations ==
The motor itself will run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]
[[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]
<references />

== CAD ==
An amazing-quality solid model of this drive unit has been [https://grabcad.com/library/tesla-rear-drive-unit-1 made available on GrabCAD] by Winston Jennings.

Tesla Model S/X Large Drive Unit ("LDU")

2025-03-15T23:35:22Z

P.S.Mangelsdorf:

== Overview ==
[[File:Tesla LDU.jpg|alt=Tesla LDU|thumb|Tesla Large Drive Unit]]
The Tesla Model S/X Large Drive Unit (LDU) was the first drive unit produced by Tesla dating back to the launch of the Model S in 2012. Applications include RWD Model S & X, as well as performance AWD S & X - in both cases serving as the rear drive unit.

=== Specs: ===

* Weight: 291 lbs (132 kg)
* Input Voltage: 240-404V DC
* Power: 335 kW (~450HP) to 475 kW (~636 HP) depending on configuration
* Torque: 450 Nm (~332 ft/lb) to 650 Nm (~480 ft/lb) depending on configuration
* Max RPM: 18,000
* Gear ratio: 9.73:1

== Connections ==

=== Overview ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram|none]][[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors|none]]
=== Low-Voltage ===

==== Main I/O Plug ====
The main low-voltage connector is a 23-pin socket from the TE AMPSEAL family:

* Housing (F): 770680-1
* Pins (F): 770520-1 (20-16 AWG)

===== Connector Mapping/Pinout =====
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

==== Encoder Plug ====
A smaller 4 pin LV connector is responsible for the encoder signals. The plug is TE 444046-1; this part is EoL from TE, however the connector is [https://www.aliexpress.com/w/wholesale-444046%2525252d1.html widely available on Aliexpress].

Per the [https://openinverter.org/forum/viewtopic.php?p=1026#p1026 Tesla Large Drive Unit Support Thread] :

* Pin 1 of the Encoder connector to Pin 17 of the 23way ampseal main connector
* Pin 2 of the Encoder connector to Pin 16 of the 23way ampseal main connector
* Pin 3 of the Encoder connector to Pin 10 of the 23way ampseal main connector
* Pin 4 of the Encoder connector to Pin 9 of the 23way ampseal main connector

'''Contactors'''

Please note that the contactors you purchase *may* have polarity associated with them for the low voltage control signal. If you have problems related to the pre-charge circuit working, or contactors behaving as not expected, check this!

=== High-Voltage ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

== Tesla Large Drive Unit Logic Board ==
An openinverter based control board has been made available by Damien Maguire. A "community edition" (i.e. mostly complete) version is available [https://openinverter.org/shop/index.php?route=product/product&product_id=64 here on the OI webshop], or you can have your own made from info contained in [https://github.com/damienmaguire/Tesla-Drive-Unit Damien's LDU github repo].

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter, this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly. Also check the „Boost“ as it may require an increased value of 5000-10000.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

==== Additional Resources ====
[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Tesla Setup FAQ]]

== Tuning and Parameters ==
There are several tuning threads and sets of shared parameters on the Open Inverter Forum. The two most useful collections are: [https://openinverter.org/forum/viewtopic.php?t=195&hilit=parameters Original Parameter Sharing Thread] and the [https://openinverter.org/forum/viewtopic.php?t=126 Tuning Discussion Thread].

The tuning guide [https://openinverter.org/forum/viewtopic.php?p=15385#p15385 here] has lots of useful information regarding the impact of various parameters on the LDU.

The main Open Inverter parameter definition page is located [[Parameters|here]].

=== Throttle Set Up ===
[[File:Throttle mod.png|thumb]]
The Tesla LDU drop in board uses a range of 0-3.3V for the throttle input, however many OEM throttle pedals use a range of 0-5V. This can work, however it presents an issue in the event of a broken throttle pedal. A fix has been implemented in the firmware as of June 2024, which requires a 10k resistor placed in line on the throttle signal. Read more in [https://openinverter.org/forum/viewtopic.php?t=5075 this thread].

== Failure Modes ==

=== Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set "Fslipspnt" nor "ampnom". You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Internal Coolant Leaks ===
The Tesla LDU is famous for springing a leak on the motor side. Right there at the inlet there is a seal to the motor shaft. It fails then coolant starts to seep into the motor itself. This rusts the hell out of the motor internally until so much sludge builds up that it looks like a mud pie. Obviously, that is less than ideal. One way to check for this sort of thing is to go to the motor side and remove the one bolt that holds the encoder into the motor housing. If the encoder is soaking wet inside or looks like there is a slurry of liquid poo in the motor then there is bad news.

I'm not sure if there is any good pathway from the motor leak to the inverter so they could be two separate issues. In fact, having taken one apart, I guess that's almost certainly the case. But, the inverter has coolant running to it as well.

Anyway, still check the encoder because that part is famous for leaking too and it ruins the motor.

Long term, a leaking seal will develop. Full coolant loop delete as well as performance alternatives that retain cooling for towing and racing applications are available for install to solve leaking seals in LDUs.[https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/ <nowiki>[1]</nowiki>][https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold <nowiki>[2]</nowiki>][https://qccharge.com/collections/coolant-delete <nowiki>[3]</nowiki>]

# https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/
# https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold
# https://qccharge.com/collections/coolant-delete

=== Over Current Events ===
Many conversions using the Tesla LDU with the Open Inverter drop in board run into frequent Over Current errors, especially while tuning, and often despite remaining below the programmed over current parameter. These events also seem unusual because the board will require a full power cycle, rather than just a new start input, in order to restart. It is believed that what is actually occurring is a desaturation event, which the Tesla gate drivers are catching and shutting down, and the board is reporting as an over current event. The full power cycle is necessary to reset the gate drivers. Lowering fslipmax appears to address the issue in most cases.

== Other considerations ==
The motor itself will run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]
[[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]
<references />

== CAD ==
An amazing-quality solid model of this drive unit has been [https://grabcad.com/library/tesla-rear-drive-unit-1 made available on GrabCAD] by Winston Jennings.

Tesla Model S/X Large Drive Unit ("LDU")

2025-03-15T23:34:52Z

P.S.Mangelsdorf: Added information on recurring overcurrent events. Added throttle pedal safety modification information.

== Overview ==
[[File:Tesla LDU.jpg|alt=Tesla LDU|thumb|Tesla Large Drive Unit]]
The Tesla Model S/X Large Drive Unit (LDU) was the first drive unit produced by Tesla dating back to the launch of the Model S in 2012. Applications include RWD Model S & X, as well as performance AWD S & X - in both cases serving as the rear drive unit.

=== Specs: ===

* Weight: 291 lbs (132 kg)
* Input Voltage: 240-404V DC
* Power: 335 kW (~450HP) to 475 kW (~636 HP) depending on configuration
* Torque: 450 Nm (~332 ft/lb) to 650 Nm (~480 ft/lb) depending on configuration
* Max RPM: 18,000
* Gear ratio: 9.73:1

== Connections ==

=== Overview ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram|none]][[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors|none]]
=== Low-Voltage ===

==== Main I/O Plug ====
The main low-voltage connector is a 23-pin socket from the TE AMPSEAL family:

* Housing (F): 770680-1
* Pins (F): 770520-1 (20-16 AWG)

===== Connector Mapping/Pinout =====
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

==== Encoder Plug ====
A smaller 4 pin LV connector is responsible for the encoder signals. The plug is TE 444046-1; this part is EoL from TE, however the connector is [https://www.aliexpress.com/w/wholesale-444046%2525252d1.html widely available on Aliexpress].

Per the [https://openinverter.org/forum/viewtopic.php?p=1026#p1026 Tesla Large Drive Unit Support Thread] :

* Pin 1 of the Encoder connector to Pin 17 of the 23way ampseal main connector
* Pin 2 of the Encoder connector to Pin 16 of the 23way ampseal main connector
* Pin 3 of the Encoder connector to Pin 10 of the 23way ampseal main connector
* Pin 4 of the Encoder connector to Pin 9 of the 23way ampseal main connector

'''Contactors'''

Please note that the contactors you purchase *may* have polarity associated with them for the low voltage control signal. If you have problems related to the pre-charge circuit working, or contactors behaving as not expected, check this!

=== High-Voltage ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

== Tesla Large Drive Unit Logic Board ==
An openinverter based control board has been made available by Damien Maguire. A "community edition" (i.e. mostly complete) version is available [https://openinverter.org/shop/index.php?route=product/product&product_id=64 here on the OI webshop], or you can have your own made from info contained in [https://github.com/damienmaguire/Tesla-Drive-Unit Damien's LDU github repo].

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter, this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly. Also check the „Boost“ as it may require an increased value of 5000-10000.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

==== Additional Resources ====
[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Tesla Setup FAQ]]

== Tuning and Parameters ==
There are several tuning threads and sets of shared parameters on the Open Inverter Forum. The two most useful collections are: [https://openinverter.org/forum/viewtopic.php?t=195&hilit=parameters Original Parameter Sharing Thread] and the [https://openinverter.org/forum/viewtopic.php?t=126 Tuning Discussion Thread].

The tuning guide [https://openinverter.org/forum/viewtopic.php?p=15385#p15385 here] has lots of useful information regarding the impact of various parameters on the LDU.

The main Open Inverter parameter definition page is located [[Parameters|here]].

=== Throttle Set Up ===
[[File:Throttle mod.png|thumb]]
The Tesla LDU drop in board uses a range of 0-3.3V for the throttle input, however many OEM throttle pedals use a range of 0-5V. This can work, however it presents an issue in the event of a broken throttle pedal. A fix has been implemented in the firmware as of June 2024, which requires a 10k resistor placed in line on the throttle signal. Read more in [https://openinverter.org/forum/viewtopic.php?t=5075 this thread].

== Failure Modes ==

=== Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set "Fslipspnt" nor "ampnom". You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Internal Coolant Leaks ===
The Tesla LDU is famous for springing a leak on the motor side. Right there at the inlet there is a seal to the motor shaft. It fails then coolant starts to seep into the motor itself. This rusts the hell out of the motor internally until so much sludge builds up that it looks like a mud pie. Obviously, that is less than ideal. One way to check for this sort of thing is to go to the motor side and remove the one bolt that holds the encoder into the motor housing. If the encoder is soaking wet inside or looks like there is a slurry of liquid poo in the motor then there is bad news.

I'm not sure if there is any good pathway from the motor leak to the inverter so they could be two separate issues. In fact, having taken one apart, I guess that's almost certainly the case. But, the inverter has coolant running to it as well.

Anyway, still check the encoder because that part is famous for leaking too and it ruins the motor.

Long term, a leaking seal will develop. Full coolant loop delete as well as performance alternatives that retain cooling for towing and racing applications are available for install to solve leaking seals in LDUs.[https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/ <nowiki>[1]</nowiki>][https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold <nowiki>[2]</nowiki>][https://qccharge.com/collections/coolant-delete <nowiki>[3]</nowiki>]

# https://revoltsystems.com/tesla-large-drive-unit-ldu-coolant-bypass-kit-the-achilles-seal-fix/
# https://www.westside-ev.com/store/p/pfi-fersa-coolant-delete-manifold
# https://qccharge.com/collections/coolant-delete

=== Over Current Events ===
Many conversions using the Tesla LDU with the Open Inverter drop in board run into frequent Over Current errors, especially while tuning, and often despite remaining below the programmed over current parameter. These events also seem unusual because the board will require a full power cycle, rather than just a new start input, in order to restart. It is believed that what is actually occurring is a desaturation event, which the Tesla gate drivers are catching and shutting down, and the board is reporting as an over current event. The full power cycle is necessary to reset the gate drivers. Lowering fslipmax appears to address the issue in most cases.

