openinverter.org wiki - User contributions [en]

ZombieVerter IO

2025-07-27T14:20:23Z

Rstevens81: /* Pin functions:[edit | edit source] */

== Pin Input/Output and functions ==
Zombieverter has a number of selectable input/output pins that can be used for a number of functions. These pins are:

Low side Outputs.

* Out1Func/GP Out 1
* Out2Func/GP Out 2
* Out3Func/GP Out 3
* Trans SL1- (If not using the GS450H)
* Trans SL2- (If not using the GS450H)

Low side output connect to ground when activated. The low side outputs in Zombie are ideal for switching relays, such as for coolant pumps.

High side PWM.

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

These are high side 12v outputs, usually for controlling gauges or auxiliary items than need a pwm signals. They are not suitable for controlling relays.

Ground Input pins

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

PB1

PB2

PB3

====== Pin functions:[edit | edit source] ======
''Note: While the web interface will allow input pins to be set to output and vice versa this will not actually work.''

* ChaDemoAIw - OUTPUT - used as part of the Chademo charging protocol for the charge allow output to the charger.
* OBCEnable - OUTPUT: activates as part of the ExtCharger module
* HeaterEnable - OUTPUT: activates only in run mode and when coolant pump is on
* RunIndication - OUTPUT: activates when zombie is in run mode
* WarnIndication - OUTPUT
* CoolantPump - OUTPUT: activates during precharge, usually used for coolant pumps
* NegContactor - OUTPUT: activates during precharge for negative contactor
* BrakeLight - OUTPUT: activates when brake input is detected
* ReverseLight - OUTPUT: activates when direction is reverse
* BrakeVacPump DIGITAL OUTPUT: when BrakeVacSensor below threshold this is turned on.
* HeatReq - DIGITAL INPUT:
* HVRequest - DIGITAL INPUT - when used with ext charger setting will start precharge cycle and put VCU into charge mode.
* ProxPilot - ANALOGUE INPUT - detect a charging cable plug in, requires external resistors, values depend on type 1 or type 2
* BrakeVacSensor - ANALOGUE INPUT - read a vacuum sensor and turn on the BrakeVacPump DIGITAL OUTPUT
* CoolingFan - OUTPUT: activates when FanTemp setpoint is reached
* HVActive - OUTPUT: activates when contactors are closed and VCU is in run or charge mode
* PWMTim3 -
* CpSpoof - PWM OUTPUT: used to spoof CP signal to OBC if also using a charging interface such as FOCCCI or I3LIM
* GS450Hpump - PWM OUTPUT: used to run GS450H oil pump
* Switch_NoRegen - DIGITAL INPUT - when active throttle regen and brake regen are inhibited, this allows much easier up/down shifting if the motor is connected to a manual transmission (NOT currently in released firmware 2.22A, however will be in next release) ... Note this is a hard on/off so can be quite noticeable in low gear

==== Proximity Pilot[edit | edit source] ====
This analogue input used to detect a charging cable is plugged in.

A resistor to the 5v needs to be connected to the analogue in pin, 330 ohms in the spec, and R5 needs to be another resistor between analogue in pin and ground. Type 1 connectors should be a 2.7k ohm resistor and type 2 should be 4.7k ohm. Note the charging port may already have this resistor installed.

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

<nowiki>https://www.youtube.com/watch?v=U3c4V8vMb6k</nowiki> Video here for the setup and demonstration.

List and Overview of [[Zombieverter Parameters and Spot Values]]
[[Category:ZombieVerter]]

ZombieVerter IO

2025-07-27T13:51:09Z

Rstevens81: /* Pin functions:[edit | edit source] */

== Pin Input/Output and functions ==
Zombieverter has a number of selectable input/output pins that can be used for a number of functions. These pins are:

Low side Outputs.

* Out1Func/GP Out 1
* Out2Func/GP Out 2
* Out3Func/GP Out 3
* Trans SL1- (If not using the GS450H)
* Trans SL2- (If not using the GS450H)

Low side output connect to ground when activated. The low side outputs in Zombie are ideal for switching relays, such as for coolant pumps.

High side PWM.

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

These are high side 12v outputs, usually for controlling gauges or auxiliary items than need a pwm signals. They are not suitable for controlling relays.

Ground Input pins

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

PB1

PB2

PB3

====== Pin functions:[edit | edit source] ======
''Note: While the web interface will allow input pins to be set to output and vice versa this will not actually work.''

* ChaDemoAIw - OUTPUT - used as part of the Chademo charging protocol for the charge allow output to the charger.
* OBCEnable - OUTPUT: activates as part of the ExtCharger module
* HeaterEnable - OUTPUT: activates only in run mode and when coolant pump is on
* RunIndication - OUTPUT: activates when zombie is in run mode
* WarnIndication - OUTPUT
* CoolantPump - OUTPUT: activates during precharge, usually used for coolant pumps
* NegContactor - OUTPUT: activates during precharge for negative contactor
* BrakeLight - OUTPUT: activates when brake input is detected
* ReverseLight - OUTPUT: activates when direction is reverse
* BrakeVacPump DIGITAL OUTPUT: when BrakeVacSensor below threshold this is turned on.
* HeatReq - DIGITAL INPUT:
* HVRequest - DIGITAL INPUT - when used with ext charger setting will start precharge cycle and put VCU into charge mode.
* ProxPilot - ANALOGUE INPUT - detect a charging cable plug in, requires external resistors, values depend on type 1 or type 2
* BrakeVacSensor - ANALOGUE INPUT - read a vacuum sensor and turn on the BrakeVacPump DIGITAL OUTPUT
* CoolingFan - OUTPUT: activates when FanTemp setpoint is reached
* HVActive - OUTPUT: activates when contactors are closed and VCU is in run or charge mode
* PWMTim3 -
* CpSpoof - PWM OUTPUT: used to spoof CP signal to OBC if also using a charging interface such as FOCCCI or I3LIM
* GS450Hpump - PWM OUTPUT: used to run GS450H oil pump
* Switch_NoRegen - DIGITAL INPUT - when active throttle regen and brake regen are inhibited, this allows much easier up/down shifting if the motor is connected to a manual transmission (NOT currently in released firmware 2.22A, however will be in next release)

==== Proximity Pilot[edit | edit source] ====
This analogue input used to detect a charging cable is plugged in.