== Other considerations ==
The motor itself will run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]
[[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]
<references />

== CAD ==
An amazing-quality solid model of this drive unit has been [https://grabcad.com/library/tesla-rear-drive-unit-1 made available on GrabCAD] by Winston Jennings.

File:Throttle mod.png

2025-03-15T23:33:20Z

P.S.Mangelsdorf:

Modification needed to Throttle Input for drop in Tesla LDU + SDU boards

Main Page

2024-12-03T14:16:54Z

P.S.Mangelsdorf: Added link to parameter definitions under additional reading

Did you know you can convert your existing fossil powered vehicle to use electricity instead? And that you can even produce that electricity yourself?

Open Inverter is a [[Main Page#Who we are|community of people]] and projects focused on open source solutions for EV conversions. Founded in 2008 by Johannes Huebner as an open source inverter control firmware, the project has since expanded to include the reuse of components from production EVs and hybrids, including inverters, motors, batteries, on-board chargers, and DC-DC converters, as well as the open source implementation of other necessary systems for EV conversions such as DC Fast Charging controllers.

<imagemap>
File:Electric-car.jpg|none|frame|Click on the captions to learn more about the respective system! Image source: https://www.newkidscar.com/

poly 248 166 542 166 542 217 248 217 248 166 [[#Reusing motors and inverters - aka drive trains]]
poly 1041 455 1336 455 1336 506 1041 506 1041 455 [[#Reusing Batteries]]
poly 147 344 428 344 428 391 147 391 147 344 [[#Onboard chargers and DC/DC converters]]
poly 844 624 1118 624 1118 673 844 673 844 624 [[#Onboard chargers and DC/DC converters]]
poly 935 539 1200 539 1200 586 935 586 935 539 [[#Rapid Charging]]
poly 134 435 394 435 394 483 134 483 134 435 [[#Auxiliary Parts]]
</imagemap>

This wiki is maintained by the wider community. '''Please update this wiki'''. For example if your question has been clarified on the [https://openinverter.org/forum forum] and the new information can not be found here, please add it! The credentials are the same as for the forum.

'''[[Main Page#Who we are|Developers]] time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to [[Application Support|pay them directly]] for their time. To keep developers independent please consider donating - donation links can be found [[Main Page#Who we are|down below]].

==Reusing motors and inverters - aka drive trains==
[[File:Tesla_LDU.jpg|thumb]]
The drive train is one of the defining building blocks of your conversion as it defines how well your vehicle picks up speed. Over the years we have reverse engineered many popular drive trains from [[:Category:OEM|production cars]] such as Teslas. As a bonus using such complete drive trains facilitates getting the vehicle [[Legalities|road legal]] in many countries. By now you have a choice of low to medium power drive trains that only cost a few 100€ up to high performance ones at many 1000€.

We have established two methods of running these [[:Category:OEM|OEM]] systems: reverse-engineering their communication protocol and making the drive train "think" it is still in its original vehicle OR swapping out the control electronics for our own open source motor controller. The latter method gives your more control and power but also a steeper learning curve.

Nearly all drive trains are targeted at 400V battery voltage. Run at a lower voltage they will produce proportionally less power.
Here is what we have done so far and how we've done it. Some is still work in progress (WIP)
{| class="wikitable"
|+
!Manufacturer
!Drive Train
!Control Method
! Approximate Power Output
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X Large Drive Unit ("LDU")|Large Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=64 Board Swap]
|335-475 kW
|-
|
|[[Tesla Model S/X Small Drive Unit ("SDU")|Small Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=62 Board Swap]
|180 kW
|-
|
|[[Tesla Model 3 Rear Drive Unit|Model 3/Y Rear Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|239 kW
|-
|
|[[Tesla Model 3 Front Drive Unit|Model 3/Y Front Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|121 kW
|-
|[[Nissan]]
|[[Nissan Leaf Motors|Gen1]]
|[[ZombieVerter VCU|CAN spoofing]]
|80 kW
|-
|
| [[Nissan Leaf Gen2 Board|Gen2]]
|[[ZombieVerter VCU|CAN spoofing]]/[https://openinverter.org/shop/index.php?route=product/product&product_id=57 Board Swap]
|80 kW / 130 kW (board swap)
|-
|
|[[Nissan Leaf Gen 3 (2018 up EM57)|Gen3]]
|[[ZombieVerter VCU|CAN spoofing]]/Board Swap [WIP]
|110 - 160 kW
|-
|[[:Category:Toyota|Toyota]]
|[[Lexus GS450h Drivetrain|Lexus GS 450h]]
|[[ZombieVerter VCU|Communication spoofing]]
|250 kW
|-
|
|[[Toyota/Lexus GS300h CVT|Lexus GS 300h]]
|[[ZombieVerter VCU|Communication spoofing]]
|105 kW
|-
|
|[[Toyota Prius Gen2 Inverter|Prius Gen2]]
|[[Toyota Prius Gen2 Inverter Controller|External Control Board]] ([https://openinverter.org/shop/index.php?route=product/product&product_id=68 Buy here])
|40-70 kW
|-
|
|[[Toyota Prius Gen3 Board|Prius Gen3]]
|[https://evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards Board Swap]/[[ZombieVerter VCU|Communication spoofing]]
|100 kW
|-
|
|[[Toyota/Lexus MGR Rear Transaxle Motor|MGR]]
|Prius Gen2 or Gen3 inverter
|18-50 kW (various models)
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander Rear Drive Unit|Rear Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|
|[[Mitsubishi Outlander Front Transaxle|Front Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|[[:Category:BMW|BMW]]
|[[BMW i3 Inverter|i3]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=72 Board Swap]
|125-135 kW
|-
|[[Chevrolet|Chevy/Opel]]
|[[Chevrolet Volt Inverter|Volt/Ampera]]
|Board Swap
|160 kW
|-
|[[:Category:Ford|Ford]]
|[[Ford Ranger TIM Controller|Ranger]]
|Board Swap
| Unknown
|-
| Renault
|[https://openinverter.org/forum/viewtopic.php?t=4749 Zoe]
|Board Swap [WIP]
|Unknown
|-
|MG
|[https://github.com/damienmaguire/MG-EV-Inverter ZS EV]
|Board Swap [WIP]
|Unknown
|}

==Reusing Batteries==
[[File:A09A7634.jpg|thumb]]
The most expensive and probably equally defining component is the [[Batteries|battery]] that stores all the energy for running your car. Batteries are usually assembled from a number of modules that in turn contain a number of cells. Usually batteries are reused on a module level. In rare cases the battery can be [https://youtu.be/_7l0Y1GsNJ4 reused as is in its original battery] box.

While there are also various [[16-cell BMS|open source implementations]] of [https://www.youtube.com/watch?v=_QsMoCrSTYc battery management systems] (BMS) we generally recommend using as much of the OEM BMS as possible. Sometimes the [[:Category:OEM|OEM]] BMS comes as an all-in-one solution that measures cell data and spits out state of charge and power limit information. In other cases the BMS is split into module units that measure the physical data (voltages, temperatures) and a central unit that calculates the high level information.

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also incudes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

== Rapid Charging==
[[File:Ccs-socket.jpg|thumb|CCS2 rapid charging socket]]
The above mentioned onboard chargers always have limited power as the space requirements and cost rise with power. To overcome this limitation modern EVs offer external access to their HV battery via a so called [[:Category:Rapid Charging|rapid charging]] port. This allows to charge the battery with a much more powerful external charger. As a bonus it also allows [[Bidirectional Charging|taking energy from the HV battery]] and powering appliances with it.

There are 2 rapid charging protocols and 5 connector flavours world wide
{| class="wikitable"
|+
!Connector
!Communication
!Prevalent countries
!Open Source solutions
|-
|[[:Category:ChaDeMo|CHAdeMO]]
|CAN
|Japan, world wide
|[[Chademo with ESP32-Chademo|ESP32]], [[Chademo With Arduino Due|Arduino,]] [[Chademo with Zombieverter|ZombieVerter]]
|-
|CCS Combo1
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|CCS Combo2
|[[Foccci|PLC]]
|Europe
|[[Foccci]], [[pyPLC]], [[BMW I3 Fast Charging LIM Module|I3LIM]]
|-
|NACS
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|GB/T
|CAN
|China
|
|}

== Auxiliary Parts ==
We have now treated all the major building blocks of an EV, but there are many other components to complete the vehicle such as heaters, gear shifters and so on. We will summarize them here.

* [[:Category:HVJB|HV Junction Box]]
* [[:Category:HVAC|HVAC]] (Heating, Air conditioning)
* [[Vacuum Pumps]]
* [[:Category:Power Steering|Power Steering]]
* [[VCU Comparison|VCU]] (Vehicle Control Unit)
* [[Shift Controllers]]

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[Parameters|Inverter Parameter Definitions]]
* [[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]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

==Who we are==
There is no static team or openinverter company but here we list the most active community members with links to donation or information sites:

*Johannes Hübner, openinverter founder and developer - [https://www.patreon.com/openinverter support on patreon] follow on [https://www.youtube.com/user/EngineersFear youtube] and [https://github.com/jsphuebner/ github]
*Damien Maguire, developer and most active vehicle converter - [https://evbmw.com/index.php/evbmw-webshop visit shop] [https://www.patreon.com/evbmw support on patreon] follow on [https://www.youtube.com/@Evbmw youtube] and [https://github.com/damienmaguire/ github]
*Tom de Bree, active member and developer - [https://github.com/Tom-evnut github] and [https://citini.com/ shop]
*Uwe Hennig, master of CCS - [https://www.patreon.com/uhi22 support on patreon] follow on [https://github.com/uhi22/ github]
*celeron55, developer - support via [https://www.paypal.com/paypalme/celeron55 paypal] follow on [https://www.youtube.com/user/celeron55 youtube] and [https://github.com/celeron55 github]
*Dave Fiddes, active member and developer - Follow on [https://github.com/davefiddes/ github]
*Arber Kramar, long term member and developer - [https://leafdriveblog.wordpress.com/ Follow on blogspot]
*Janosch Oppermann, active member, developer and producer - follow on [https://www.youtube.com/@foxev-content youtube]

Main Page

2024-12-03T13:48:10Z

P.S.Mangelsdorf: Fixed a spelling error and added direct links to Theory of Operations pages under Additional Reading.

Did you know you can convert your existing fossil powered vehicle to use electricity instead? And that you can even produce that electricity yourself?

Open Inverter is a [[Main Page#Who we are|community of people]] and projects focused on open source solutions for EV conversions. Founded in 2008 by Johannes Huebner as an open source inverter control firmware, the project has since expanded to include the reuse of components from production EVs and hybrids, including inverters, motors, batteries, on-board chargers, and DC-DC converters, as well as the open source implementation of other necessary systems for EV conversions such as DC Fast Charging controllers.

<imagemap>
File:Electric-car.jpg|none|frame|Click on the captions to learn more about the respective system! Image source: https://www.newkidscar.com/

poly 248 166 542 166 542 217 248 217 248 166 [[#Reusing motors and inverters - aka drive trains]]
poly 1041 455 1336 455 1336 506 1041 506 1041 455 [[#Reusing Batteries]]
poly 147 344 428 344 428 391 147 391 147 344 [[#Onboard chargers and DC/DC converters]]
poly 844 624 1118 624 1118 673 844 673 844 624 [[#Onboard chargers and DC/DC converters]]
poly 935 539 1200 539 1200 586 935 586 935 539 [[#Rapid Charging]]
poly 134 435 394 435 394 483 134 483 134 435 [[#Auxiliary Parts]]
</imagemap>

This wiki is maintained by the wider community. '''Please update this wiki'''. For example if your question has been clarified on the [https://openinverter.org/forum forum] and the new information can not be found here, please add it! The credentials are the same as for the forum.

'''[[Main Page#Who we are|Developers]] time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to [[Application Support|pay them directly]] for their time. To keep developers independent please consider donating - donation links can be found [[Main Page#Who we are|down below]].

==Reusing motors and inverters - aka drive trains==
[[File:Tesla_LDU.jpg|thumb]]
The drive train is one of the defining building blocks of your conversion as it defines how well your vehicle picks up speed. Over the years we have reverse engineered many popular drive trains from [[:Category:OEM|production cars]] such as Teslas. As a bonus using such complete drive trains facilitates getting the vehicle [[Legalities|road legal]] in many countries. By now you have a choice of low to medium power drive trains that only cost a few 100€ up to high performance ones at many 1000€.

We have established two methods of running these [[:Category:OEM|OEM]] systems: reverse-engineering their communication protocol and making the drive train "think" it is still in its original vehicle OR swapping out the control electronics for our own open source motor controller. The latter method gives your more control and power but also a steeper learning curve.

Nearly all drive trains are targeted at 400V battery voltage. Run at a lower voltage they will produce proportionally less power.
Here is what we have done so far and how we've done it. Some is still work in progress (WIP)
{| class="wikitable"
|+
!Manufacturer
!Drive Train
!Control Method
! Approximate Power Output
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X Large Drive Unit ("LDU")|Large Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=64 Board Swap]
|335-475 kW
|-
|
|[[Tesla Model S/X Small Drive Unit ("SDU")|Small Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=62 Board Swap]
|180 kW
|-
|
|[[Tesla Model 3 Rear Drive Unit|Model 3/Y Rear Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|239 kW
|-
|
|[[Tesla Model 3 Front Drive Unit|Model 3/Y Front Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|121 kW
|-
|[[Nissan]]
|[[Nissan Leaf Motors|Gen1]]
|[[ZombieVerter VCU|CAN spoofing]]
|80 kW
|-
|
| [[Nissan Leaf Gen2 Board|Gen2]]
|[[ZombieVerter VCU|CAN spoofing]]/[https://openinverter.org/shop/index.php?route=product/product&product_id=57 Board Swap]
|80 kW / 130 kW (board swap)
|-
|
|[[Nissan Leaf Gen 3 (2018 up EM57)|Gen3]]
|[[ZombieVerter VCU|CAN spoofing]]/Board Swap [WIP]
|110 - 160 kW
|-
|[[:Category:Toyota|Toyota]]
|[[Lexus GS450h Drivetrain|Lexus GS 450h]]
|[[ZombieVerter VCU|Communication spoofing]]
|250 kW
|-
|
|[[Toyota/Lexus GS300h CVT|Lexus GS 300h]]
|[[ZombieVerter VCU|Communication spoofing]]
|105 kW
|-
|
|[[Toyota Prius Gen2 Inverter|Prius Gen2]]
|[[Toyota Prius Gen2 Inverter Controller|External Control Board]] ([https://openinverter.org/shop/index.php?route=product/product&product_id=68 Buy here])
|40-70 kW
|-
|
|[[Toyota Prius Gen3 Board|Prius Gen3]]
|[https://evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards Board Swap]/[[ZombieVerter VCU|Communication spoofing]]
|100 kW
|-
|
|[[Toyota/Lexus MGR Rear Transaxle Motor|MGR]]
|Prius Gen2 or Gen3 inverter
|18-50 kW (various models)
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander Rear Drive Unit|Rear Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|
|[[Mitsubishi Outlander Front Transaxle|Front Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing]]
|60-70 kW
|-
|[[:Category:BMW|BMW]]
|[[BMW i3 Inverter|i3]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=72 Board Swap]
|125-135 kW
|-
|[[Chevrolet|Chevy/Opel]]
|[[Chevrolet Volt Inverter|Volt/Ampera]]
|Board Swap
|160 kW
|-
|[[:Category:Ford|Ford]]
|[[Ford Ranger TIM Controller|Ranger]]
|Board Swap
| Unknown
|-
| Renault
|[https://openinverter.org/forum/viewtopic.php?t=4749 Zoe]
|Board Swap [WIP]
|Unknown
|-
|MG
|[https://github.com/damienmaguire/MG-EV-Inverter ZS EV]
|Board Swap [WIP]
|Unknown
|}

==Reusing Batteries==
[[File:A09A7634.jpg|thumb]]
The most expensive and probably equally defining component is the [[Batteries|battery]] that stores all the energy for running your car. Batteries are usually assembled from a number of modules that in turn contain a number of cells. Usually batteries are reused on a module level. In rare cases the battery can be [https://youtu.be/_7l0Y1GsNJ4 reused as is in its original battery] box.

While there are also various [[16-cell BMS|open source implementations]] of [https://www.youtube.com/watch?v=_QsMoCrSTYc battery management systems] (BMS) we generally recommend using as much of the OEM BMS as possible. Sometimes the [[:Category:OEM|OEM]] BMS comes as an all-in-one solution that measures cell data and spits out state of charge and power limit information. In other cases the BMS is split into module units that measure the physical data (voltages, temperatures) and a central unit that calculates the high level information.

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also incudes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

== Rapid Charging==
[[File:Ccs-socket.jpg|thumb|CCS2 rapid charging socket]]
The above mentioned onboard chargers always have limited power as the space requirements and cost rise with power. To overcome this limitation modern EVs offer external access to their HV battery via a so called [[:Category:Rapid Charging|rapid charging]] port. This allows to charge the battery with a much more powerful external charger. As a bonus it also allows [[Bidirectional Charging|taking energy from the HV battery]] and powering appliances with it.

There are 2 rapid charging protocols and 5 connector flavours world wide
{| class="wikitable"
|+
!Connector
!Communication
!Prevalent countries
!Open Source solutions
|-
|[[:Category:ChaDeMo|CHAdeMO]]
|CAN
|Japan, world wide
|[[Chademo with ESP32-Chademo|ESP32]], [[Chademo With Arduino Due|Arduino,]] [[Chademo with Zombieverter|ZombieVerter]]
|-
|CCS Combo1
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|CCS Combo2
|[[Foccci|PLC]]
|Europe
|[[Foccci]], [[pyPLC]], [[BMW I3 Fast Charging LIM Module|I3LIM]]
|-
|NACS
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|GB/T
|CAN
|China
|
|}

== Auxiliary Parts ==
We have now treated all the major building blocks of an EV, but there are many other components to complete the vehicle such as heaters, gear shifters and so on. We will summarize them here.

* [[:Category:HVJB|HV Junction Box]]
* [[:Category:HVAC|HVAC]] (Heating, Air conditioning)
* [[Vacuum Pumps]]
* [[:Category:Power Steering|Power Steering]]
* [[VCU Comparison|VCU]] (Vehicle Control Unit)
* [[Shift Controllers]]

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[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]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

==Who we are==
There is no static team or openinverter company but here we list the most active community members with links to donation or information sites:

*Johannes Hübner, openinverter founder and developer - [https://www.patreon.com/openinverter support on patreon] follow on [https://www.youtube.com/user/EngineersFear youtube] and [https://github.com/jsphuebner/ github]
*Damien Maguire, developer and most active vehicle converter - [https://evbmw.com/index.php/evbmw-webshop visit shop] [https://www.patreon.com/evbmw support on patreon] follow on [https://www.youtube.com/@Evbmw youtube] and [https://github.com/damienmaguire/ github]
*Tom de Bree, active member and developer - [https://github.com/Tom-evnut github] and [https://citini.com/ shop]
*Uwe Hennig, master of CCS - [https://www.patreon.com/uhi22 support on patreon] follow on [https://github.com/uhi22/ github]
*celeron55, developer - support via [https://www.paypal.com/paypalme/celeron55 paypal] follow on [https://www.youtube.com/user/celeron55 youtube] and [https://github.com/celeron55 github]
*Dave Fiddes, active member and developer - Follow on [https://github.com/davefiddes/ github]
*Arber Kramar, long term member and developer - [https://leafdriveblog.wordpress.com/ Follow on blogspot]
*Janosch Oppermann, active member, developer and producer - follow on [https://www.youtube.com/@foxev-content youtube]

Tesla Model S/X Large Drive Unit ("LDU")

2024-04-01T14:12:54Z

P.S.Mangelsdorf:

== Overview ==
[[File:Tesla LDU.jpg|alt=Tesla LDU|thumb|Tesla Large Drive Unit]]
The Tesla Model S/X Large Drive Unit (LDU) was the first drive unit produced by Tesla dating back to the launch of the Model S in 2012. Applications include RWD Model S & X, as well as performance AWD S & X - in both cases serving as the rear drive unit.

=== Specs: ===

* Weight: 291 lbs (132 kg)
* Input Voltage: 240-404V DC
* Power: 335 kW (~450HP) to 475 kW (~636 HP) depending on configuration
* Torque: 450 Nm (~332 ft/lb) to 650 Nm (~480 ft/lb) depending on configuration
* Max RPM: 18,000
* Gear ratio: 9.73:1

== Connections ==

=== Overview ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram|none]][[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors|none]]
=== Low-Voltage ===

==== Main I/O Plug ====
The main low-voltage connector is a 23-pin socket from the TE AMPSEAL family:

* Housing (F): 770680-1
* Pins (F): 770520-1 (20-16 AWG)

===== Connector Mapping/Pinout =====
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

==== Encoder Plug ====
A smaller 4 pin LV connector is responsible for the encoder signals. The plug is TE 444046-1; this part is EoL from TE, however the connector is [https://www.aliexpress.com/w/wholesale-444046%2525252d1.html widely available on Aliexpress].

'''Contactors'''

Please note that the contactors you purchase *may* have polarity associated with them for the low voltage control signal. If you have problems related to the pre-charge circuit working, or contactors behaving as not expected, check this!

=== High-Voltage ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

== Tesla Large Drive Unit Logic Board ==
An openinverter based control board has been made available by Damien Maguire. A "community edition" (i.e. mostly complete) version is available [https://openinverter.org/shop/index.php?route=product/product&product_id=64 here on the OI webshop], or you can have your own made from info contained in [https://github.com/damienmaguire/Tesla-Drive-Unit Damien's LDU github repo].

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter, this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly. Also check the „Boost“ as it may require an increased value of 5000-10000.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

==== Additional Resources ====
[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Tesla Setup FAQ]]

== Tuning and Parameters ==
There are several tuning threads and sets of shared parameters on the Open Inverter Forum. The two most useful collections are: [https://openinverter.org/forum/viewtopic.php?t=195&hilit=parameters Original Parameter Sharing Thread] and the [https://openinverter.org/forum/viewtopic.php?t=126 Tuning Discussion Thread].

The tuning guide [https://openinverter.org/forum/viewtopic.php?p=15385#p15385 here] has lots of useful information regarding the impact of various parameters on the LDU.

The main Open Inverter parameter definition page is located [[Parameters|here]].

== Failure Modes ==

=== Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set "Fslipspnt" nor "ampnom". You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Internal Coolant Leaks ===
The Tesla LDU is famous for springing a leak on the motor side. Right there at the inlet there is a seal to the motor shaft. It fails then coolant starts to seep into the motor itself. This rusts the hell out of the motor internally until so much sludge builds up that it looks like a mud pie. Obviously, that is less than ideal. One way to check for this sort of thing is to go to the motor side and remove the one bolt that holds the encoder into the motor housing. If the encoder is soaking wet inside or looks like there is a slurry of liquid poo in the motor then there is bad news.

I'm not sure if there is any good pathway from the motor leak to the inverter so they could be two separate issues. In fact, having taken one apart, I guess that's almost certainly the case. But, the inverter has coolant running to it as well.

Anyway, still check the encoder because that part is famous for leaking too and it ruins the motor.

== Other considerations ==
The motor itself will run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]

[[Category:OEM]] [[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]
<references />

== CAD ==
An amazing-quality solid model of this drive unit has been [https://grabcad.com/library/tesla-rear-drive-unit-1 made available on GrabCAD] by Winston Jennings.

Tesla Model S/X Large Drive Unit ("LDU")

2024-04-01T14:10:39Z

P.S.Mangelsdorf: Add links to LDU specific tuning guides

== Overview ==
[[File:Tesla LDU.jpg|alt=Tesla LDU|thumb|Tesla Large Drive Unit]]
The Tesla Model S/X Large Drive Unit (LDU) was the first drive unit produced by Tesla dating back to the launch of the Model S in 2012. Applications include RWD Model S & X, as well as performance AWD S & X - in both cases serving as the rear drive unit.

=== Specs: ===

* Weight: 291 lbs (132 kg)
* Input Voltage: 240-404V DC
* Power: 335 kW (~450HP) to 475 kW (~636 HP) depending on configuration
* Torque: 450 Nm (~332 ft/lb) to 650 Nm (~480 ft/lb) depending on configuration
* Max RPM: 18,000
* Gear ratio: 9.73:1

== Connections ==

=== Overview ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram|none]][[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors|none]]
=== Low-Voltage ===

==== Main I/O Plug ====
The main low-voltage connector is a 23-pin socket from the TE AMPSEAL family:

* Housing (F): 770680-1
* Pins (F): 770520-1 (20-16 AWG)

===== Connector Mapping/Pinout =====
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

==== Encoder Plug ====
A smaller 4 pin LV connector is responsible for the encoder signals. The plug is TE 444046-1; this part is EoL from TE, however the connector is [https://www.aliexpress.com/w/wholesale-444046%2525252d1.html widely available on Aliexpress].

'''Contactors'''

Please note that the contactors you purchase *may* have polarity associated with them for the low voltage control signal. If you have problems related to the pre-charge circuit working, or contactors behaving as not expected, check this!

=== High-Voltage ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

== Tesla Large Drive Unit Logic Board ==
An openinverter based control board has been made available by Damien Maguire. A "community edition" (i.e. mostly complete) version is available [https://openinverter.org/shop/index.php?route=product/product&product_id=64 here on the OI webshop], or you can have your own made from info contained in [https://github.com/damienmaguire/Tesla-Drive-Unit Damien's LDU github repo].

This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter, this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly. Also check the „Boost“ as it may require an increased value of 5000-10000.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

==== Additional Resources ====
[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Tesla Setup FAQ]]

== Tuning and Parameters ==
There are several tuning threads and sets of shared parameters on the Open Inverter Forum. The two most useful collections are: [https://openinverter.org/forum/viewtopic.php?t=195&hilit=parameters Original Parameter Sharing Thread] and the [https://openinverter.org/forum/viewtopic.php?t=126 Tuning Discussion Thread].

The tuning guide [https://openinverter.org/forum/viewtopic.php?p=15385#p15385 here] has lots of useful information regarding the impact of various parameters on the LDU.

== Failure Modes ==

=== Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set "Fslipspnt" nor "ampnom". You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Internal Coolant Leaks ===
The Tesla LDU is famous for springing a leak on the motor side. Right there at the inlet there is a seal to the motor shaft. It fails then coolant starts to seep into the motor itself. This rusts the hell out of the motor internally until so much sludge builds up that it looks like a mud pie. Obviously, that is less than ideal. One way to check for this sort of thing is to go to the motor side and remove the one bolt that holds the encoder into the motor housing. If the encoder is soaking wet inside or looks like there is a slurry of liquid poo in the motor then there is bad news.

I'm not sure if there is any good pathway from the motor leak to the inverter so they could be two separate issues. In fact, having taken one apart, I guess that's almost certainly the case. But, the inverter has coolant running to it as well.

Anyway, still check the encoder because that part is famous for leaking too and it ruins the motor.

== Other considerations ==
The motor itself will run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]

[[Category:OEM]] [[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]
<references />

== CAD ==
An amazing-quality solid model of this drive unit has been [https://grabcad.com/library/tesla-rear-drive-unit-1 made available on GrabCAD] by Winston Jennings.

Web Interface

2023-10-24T12:32:38Z

P.S.Mangelsdorf: Clarified instructions for connecting to the web interface for the first time.

The web interface does all the tedious serial commands in the background and allows you to control, parametrize and monitor your inverter via Wifi!

'''Connecting to the Web Interface:''' Disconnect your device (phone, laptop, etc) from any other wifi networks. Connect the Wifi module to the inverter (if it is not already). On your device, connect to the "inverterX" wifi network with the supplied credentials (default PW is inverter123) and then use a browser to go to http://192.168.4.1.

Once in the web interface, there are options to have the inverter connect to another wifi network and to change the inverter's wifi network name and password. If you have multiple wifi equipped boards on your vehicle, it is highly recommended that you change their network names to make them easily identifiable (ex: inverter, charge control, VCU etc).
[[File:Commands.png|alt=Top section: commands|thumb|Top section: commands]]

=== Commands ===
'''Save Parameters to Flash''' saves the current parameter values and the CAN message configuration onto the embedded flash. In other words, if you make changes to the latter and do not hit this button your changes will be lost at the next power cycle.

Likewise, '''Restore Parameters from Flash''' will do the opposite, it will load the last saved parameter values and CAN configuration from flash memory in case you messed up your configuration

'''Restore Defaults''' = factory reset. You can see the default values in the table below.

'''Start Inverter in manual Mode''' Just turns on the PWM. It takes parameters ampmin and flslipspnt and runs the motor closed loop. It does NOT close the DC switch, ignores throttle input and does not check for various start conditions. Careful!

'''Stop Inverter''' - just that

'''Display Error Memory''' - shows the latest 4 errors. Errors are only reset by power cycling. See: [[Errors]] for list of errors.

'''Reset CAN Mapping''' - Deletes all CAN configuration
[[File:Parameters.png|alt=Parameter section|thumb|Parameter section]]
'''Send Custom Command''' - since not all terminal commands are brought out to the web interface you can enter them here. Like adding the hidden flag to channels

=== Update ===
Allows you to upload a firmware update in form of a *.bin file that is then transferred to the STM32. Make sure you're not running a plot or a gauge or are continuously refreshing while doing this! If you upload any other, non-bin file it will be placed into the ESP8266 flash memory. You can make use of that to modify the web interface itself.

=== Parameters ===
The '''Download Parameter File''' link lets you save your currently displayed [[Parameters|configuration]] as a human-readable JSON file. Likewise you can use the '''Upload''' field below it to upload an earlier saved file or one that you found on the internet. Before doing this, open the file in a text editor and make sure you remove any parameter that is custom to your application.

'''Messages''' displays the inverters response to the last command.

'''Toggle Category Visibility''' collapses or or expands the categories to un-clutter your display.

Numeric parameters have an up/down type numeric box. When you type a value and press enter or go to a different box the value will be sent to the inverter. Enum-parameters have a dropdown list. As soon as you select something new it will be sent to the inverter.

Parameters can not be set to values outside of the Min/Max range. The resolution of the parameters is roughly 0.05.
[[File:Spot values.png|alt=Spot values|thumb|Spot values]]

=== Spot values ===
This table lets you select values for plotting, gauging or mapping to CAN. You can also check the '''Auto''' box next to the refresh button to continuously refresh the values.

You can select values by clicking the "l" checkbox and then hit '''Show Gauges''' to open a new window where the specified values are constantly polled and displayed. Likewise you can hit the '''Show Data Logger''' button to generate a CSV logfile from selected values.

You can select "l" or "r" to plot values on the left or right axis of the plot discussed next.

Finally you can enter a CAN specification (see [[CAN communication]]) to map a value to or read it from the CAN bus. Pro tip: you can only map each value once. If you want to map it more than once use the '''Send Custom Command''' function with the "can" command!

Hitting '''Unmap''' will remove the given value from all CAN messages.
[[File:Plot.png|alt=Signal Plotter|thumb|Signal Plotter]]

=== Plot ===
Finally maybe the best part, the plotting facility. It lets you plot as many signals as you want at the appropriate update rate. The fewer signals you select, the higher the update rate. The ESP8266 communicates with the STM32 via a 1 MBit/s serial link. So with the highest burst length you can plot one signal at roughly a 100µs time resolution. That is in real time. You can easily see the sine wave character of the current sensors that way.
[[File:High speed plot.png|alt=High speed plot of resolver signals|thumb|High speed plot of resolver signals]]
The '''Limit Data points to''' field lets you specify how many data points per signal are displayed in the plot a once. It is limited to 10000 points. The '''Burst Length''' lets you specify how many data points are obtained from the inverter at each polling cycle. So for long term plotting you would limit the data points to 10000 and have a burst length of 1. This would fit roughly 40 minutes of data in one screen (one poll cycle takes roughly 250ms). For real time plots you would limit to 1000 points and poll 1000 points. It will look like a slowly updating scope and give you about 100ms of data.
[[Category:OpenInverter]] [[Category:Tutorial]] [[Category:CAN]]

Nissan Leaf Motors

2023-08-20T23:14:26Z

P.S.Mangelsdorf: Added information/clarification regarding Leaf generations

The '''Nissan EM''' motor is an electrical motor series manufactured by Nissan Motors. It is used in a variety of vehicles, mainly the Nissan Leaf. They are 3-phase AC synchronous power electric motors, utilizing interior neodymium permanent magnets.

=== Significant Community Projects ===
Openinverter development on the Nissan Leaf platform is fairly mature. The Openinverter forum section dedicated to Nissan components is [https://openinverter.org/forum/viewforum.php?f=4 here]. While the Leaf has only 2 official generations (as of 2023), the forums tend to refer to ‘gen1’, gen2’ and ‘gen3’ packages.

The official 1st generation Leaf (2010-2017) included two different motor packages, which the forum refers to as gen1 and gen2. Gen1 refers to the EM61 package. Gen2 refers to the early EM57 package.

The forum uses Gen3 to refer to the late EM57 package<ref>https://openinverter.org/forum/viewtopic.php?p=15702#p15702</ref>, found in the official 2nd generation Leaf (2018+). The EM57 packages are visually identical, but gen2 has a silver upper case and gen3 has a black upper case.

The EM47 platform (used in \Nissan's e-POWER lineup, which is a series hybrid platform) has received very little development as of early 2023.

There have been a number of open source community projects based on the Nissan Leaf. These are listed, with links and proper attribution, in this section.

* BRAT INDUSTRIES has motor couplers and adapter plates available here https://bratindustries.net/ and has opensourced an adapter plate for the EM57 motor, which can be found [[Nissan leaf motor couplers and adapter plates|here]].

* Open inverter replacement board for gen2 inverter: [[Nissan Leaf Gen2 Board]].

* ZombieVerter VCU can bus controller: [[ZombieVerter VCU|ZombieVerter VCU.]]
== EM61 ==
[[File:EM61.png|thumb|EM61 Dimensions ]]
[[File:Em61 motor.png|thumb|390x390px|em61 motor tear down|left]]

The

EM61 made its debut in 2010. It was used only in the first generation Nissan Leaf (ZE0 2010-2012). It is a stand alone IPMSM motor, with a theoretical peak power output of a 250kw+.

Regarded as Nissan’s ‘R&D’ motor, due to the presence of stronger rare earth magnets. This results in a slightly higher torque output efficiency than the second generation EM57 motor.

In the stock OEM leaf, the motor was battery and inverter limited to 80kw and made 280Nm of peak torque.
== EM57 ==
[[File:Em57.jpg|thumb|373x373px|em57 motor]]
The EM57 is an improvement over the first generation. It was first released with the AZE0 Nissan Leaf refresh in 2013.

This motor features a smaller footprint, allowing for 11.7 kg of weight savings in the inverter/motor package. The motor also trades some peak torque for a more efficient power range.

This link leads to maintenance document for resolver wiring:

https://openinverter.org/forum/viewtopic.php?p=47467#p47467

The EM57 utilizes a stacking architecture for the power electrons, compared to the isolated nature of the EM61 motor. Whereas the inverter and motor of the EM61 were separate units connected by cables, the EM57 is an integrated package that is bolted together.

Nissan has continued to use the EM57 motor through multiple generation of vehicles, resulting in mechanically plug and play OEM inverter upgrades.

Inverters currently compatible with the EM57 motor:

* gen 2 leaf 80kw inverter
* gen 3 leaf 110kw inverter
* gen 3 leaf 160kw inverter
It is used in the following electric vehicles:

* Nissan Leaf (AZE0 2013-2017)
* Nissan e-NV200 (2014-Present)
* Nissan Leaf (ZE1 40kWh, 2018-Present)
* Nissan Leaf (ZE1 62kWh, 2019-Present)

It is also used in the following hybrids:

* Nissan Note e-Power (2017-Present)
* Nissan Serena e-Power (2018-Present)

=== EM57 Dimensions ===
The below photographs show the rough dimensions of the EM57. These photos were taken from https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439, which has more detailed information.
[[File:6879B701-0DB1-44B4-9051-8A35259B27B9.jpg|none|thumb|341x341px|EM57 motor. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

[[File:9511A7C4-6DEB-47F1-A4AA-D0C0267F70E0.jpg|none|thumb|EM57 motor side. Source: https://www.diyelectriccar.com/threads/nissan-leaf-cad-files.203894/#post-1064439]]

=== EM57 Plugs and connectors ===
The resolver plug is Yazaki 7283-8855-30 (https://www.auto-click.co.uk/7283-8855-30?search=7283-8855-30)
[[File:ResolverPicture.jpg|none|thumb]]

== EM47 ==
The EM47 motor released in 2020 with the refreshed Nissan Note. It is only used in Nissan's e-POWER lineup, which is a series hybrid platform. It features a 40% size reduction and 30% weight reduction

It is used in the following hybrids:

* Nissan Note e-Power (2020-Present)

== Citations ==
[[Category:Nissan]] [[Category:Motor]] [[Category:OEM]]

CAN communication

2023-07-18T11:54:03Z

P.S.Mangelsdorf: Added clarification regarding gain settins

The Revision 2 main board supports CAN communication. The CAN bus can be used for configuration and for obtaining values like voltages, input states etc. The CAN messages are configurable and can be adjusted to be compatible with existing equipment.

Since firmware 3.75 throttle and digital inputs can be controlled via CAN.

Be aware that all CAN mapping uses decimal numbers. So COB ID 0x123 must be entered as '''291'''

== Controlling throttle via CAN ==
If you want to send the throttle and regen magnitude commands via CAN rather then via analog inputs you have to set "potmode" to "CAN" (=2). Next you have to map a CAN message to pot and optionally pot2. So say you have a digital throttle that sends values from 0 to 1000 for 0 to 100% travel on CAN-Id 100 in the first two bytes.
* Configure potmin=0 and potmax=1000
* Map CAN message to pot: can rx pot 100 0 16 32
The last parameter, 32, tells the CAN module to apply the internal fixed point scaling.

CAN messages must be received every 500ms, otherwise throttle times out and is set to 0.

== Controlling Digital IO via CAN ==
6 signals, namely cruise, start, brake, forward, backward and bms can be controlled via CAN. The CAN message is ORed to the physical inputs so you can have mixed signals also. Digital CAN IO doesn't need to be explicitely configured, it works as soon as you map a CAN message to "canio". "canio" is bit-encoded:
* Bit 0: cruise
* Bit 1: start
* Bit 2: brake
* Bit 3: forward
* Bit 4: reverse
* Bit 5: bms
So say you have a BMS that transmits an over/under voltage bit on CAN Id 200, 2nd data bit
can rx canio 200 2 1 1024
Note the 1024x gain that shifts the bit into the correct position (5 fraction bits plus 5th data bit). In this case all other IOs remain traditional, only BMS is controlled via CAN. Note that you cannot map multiple CAN messages onto "canio" as they would overwrite each other.

If you have a managed to mangle all 6 bits into one message, say CAN Id 300, first 6 bits the mapping is done like so
can rx canio 300 0 6 32
The same timeout mechanism is used as for throttle control, so after 500ms with no message the CAN-mapped inputs are assumed off. Traditional inputs remain unaffected.

== Setting and reading parameters via SDO ==
The abbreviation SDO is taken from the CANOpen protocol. It assigns a certain meaning to the 8 data bits of a CAN frame.

Note that SDO semantics (cmd) were changed since version 5.20.R of the inverter firmware. Old cmd value is in ()
{| class="wikitable"
!Purpose
!CAN-Id
!Byte 1 (Cmd)
!Bytes 2-3 (Index)
!Byte 4 (Subindex)
!Bytes 5-8 (Data)
|-
|Set Value
|0x601
|0x23 (0x40)
|0x2000
|Value Index
|Value x 32
|-
|Set Value Reply
|0x581
|0x60 (0x23)
|0x2000
|Value Index
|Value x 32
|-
|Get Value
|0x601
|0x40 (0x22)
|0x2000
|Value Index
|don't care
|-
|Get Value Reply
|0x581
|0x43
|0x2000
|Value Index
|Value x 32
|-
|Map Value TX to COB ID yyy
|0x601
|0x23 (0x40)
|0x3yyy
|Value Index
|Byte 5: bit offset, Byte 6: bit length, Bytes 7,8: scaling
|-
|Map Value RX to COB ID yyy
|0x601
|0x23 (0x40)
|0x4yyy
|Value Index
|Byte 5: bit offset, Byte 6: bit length, Bytes 7,8: scaling
|-
|Abort - invalid index
|0x581
|0x80
|Index of request
|Value Index
|Abort Code = 0x06020000
|-
|Abort - value out of range
|0x581
|0x80
|Index of request
|Value Index
|Abort Code = 0x06090030
|-
|Set Param
|0x601
|0x23 (0x40)
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|-
|Set Param Reply
|0x581
|0x60 (0x23)
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|-
|Get Param
|0x601
|0x40 (0x22)
|0x21xx xx=MSB UID
|Param UID LSB
|don't care
|-
|Get Param Reply
|0x581
|0x43
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|}
The value index must be determined by counting the output of the list command. E.g. "boost" at the very top has index 0, potnom has index 77. The indexes can change over firmware versions as new parameters are added somewhere in between.

The Get/Set Param commands use the unique parameter identifier assigned to each savable parameter. These do not vary between firmware versions. Only savable parameters not spot values can be read and written by these commands.

==== Examples ====
<code>0x601 # 0x40 0x00 0x20 0x00 0 0 0 0</code> Get value of "boost"

<code>0x601 # 0x23 0x00 0x20 0x01 0x80 0x0C 0 0</code> Set "fweak" to 100Hz (0xC80=3200 because scaled by 32)

<code>0x601 # 0x23 0xAA 0x31 0x01 0x08 0x10 1 0</code> Map value of fweak to COB ID 0x1AA, starting at bit 8, stretching 16 bits, scaled by 1

<code>0x601 # 0x40 0x10 0x20 0x0D 0 0 0 0</code> Get value of "pwmfrq" on any firmware version or build (0x0D = 13 from the PARAM_ENTRY() for "pwmfrq" in param_prj.h)

== Mapping values to arbitrary CAN messages ==
Values can be mapped into a certain bit range of the 64 payload bits of a CAN message. They can either be read from the message or sent via a message. To do so enter
can tx udc 123 0 16 10
This maps the value of udc to a CAN message with id 123 bits 0..15 (start at bit 0, span over 16 bits) with a gain of 10.
can tx din_forward 123 24 1 1
would map the pin state of the forward input to bit 24 of CAN message with id 123.

If you want to clear all messages, type
can clear
If you want to remove only a specific signal (starting version 4.18.R) type
can del <name>
To save your can map simply type "save".

[https://openinverter.org/forum/viewtopic.php?t=1468 idcmin, idcmax example]

=== Mapping Values through the web interface ===
Value can also be mapped through the web interface.

[[File:Spot values.png|alt=Spot values|thumb|Spot values]]

* CAN Id
** This is the Can Id assigned to the message. Remember, all CAN mapping uses decimal numbers. So ID 0x123 must be entered as '''291.''' Here is a converter to help: https://www.rapidtables.com/convert/number/hex-to-decimal.html
* Position
** This is where in the 64 bit length of the CAN message the data should start.
* Bits
** How many bits are assigned to send the data.
* Gain
** This applies the internal scaling. Pre FW v5.27 this is fixed point (integers only). FW v5.27 and later is floating point (decimals allowed).
** Your gain needs to be opposite of the receiving end's scaling. For example, the Speedhut EV gauges list a scaling of 0.1, meaning they apply that to incoming messages, so you need to transmit with a gain of 10.
* Map to CAN
** TX to tell the control board to transmit the data onto the CANBUS
** RX to tell the control board to expect to receive this data from the CANBUS

=== Limits ===
* A maximum of 10 messages can be defined
* Per message a maximum of 8 values can be mapped
* a value can not span across the 32-bit boundary, i.e. it must be fully contained in the first or second 32 bits of the message. E.g. "can tx udc 123 16 32 10" is not allowed
* A value can span maximum 32 bits

== [[wikipedia:Endianness|Endianness]] ==
CAN messages sent to, or received from the inverter are Little-endian.

If you are sending or receiving messages containing multi-byte values then the byte order must be taken into account.

== PC Tool ==
A PC based tool called [https://pypi.org/project/openinverter-can-tool/ openinverter_can_tool] exists to query and control openinverter systems over CAN bus with a supported CAN interface adapter.

[[Category:CAN]] [[Category:OpenInverter]]

CAN communication

2023-07-18T11:49:49Z

P.S.Mangelsdorf: Added reminder that IDs are input in decimal, not hex

The Revision 2 main board supports CAN communication. The CAN bus can be used for configuration and for obtaining values like voltages, input states etc. The CAN messages are configurable and can be adjusted to be compatible with existing equipment.

Since firmware 3.75 throttle and digital inputs can be controlled via CAN.

Be aware that all CAN mapping uses decimal numbers. So COB ID 0x123 must be entered as '''291'''

== Controlling throttle via CAN ==
If you want to send the throttle and regen magnitude commands via CAN rather then via analog inputs you have to set "potmode" to "CAN" (=2). Next you have to map a CAN message to pot and optionally pot2. So say you have a digital throttle that sends values from 0 to 1000 for 0 to 100% travel on CAN-Id 100 in the first two bytes.
* Configure potmin=0 and potmax=1000
* Map CAN message to pot: can rx pot 100 0 16 32
The last parameter, 32, tells the CAN module to apply the internal fixed point scaling.

CAN messages must be received every 500ms, otherwise throttle times out and is set to 0.

== Controlling Digital IO via CAN ==
6 signals, namely cruise, start, brake, forward, backward and bms can be controlled via CAN. The CAN message is ORed to the physical inputs so you can have mixed signals also. Digital CAN IO doesn't need to be explicitely configured, it works as soon as you map a CAN message to "canio". "canio" is bit-encoded:
* Bit 0: cruise
* Bit 1: start
* Bit 2: brake
* Bit 3: forward
* Bit 4: reverse
* Bit 5: bms
So say you have a BMS that transmits an over/under voltage bit on CAN Id 200, 2nd data bit
can rx canio 200 2 1 1024
Note the 1024x gain that shifts the bit into the correct position (5 fraction bits plus 5th data bit). In this case all other IOs remain traditional, only BMS is controlled via CAN. Note that you cannot map multiple CAN messages onto "canio" as they would overwrite each other.

If you have a managed to mangle all 6 bits into one message, say CAN Id 300, first 6 bits the mapping is done like so
can rx canio 300 0 6 32
The same timeout mechanism is used as for throttle control, so after 500ms with no message the CAN-mapped inputs are assumed off. Traditional inputs remain unaffected.

== Setting and reading parameters via SDO ==
The abbreviation SDO is taken from the CANOpen protocol. It assigns a certain meaning to the 8 data bits of a CAN frame.

Note that SDO semantics (cmd) were changed since version 5.20.R of the inverter firmware. Old cmd value is in ()
{| class="wikitable"
!Purpose
!CAN-Id
!Byte 1 (Cmd)
!Bytes 2-3 (Index)
!Byte 4 (Subindex)
!Bytes 5-8 (Data)
|-
|Set Value
|0x601
|0x23 (0x40)
|0x2000
|Value Index
|Value x 32
|-
|Set Value Reply
|0x581
|0x60 (0x23)
|0x2000
|Value Index
|Value x 32
|-
|Get Value
|0x601
|0x40 (0x22)
|0x2000
|Value Index
|don't care
|-
|Get Value Reply
|0x581
|0x43
|0x2000
|Value Index
|Value x 32
|-
|Map Value TX to COB ID yyy
|0x601
|0x23 (0x40)
|0x3yyy
|Value Index
|Byte 5: bit offset, Byte 6: bit length, Bytes 7,8: scaling
|-
|Map Value RX to COB ID yyy
|0x601
|0x23 (0x40)
|0x4yyy
|Value Index
|Byte 5: bit offset, Byte 6: bit length, Bytes 7,8: scaling
|-
|Abort - invalid index
|0x581
|0x80
|Index of request
|Value Index
|Abort Code = 0x06020000
|-
|Abort - value out of range
|0x581
|0x80
|Index of request
|Value Index
|Abort Code = 0x06090030
|-
|Set Param
|0x601
|0x23 (0x40)
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|-
|Set Param Reply
|0x581
|0x60 (0x23)
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|-
|Get Param
|0x601
|0x40 (0x22)
|0x21xx xx=MSB UID
|Param UID LSB
|don't care
|-
|Get Param Reply
|0x581
|0x43
|0x21xx xx=MSB UID
|Param UID LSB
|Value x 32
|}
The value index must be determined by counting the output of the list command. E.g. "boost" at the very top has index 0, potnom has index 77. The indexes can change over firmware versions as new parameters are added somewhere in between.

The Get/Set Param commands use the unique parameter identifier assigned to each savable parameter. These do not vary between firmware versions. Only savable parameters not spot values can be read and written by these commands.

==== Examples ====
<code>0x601 # 0x40 0x00 0x20 0x00 0 0 0 0</code> Get value of "boost"

<code>0x601 # 0x23 0x00 0x20 0x01 0x80 0x0C 0 0</code> Set "fweak" to 100Hz (0xC80=3200 because scaled by 32)

<code>0x601 # 0x23 0xAA 0x31 0x01 0x08 0x10 1 0</code> Map value of fweak to COB ID 0x1AA, starting at bit 8, stretching 16 bits, scaled by 1

<code>0x601 # 0x40 0x10 0x20 0x0D 0 0 0 0</code> Get value of "pwmfrq" on any firmware version or build (0x0D = 13 from the PARAM_ENTRY() for "pwmfrq" in param_prj.h)

== Mapping values to arbitrary CAN messages ==
Values can be mapped into a certain bit range of the 64 payload bits of a CAN message. They can either be read from the message or sent via a message. To do so enter
can tx udc 123 0 16 10
This maps the value of udc to a CAN message with id 123 bits 0..15 (start at bit 0, span over 16 bits) with a gain of 10.
can tx din_forward 123 24 1 1
would map the pin state of the forward input to bit 24 of CAN message with id 123.

If you want to clear all messages, type
can clear
If you want to remove only a specific signal (starting version 4.18.R) type
can del <name>
To save your can map simply type "save".

[https://openinverter.org/forum/viewtopic.php?t=1468 idcmin, idcmax example]

=== Mapping Values through the web interface ===
Value can also be mapped through the web interface.

[[File:Spot values.png|alt=Spot values|thumb|Spot values]]

* CAN Id
** This is the Can Id assigned to the message. Remember, all CAN mapping uses decimal numbers. So ID 0x123 must be entered as '''291.''' Here is a converter to help: https://www.rapidtables.com/convert/number/hex-to-decimal.html
* Position
** This is where in the 64 bit length of the CAN message the data should start.
* Bits
** How many bits are assigned to send the data.
* Gain
** This applies the internal fixed point scaling.
* Map to CAN
** TX to tell the control board to transmit the data onto the CANBUS
** RX to tell the control board to expect to receive this data from the CANBUS

=== Limits ===
* A maximum of 10 messages can be defined
* Per message a maximum of 8 values can be mapped
* a value can not span across the 32-bit boundary, i.e. it must be fully contained in the first or second 32 bits of the message. E.g. "can tx udc 123 16 32 10" is not allowed
* A value can span maximum 32 bits

== [[wikipedia:Endianness|Endianness]] ==
CAN messages sent to, or received from the inverter are Little-endian.

If you are sending or receiving messages containing multi-byte values then the byte order must be taken into account.

== PC Tool ==
A PC based tool called [https://pypi.org/project/openinverter-can-tool/ openinverter_can_tool] exists to query and control openinverter systems over CAN bus with a supported CAN interface adapter.

[[Category:CAN]] [[Category:OpenInverter]]

Main Page Old

2023-01-18T12:44:52Z

P.S.Mangelsdorf: Added CAN communication page to list of CAN standard links

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

You undertake '''your''' project at '''your own risk.'''

'''The information provided on this wiki and the support forums is intended as information only'''. The Open Inverter project and contributors to the forums and this wiki take no responsibility for how you use the information on this site, nor any liability for injuries, or death, that may result from your actions.

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

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

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

https://www.evbmw.com/,

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

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

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

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

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

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

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

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

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

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

such efforts include:

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

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

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

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

= Getting Started =

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

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

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

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

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

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

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

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

===FAQ===

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

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

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

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

=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]]
*[[Main Board Version 3]]
*[[Main Board Version 2]]
*[[Main Board Version 1]]
*[[Sense Boards]]
*[[Gate Driver]]
*[[Sensor Board|Legacy Sensor Board]]
*[[OEM Repurposing]]
|Quite flexible in its application. The Open Inverter can be used to build a custom inverter itself where you supply the high power and high voltage components to create your own inverter, or to be used as the basis to take over control of OEM inverters so that they can drive nearly any attached motor to that inverter.
|-
| rowspan="3" |'''Open Inverter Software'''
*[[Using FOC Software]]
*[[Downloads]]
*[[Features]]
*[[Web Interface]]
*[[Battery Charging]]
*[[Errors]]
*[[CAN communication]]
*[[Parameters]] (Tune your inverter)
*[[Configuration Files]]
*[[Software Theory of Operation]]
*[[Open Inverter Testing]]
|Two of the more important software aspects to master are below.
|-
|'''CAN communication'''

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

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

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

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

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

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

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

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

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

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

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

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

Main Page Old

2021-11-13T00:40:07Z

P.S.Mangelsdorf: Made sure that clicking Parameters at the top enables user to actually find parameter definitions.

=== Welcome to the open inverter wiki, please take your time to read! ===
The open inverter community is growing and moving quickly.

Stay up-to-date with the latest developments and findings, please check out the [https://openinverter.org/forum/index.php forums]

To edit the wiki, login with your forum credentials.

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

Developers of various projects are often bombarded with private messages and emails. Managing these emails and question is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team!

Consider donating to the many developers that have made all this possible: [https://www.patreon.com/openinverter www.patreon.com/openinverter], https://www.evbmw.com/, https://www.paypal.com/paypalme/celeron55

The information provided on this wiki and the support forums is intended as information only. The Open Inverter project and it's contributors take no responsibility for how you use the information contained within these pages, nor any liability for injuries, or death, that may result from your actions.

You undertake '''your''' project at '''your own risk.'''

= Introduction =
The open inverter project originates from Johannes Hübner designing/building his own open source AC motor controller, dubbed the "open inverter"

With the rising popularity/availability of hybrid and electric vehicles, there is a growing supply of high quality and relatively inexpensive parts from auto-wreckers.

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

* ev conversion
* energy storages
* power generation
* charging infrastructure
* etc

Open inverter projects now span over many different areas surrounding PEV, HEV, and PHEV components, such as:
* motor controllers
* 1-3 phase power converters
* dc/dc converts
* buck/boost converters
* battery management systems
* vehicle integration
* etc

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

Theres 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:

* mother board/brain replacement
*[[Getting started with CAN bus|canbus/linbus]]
*[[wikipedia:Synchronous_serial_communication|sync serial]]
*[[wikipedia:FlexRay|flexray]]
*[[wikipedia:Pulse-width_modulation|pwm]]
* firmware/software reprogramming
* ect

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

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

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

= Getting Started =

=== Its r'''ecommend reading the [[Glossary of Terms]] before continuing further.'''===

=== EV conversions: ===
A few main parts are needed for a ev conversion, such as:
*[[Motors]]
* inverters
*[[Batteries]]
*[[Charger|Chargers / charge controllers]]
*[[DC/DC Converter|DC/DC Converters]]
* HV Junction Box
*[[Heaters]]
* brake assist
** Vacuum Pumps
** electronic brake boosters

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

=== OEM Parts: ===
A variety of OEM manufacture parts members of the community have reversed engineered for custom use cases:
*[[BMW]]
*[[Isabellenhütte Heusler]]
*[[Mercedes]]
*[[Nissan]]
*[[Tesla]]
*[[Toyota]]
*[[Chevrolet]]
*[[Mistubishi]]
*[[Volkswagon]]

=== FAQ ===

* [[Common Inverter FAQ]] - questions common to all hardware variants
*[[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units

{| class="wikitable"
|+

!
==== Open Inverter (Core Project/s) ====
!
!
==== Open Inverter Related Projects / Control Boards ====
|-
|'''core universal hardware and software components'''

| rowspan="7" |
|
|-
|'''ZombieVerter VCU'''
*[[ZombieVerter VCU]]
*[[Web Interface (ZombieVerter VCU)|Web Interface]]
*[[OEM component compatibility]]
| rowspan="2" |'''[[Tesla|Tesla Small Drive and Large Drive Units:]]'''
commonly there is a large drive unit and small drive unit available.

These combine the inverter and motor into a single package. The

control boards for these replace the existing control board within them.
|-
| rowspan="3" |
====== Open Inverter Hardware ======
*[[Hardware Theory of Operation]]
*[[Schematics and Instructions]] - for the "vanilla" inverter kit.
*[[Mini Mainboard]]
*[[Main Board Version 3]]
*[[Main Board Version 2]]
*[[Main Board Version 1]]
*[[Sense Boards]]
*[[Gate Driver]]
*[[Sensor Board|Legacy Sensor Board]]
*[[OEM Repurposing]]

|-
|'''[[Lexus GS450h Inverter|Lexus GS450h Inverter / VCU:]]'''
the GS450h provides a gearbox (where the motors are located)

combined with the original inverter, this board looks to control

the inverter and the gearbox itself to 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.
|-
| rowspan="2" |
======'''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]]
|'''[[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
|-
|
|
|[[OEM Repurposing|All Control Boards / OEM Inverters]]

|-
|
|
|
|-
| colspan="3" |
====== 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]]
|-
|
|
|
|-
| colspan="3" |
==== 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]
|-
| colspan="3" |
|-
| colspan="3" |
====== Use inverter as a battery Charger ======
Both the open inverter and some OEM inverters can be used as a battery charger, further saving on component costs. You can read more about how the open inverter and the theory of charging [[Battery Charging|here]]

|}

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

= Legalities =
* [[Legalities|Legalities around conversion projects]]
Different countries have different legislation, if you want you car to certified for the road in your country please take the time to review this section.

= Conversion Projects =
* [[VW Polo 86C Conversion]]
* [[Touran 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]
* [https://openinverter.org/forum/viewforum.php?f=11 Further Projects on the forum]

Tesla

2021-08-05T12:31:41Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]
* [https://epc.tesla.com/en/catalogs Tesla EPC (Electronic Parts Catalogue)]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

<nowiki>**</nowiki>UPDATED 6 May 2021: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}
SDU: Small Drive Unit (note: there are two different cases for the SDU, front and rear)

LDU: Large Drive Unit

Tesla

2021-05-06T13:12:28Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

<nowiki>**</nowiki>UPDATED 6 May 2021: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}

Tesla

2021-05-06T13:11:47Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

UPDATED 6 May 2021: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}

Tesla

2021-05-06T13:10:03Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |*
* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X
*
*
* ** UPDATED 6 May 2021: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}

Tesla

2021-05-06T13:09:44Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |*
* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X
*
*
* <nowiki>** UPDATE: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}

Tesla

2021-05-06T13:08:25Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

<nowiki>**</nowiki> Sources disagree as to whether the Base and Sport LDU's have different hardware, or merely different firmware.

If the latter is true, the difference is eliminated by using the EVBMW/Open Inverter drop in board.

UPDATE: Based on thread found here: [https://openinverter.org/forum/viewtopic.php?f=10&t=1625 Teardown - Tesla LDU - Inverter - openinverter forum], the base and sport LDUs use different IGBTs
|}

Tesla

2021-05-06T13:07:43Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

<nowiki>**</nowiki> Sources disagree as to whether the Base and Sport LDU's have different hardware, or merely different firmware.

If the latter is true, the difference is eliminated by using the EVBMW/Open Inverter drop in board.

UPDATE: Based on thread found here: Teardown - Tesla LDU - Inverter - openinverter forum, the base and sport LDUs use different IGBTs
|}

Tesla

2021-03-18T00:01:14Z

P.S.Mangelsdorf: /* Sourcing Tesla Drive Units */ Tweaks to table, added footnote

* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Contactors]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]
* [[Tesla model s|Tesla DC/DC converter]]

=== Sourcing Tesla Drive Units ===
{| class="wikitable"
|+2012-2017* Model S/X Drive Units
!Trim Designation
!Front Drive Unit
!Rear Drive Unit
|-
|'''##'''
|''N/A''
|Base LDU
|-
|'''P##'''
|''N/A''
|Sport** LDU
|-
|'''##D'''
|SDU
|SDU
|-
|'''P##D'''
|SDU
|Sport LDU
|-
| colspan="3" |* Depending on the source, in either 2017 or 2019 Tesla began changing drive unit selections in the Model S and X

<nowiki>**</nowiki> Sources disagree as to whether the Base and Sport LDU's have different hardware, or merely different firmware.

If the latter is true, the difference is eliminated by using the EVBMW/Open Inverter drop in board.
|}

Tesla

2021-03-17T23:57:23Z

P.S.Mangelsdorf: Added table correlating trim to drive unit

Tesla Setup FAQ

2020-04-06T11:52:48Z

P.S.Mangelsdorf:

The following are FAQ's for setting up the Tesla boards. More information is available on the support threads of the forum. If you ask a question and get an answer, please add to this page.

'''If I bought a fully built board from EVBMW, do I need to do initial programming?'''
All fully built boards from EVBMW are programmed and ready for testing and use. Firmware updates may be accomplished over the web interface and may be downloaded here :
https://github.com/jsphuebner/stm32-sine/releases

'''Do I need to do any testing or change any settings before I get started?'''

It is recommended to perform initial tests at a low DC bus voltage in order to confirm correct operation of the drive unit and logic board. The voltage should be between around 40 and 100v dc. Some parameters need to be set to enable operation at these voltages.
UDCSW set to 0.
UDCMIN set to 0.
You will need to perform a manual precharge or set UDCSW to about 10v less than your test voltage and use drive unit contactor control.
Don't forget to reset these parameters to their original values when finished testing.

Also, some parameters need to be adjusted for your application. See the parameter descriptions. If you don't know where to start, take a look at the Parameters thread here: https://openinverter.org/forum/viewtopic.php?f=10&t=195 or the configuration files here: https://openinverter.org/wiki/Configuration_Files

'''Can I power up the board and make changes without the high voltage?'''

Yes, Once 12v power is applied to the board or drive unit the wifi interface becomes available. Simply connect with any wifi enabled device (laptop,phone,tablet etc) to the wifi access point called inverter. The passphrase is inverter123. Once connected point any web browser to 192.168.4.1 to bring up the interface. Note some devices may complain about not being connected to the internet but just ignore.

'''How is the pre-charge setup?'''

The precharge system behaves as follows :

Upon application of 12v power, energise precharge contactor.

If after 5 seconds the measured voltage at the drive unit (UDC) does not exceed the UDCSW parameter we shutoff the precharge contactor as it is assumed the precharge has failed in some way.

If during those 5 seconds UDC exceeds UDCSW we leave the precharge contactor energized and wait for a start signal. Once start signal is received we close the main and open the precharge contactor.

'''How do I "tune" my car/setup?'''

First you want to find a flat surface - a parking lot etc. so you can drive and stop without checking traffic. Change only one parameter at a time and save settings that work!

1. set fslipmin so that you feel car taking off smoothly and try to change it by +/-0,1Hz and check differences in starting. Save when satisfied.

2. lower boost value in 100pts until motor jitters at start. Then return it to last good value.

3. try lowering ampmin in 0,1 increments and observe throttle travel. When throttle is not just smooth but becomes sluggish return some previous increments until throttle reaction is acceptable.

4. change fweak value in +/-10Hz increments from starting point and observe torque in starting. This value is very dependent on battery voltage and is very subjective.

Now you find a hill or ramp and set car on it. You want to hold car in position on slope just using throttle pedal. If there parameters are not good motor will jump or will feel sluggish

1. add boost if motor is oscillating if it is smooth reduce it in 100pt increments untill you get oscillation. Then return to last good value
2. reduce/increase ampmin in 0,25 increments untill you get oscilation in motor and return last good value

Now set the car into a hill to set fslipmax. Warning full throttle will be used. Be sure there is no other traffic!
Set fslipmax to chosen value (guess it at 2xfslipmin if you have no other way) and try to take off with full throttle.
If car feels sluggish with full throttle you have to add more slip.
If motor starts to jitter there is too much slip. Try to reduce it in 0.1Hz increments.

When you feel satisfied with settings save them and go on setting regen and braking effect.

'''How do I set up my throttle?'''

The throttle programming procedure documented is a little misleading. You don’t look at potnom to do it.

You look at pot in the spot value menu when the pedal is at resting position for the potmin number, then push the pedal and hold on full throttle and refresh the web interface to get the potmax reading.

In the parameter section of the web interface, use these two numbers for potmin and potmax and flash the board with the new values. This saves your expected min and max of the pedal you are using. The sweep is then averaged by the logic.

To get the graphs or gauges you have to select L next to the spot value you want to observe.
Then under spot values you press show gauges and that will bring up a new window with a gauge for each parameter selected. If you want to show them on a running graph, go down to plot and a graph will appear at the bottom of the screen.

Tesla Setup FAQ

2020-04-01T15:02:52Z

P.S.Mangelsdorf:

Tesla Setup FAQ

2020-04-01T15:02:15Z

P.S.Mangelsdorf:

The following are FAQ's for setting up the Tesla boards. More information is available on the support threads of the forum. If you ask a question and get an answer, please add to this page.

'''If I bought a fully built board from EVBMW, do I need to do initial programming?'''
All fully built boards from EVBMW are programmed and ready for testing and use. Firmware updates may be accomplished over the web interface and may be downloaded here :
https://github.com/jsphuebner/stm32-sine/releases

'''Do I need to do any testing or change any settings before I get started?'''

It is recommended to perform initial tests at a low DC bus voltage in order to confirm correct operation of the drive unit and logic board. The voltage should be between around 40 and 100v dc. Some parameters need to be set to enable operation at these voltages.
UDCSW set to 0.
UDCMIN set to 0.
You will need to perform a manual precharge or set UDCSW to about 10v less than your test voltage and use drive unit contactor control.
Don't forget to reset these parameters to their original values when finished testing.

Also, some parameters need to be adjusted for your application. See the parameter descriptions. If you don't know where to start, take a look at the Parameters thread here: https://openinverter.org/forum/viewtopic.php?f=10&t=195 or the configuration files here: https://openinverter.org/wiki/Configuration_Files

'''Can I power up the board and make changes without the high voltage?'''

Yes, Once 12v power is applied to the board or drive unit the wifi interface becomes available. Simply connect with any wifi enabled device (laptop,phone,tablet etc) to the wifi access point called inverter. The passphrase is inverter123. Once connected point any web browser to 192.168.4.1 to bring up the interface. Note some devices may complain about not being connected to the internet but just ignore.

'''How is the pre-charge setup?'''

The precharge system behaves as follows :

Upon application of 12v power, energise precharge contactor.

If after 5 seconds the measured voltage at the drive unit (UDC) does not exceed the UDCSW parameter we shutoff the precharge contactor as it is assumed the precharge has failed in some way.

If during those 5 seconds UDC exceeds UDCSW we leave the precharge contactor energized and wait for a start signal. Once start signal is received we close the main and open the precharge contactor.

'''How do I "tune" my car/setup?'''

First you want to find a flat surface - a parking lot etc. so you can drive and stop without checking traffic. Change only one parameter at a time and save settings that work!

1. set fslipmin so that you feel car taking off smoothly and try to change it by +/-0,1Hz and check differences in starting. Save when satisfied.

2. lower boost value in 100pts until motor jitters at start. Then return it to last good value.

3. try lowering ampmin in 0,1 increments and observe throttle travel. When throttle is not just smooth but becomes sluggish return some previous increments until throttle reaction is acceptable.

4. change fweak value in +/-10Hz increments from starting point and observe torque in starting. This value is very dependent on battery voltage and is very subjective.

Now you find a hill or ramp and set car on it. You want to hold car in position on slope just using throttle pedal. If there parameters are not good motor will jump or will feel sluggish

1. add boost if motor is oscillating if it is smooth reduce it in 100pt increments untill you get oscillation. Then return to last good value
2. reduce/increase ampmin in 0,25 increments untill you get oscilation in motor and return last good value

Now set the car into a hill to set fslipmax. Warning full throttle will be used. Be sure there is no other traffic!
Set fslipmax to chosen value (guess it at 2xfslipmin if you have no other way) and try to take off with full throttle.
If car feels sluggish with full throttle you have to add more slip.
If motor starts to jitter there is too much slip. Try to reduce it in 0.1Hz increments.
When you feel satisfied with settings save them and go on setting regen and braking effect.

Trouble Shooting

2020-04-01T14:59:22Z

P.S.Mangelsdorf:

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum. If you have an issue and find/get a solution, please add to this page.

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

'''The motor is only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires.

'''The motor turns but is not smooth'''

If you ever have issues getting a stable spinning motor, Always plot your rpm/Fstat as if that is really jumpy it means the encoder signal is dirty.

Shielded cable is a must, without it the encoder pulses are not clean enough. Use either the factory harness or cat5e/cat6 shielded cable. The shield is connected on the 23-pin ampseal connector but not connected on the encoder plug.

'''My motor was spinning when high voltage was cut by a contactor opening or fuse. Now it won't run.'''

The back EMF from the spinning motor fried the inverter. A replacement inverter or full drive unit replacement is needed.

Tesla Setup FAQ

2020-04-01T13:26:29Z

P.S.Mangelsdorf:

Trouble Shooting

2020-04-01T13:25:19Z

P.S.Mangelsdorf:

Tesla Setup FAQ

2020-04-01T13:24:35Z

P.S.Mangelsdorf:

Tesla Setup FAQ

2020-04-01T13:23:40Z

P.S.Mangelsdorf: Created page with "The following are FAQ's for setting up the Tesla boards. More information is available on the support threads of the forum '''If I bought a fully built board from EVBMW, do..."

The following are FAQ's for setting up the Tesla boards. More information is available on the support threads of the forum

'''If I bought a fully built board from EVBMW, do I need to do initial programming?'''
All fully built boards from EVBMW are programmed and ready for testing and use. Firmware updates may be accomplished over the web interface and may be downloaded here :
https://github.com/jsphuebner/stm32-sine/releases

'''Do I need to do any testing or change any settings before I get started?'''

It is recommended to perform initial tests at a low DC bus voltage in order to confirm correct operation of the drive unit and logic board. The voltage should be between around 40 and 100v dc. Some parameters need to be set to enable operation at these voltages.
UDCSW set to 0.
UDCMIN set to 0.
You will need to perform a manual precharge or set UDCSW to about 10v less than your test voltage and use drive unit contactor control.
Don't forget to reset these parameters to their original values when finished testing.

Also, some parameters need to be adjusted for your application. See the parameter descriptions. If you don't know where to start, take a look at the Parameters thread here: https://openinverter.org/forum/viewtopic.php?f=10&t=195

'''Can I power up the board and make changes without the high voltage?'''

Yes, Once 12v power is applied to the board or drive unit the wifi interface becomes available. Simply connect with any wifi enabled device (laptop,phone,tablet etc) to the wifi access point called inverter. The passphrase is inverter123. Once connected point any web browser to 192.168.4.1 to bring up the interface. Note some devices may complain about not being connected to the internet but just ignore.

'''How is the pre-charge setup?'''

The precharge system behaves as follows :

Upon application of 12v power, energise precharge contactor.

If after 5 seconds the measured voltage at the drive unit (UDC) does not exceed the UDCSW parameter we shutoff the precharge contactor as it is assumed the precharge has failed in some way.

If during those 5 seconds UDC exceeds UDCSW we leave the precharge contactor energised and wait for a start signal. Once start signal is received we close the main and open the precharge contactor.

Main Page Old

2020-04-01T13:13:39Z

P.S.Mangelsdorf: /* Open Inverter Tesla Boards */

Welcome to the openinverter.org Wiki Site.

Everyone registered at the forum can login here with the same username and password and can make changes.

The open inverter project consists of some reference designs for the [[Main Board Version 3|control hardware]] using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include [https://github.com/damienmaguire/ drop in boards for Tesla] small and large drive units.

If you have received a kit you are probably looking for [[Schematics and Instructions|build instructions]].

If you want to tune your inverter check the [[Parameters|parameter description]].

You might also want to set up [[CAN communication|CAN communication]] or use the inverter as a [[Battery Charging|battery charger]] also.

= General =
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units

= Open Inverter Hardware =
* [[Main Board Version 3]]
* [[Main Board Version 2]]
* [[Main Board Version 1]]
* [[Sense Boards]]
* [[Gate Driver]]
* [[4-cell BMS]]
* [[Hardware Theory of Operation]]
* [[Sensor Board|Legacy Sensor Board]]
= Open Inverter Software =
* [[Software Theory of Operation]]
* [[CAN communication]]
* [[Web Interface]]
* [[Parameters]]
* [[Downloads]]
* [[Errors]]
* [[Configuration Files]]
* [[Battery Charging]]
* [[Features]]

= Open Inverter Kits =
* [[Using FOC Software]]
* [[Schematics and Instructions]] - for the "vanilla" inverter kit.
* [[Nissan Leaf Gen2 Board]]
* [[Toyota Prius Gen2 Board]]
* [[Toyota Prius Gen3 Board]]
* [[Lexus GS450h Inverter]]

= Open Inverter CAN std. =
* [[Introduction CAN STD|Introduction]]
* [[CAN table CAN STD|CAN table]]

= Open Inverter Tesla Boards =
* [[Introduction Tesla|Introduction]]
* [[Files Tesla|Schematics, pcb layouts, BOMs and Gerber files]]
* [[Where to buy Tesla|Where to buy]]
* [[Support forum Tesla|Support forum]]
* [[Trouble Shooting|Trouble Shooting]]
* [[Setup FAQ|Tesla setup FAQ]]

= Ford Ranger TIM inverter =
* [[Introduction TIM|Introduction]]
* [[Schematics and connector pinout]]
* [[Modifications to original wiring]]
* [https://openinverter.org/forum/viewtopic.php?f=16&t=186#p2349 Hardware installation]
* [https://openinverter.org/shop/index.php?route=product/product&product_id=59 Where to buy]

= Conversion Projects =
* [[Legalities]]
* [[VW Polo 86C Conversion]]
* [[Touran Conversion]]

= OEM Parts =
* [[Nissan Leaf BMS]]
* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Small Rear Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]

Trouble Shooting

2020-04-01T13:11:44Z

P.S.Mangelsdorf:

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

'''The motor is only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires.

'''The motor turns but is not smooth'''

If you ever have issues getting a stable spinning motor, Always plot your rpm/Fstat as if that is really jumpy it means the encoder signal is dirty.

Shielded cable is a must, without it the encoder pulses are not clean enough. Use either the factory harness or cat5e/cat6 shielded cable. The shield is connected on the 23-pin ampseal connector but not connected on the encoder plug.

Trouble Shooting

2020-04-01T13:11:33Z

P.S.Mangelsdorf:

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

'''The motor is only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires.

The motor turns but is not smooth

If you ever have issues getting a stable spinning motor, Always plot your rpm/Fstat as if that is really jumpy it means the encoder signal is dirty.

Shielded cable is a must, without it the encoder pulses are not clean enough. Use either the factory harness or cat5e/cat6 shielded cable. The shield is connected on the 23-pin ampseal connector but not connected on the encoder plug.

Trouble Shooting

2020-04-01T13:08:26Z

P.S.Mangelsdorf:

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

'''The motor is only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires

Trouble Shooting

2020-04-01T13:08:15Z

P.S.Mangelsdorf:

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

'''The motor only turning slowly when I press the throttle'''

The symptom of the motor turning slowly is almost certainly caused by a missing or inverted encoder signal. The encoder output consists of two channels : A and B. The signal from these is used by the microcontroller to determine the speed and direction of rotation of the motor. If for example the A and B signals are swapped then the inverter will be trying to drive the motor in one direction and the encoder signal will tell it the motor is running backwards hence this behavior. If either or both signals are missing then the microcontroller has no speed or direction information and the same symptoms result.

In some versions of the LDU the encoder wiring is swapped. If the motor will only turn slowly, try swapping the two encoder wires

Trouble Shooting

2020-04-01T12:14:29Z

P.S.Mangelsdorf: Created page with "'''<big>Trouble Shooting the Tesla Board</big>''' Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small an..."

'''<big>Trouble Shooting the Tesla Board</big>'''

Below are procedures for trouble shooting common errors with the Tesla board. More information can be found on the small and large drive unit support threads of the forum

'''Persistent overcurrent error'''

1) Powerup with only 12v. No hv. Is the error there? if yes then change the sign of the parameter ocurlim. Some versions of firmware require this to be negative. Newer versions it must be positive. When testing I flip this sign to simulate an error and sometimes forget to flip it back before saving parameters.

2)If the error is present when only 12v is applied regardless of ocurlim parameter polarity then one of 2 things are at fault. The logic board or the inverter. To determine which is the problem requires some diagnostic testing of the signals coming from the current sensors to the logic board and the value of voltage at 2 test points on the logic board.These test points may be found in the bottom right hand side of the board adjacent to R45 and R58. Using a multimeter on DC volts measure the voltage between each test point and 12v ground. At idle (no hv no throttle no run signals) a voltage of approx 1.65v should be present here.

3) If the error occurs when starting the inverter , then remove hv , set udcsw to 0 and try to start with no hv. If the error occurs then most likely cause is a faulty inverter power section.

4)if the error occurs only with hv present then disconnect the inverter from the motor and try again. If the error is still present then most likely cause is a faulty inverter power section.

Main Page Old

2020-04-01T12:11:40Z

P.S.Mangelsdorf: /* Open Inverter Tesla Boards */

Welcome to the openinverter.org Wiki Site.

Everyone registered at the forum can login here with the same username and password and can make changes.

The open inverter project consists of some reference designs for the [[Main Board Version 3|control hardware]] using an STM32F103, the inverter firmware, and an easy to use web interface. Other hardware variants include [https://github.com/damienmaguire/ drop in boards for Tesla] small and large drive units.

If you have received a kit you are probably looking for [[Schematics and Instructions|build instructions]].

If you want to tune your inverter check the [[Parameters|parameter description]].

You might also want to set up [[CAN communication|CAN communication]] or use the inverter as a [[Battery Charging|battery charger]] also.

= General =
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units

= Open Inverter Hardware =
* [[Main Board Version 3]]
* [[Main Board Version 2]]
* [[Main Board Version 1]]
* [[Sense Boards]]
* [[Gate Driver]]
* [[4-cell BMS]]
* [[Hardware Theory of Operation]]
* [[Sensor Board|Legacy Sensor Board]]
= Open Inverter Software =
* [[Software Theory of Operation]]
* [[CAN communication]]
* [[Web Interface]]
* [[Parameters]]
* [[Downloads]]
* [[Errors]]
* [[Configuration Files]]
* [[Battery Charging]]
* [[Features]]

= Open Inverter Kits =
* [[Using FOC Software]]
* [[Schematics and Instructions]] - for the "vanilla" inverter kit.
* [[Nissan Leaf Gen2 Board]]
* [[Toyota Prius Gen2 Board]]
* [[Toyota Prius Gen3 Board]]
* [[Lexus GS450h Inverter]]

= Open Inverter CAN std. =
* [[Introduction CAN STD|Introduction]]
* [[CAN table CAN STD|CAN table]]

= Open Inverter Tesla Boards =
* [[Introduction Tesla|Introduction]]
* [[Files Tesla|Schematics, pcb layouts, BOMs and Gerber files]]
* [[Where to buy Tesla|Where to buy]]
* [[Support forum Tesla|Support forum]]
* [[Trouble Shooting|Trouble Shooting]]

= Ford Ranger TIM inverter =
* [[Introduction TIM|Introduction]]
* [[Schematics and connector pinout]]
* [[Modifications to original wiring]]
* [https://openinverter.org/forum/viewtopic.php?f=16&t=186#p2349 Hardware installation]
* [https://openinverter.org/shop/index.php?route=product/product&product_id=59 Where to buy]

= Conversion Projects =
* [[Legalities]]
* [[VW Polo 86C Conversion]]
* [[Touran Conversion]]

= OEM Parts =
* [[Nissan Leaf BMS]]
* [[Tesla Model S/X Charger]]
* [[Tesla Model S/X Small Front Drive Unit ("SDU")]]
* [[Tesla Model S/X Small Rear Drive Unit ("SDU")]]
* [[Tesla Model S/X Large Rear Drive Unit ("LDU")]]
* [[Tesla Model 3 Battery]]
* [[Tesla Model 3 Charger/DCDC ("PCS")]]
* [[Tesla Model 3 Front Drive Unit]]
* [[Tesla Model 3 Rear Drive Unit]]
* [[Tesla CAD Models]]