A resistor to the 5v needs to be connected to the analogue in pin, 330 ohms in the spec, and R5 needs to be another resistor between analogue in pin and ground. Type 1 connectors should be a 2.7k ohm resistor and type 2 should be 4.7k ohm. Note the charging port may already have this resistor installed.

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

<nowiki>https://www.youtube.com/watch?v=U3c4V8vMb6k</nowiki> Video here for the setup and demonstration.

List and Overview of [[Zombieverter Parameters and Spot Values]]
[[Category:ZombieVerter]]

Zombieverter Parameters and Spot Values

2025-04-22T15:20:08Z

Rstevens81: added note on timer

<nowiki>*</nowiki>note: this page is a work in progress.

<nowiki>**</nowiki>Note: This is up to date for the 2.20A release

'''Parameters'''
{| class="wikitable"
!Id!!Name
!VCU Pin!!Unit!!Min!!Max!!Default
!Utilisation!!Description
|-
| colspan="9" | '''- General Setup'''
|-
|5|| Inverter
|
|| || 0|| 8|| 0
| ||'''Selected Inverter to be controlled'''
0=None - No inverter to be controlled 
1=Leaf_Gen1 - Nissan Leaf Gen1, 2 or 3 control via CAN 
2=GS450H - Lexus GS450h via Clocked Serial 
3=UserCAN - ''Not Used'' 
4=OpenI - Open Inverter control board via CAN 
5=Prius_Gen3 - Toyota Prius via Clocked Serial 
6=Outlander - ''Outlander PHEV !!!Depreciated'' 
7=GS300H - Lexus IS300h via Clocked Serial 
8=RearOutlander - Misubishi Outlander PHEV via CAN 
|-
|6
| Vehicle
|
|
|0
|8
|0
|
|'''Vehicle to Integrate with''' 
0=BMW_E46 - BMW E46 via CAN and digital IO 
1=BMW_E6x+ - BMW E6x and E9x and derivatives via CAN 
2=Classic - Digital IO 
3=None - No vehicle support functions 
5=BMW_E39 - BMW E39 via CAN and digital IO 
6=VAG ''- Tbc which supported vehicles'' 
7=Subaru ''- Tbc which supported vehicles'' 
8=BMW_E31 - BMW E31 via CAN and digital IO 
|-
|108
| GearLvr
|
|
|0
|4
|0
|
|'''Connected Gear Selector via CAN'''0=None - No CAN based gear selector used
1=BMW_F30 - [[BMW F-Series Gear Lever|BMW F series shifter]] via CAN 
2=JLR_G1 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
3=JLR_G2 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
4=BMW_E65 - BMW E65 shifter via CAN 
|-
|78
| Transmission
|
|
|0
|1
|0
|BMW E31, E39, E46
|'''Type of gearbox for vehicle intergration''' 
0=Manual 
1=Auto 
|-
|39|| interface
| || ||0||4||0
| || '''Type of CAN bus based charging interface used''' 
0=Unused - None Used 
1=i3LIM - [[BMW I3 Fast Charging LIM Module|BMW I3 LIM]] 
2=Chademo - [[Chademo with Zombieverter|Chademo via CAN]] 
3=CPC - [https://citini.com/product/evs-charge-port-controller/ Charge Port Interface] (Volt Influx Ltd) 
4=Focci - [[Foccci|Foccci CCS controller]] 
|-
|37|| chargemodes
| || ||0||6||0
| || '''Charger Used''' 
0=Off - None 
1=EXT_DIGI - Digital signal control 
2=Volt_Ampera - [[Chevrolet Volt Charger|Gen 1 Ampera/Volt Charger]] via CAN 
3=Leaf_PDM - Gen 1, 2 or 3 Nissan Leaf PDM via CAN 
4=TeslaOI - [[Tesla Model S/X GEN2 Charger|Run Gen 2]] or [[Tesla Model S/X GEN3 Charger|Gen 3 Tesla charger]] with OI board via CAN 
5=Out_lander - [[Mitsubishi Outlander DCDC OBC|Outlander PHEV Charger DCDC]] via CAN 
6=Elcon - Elcon/TC charger protocol via CAN 
|-
|90|| BMS_Mode
| || ||0||5||0
| ||'''Connected BMS over CAN''' 
0=Off - No BMS implementated 
1=SimpBMS - SimpBMS/Victron via CAN 
2=TiDaisychainSingle - via CAN 
3=TiDaisychainDual - via CAN 
4=LeafBms - Stock Nissan Leaf Gen1,2 or 3 BMS via CAN 
5=RenaultKangoo33 
|-
|88|| ShuntType
| || ||0||3|| 0
| ||'''Current Shunt type used, also allows use of CAN based contactor boxes''' 
0=None - No Current Shunt Used 
1=ISA - Isabelleheute Current Shunt Used 
2=SBOX 
3=VAG 
|-
|70|| InverterCan
| || ||0||1||0
|If CAN inverter used||'''CAN bus used for Inverter'''0=CAN1, 1=CAN2
|-
|71|| VehicleCan
| || ||0||1||1
|If Vehicle used||'''CAN bus used for Vehicle Functions'''0=CAN1, 1=CAN2
|-
|72|| ShuntCan
| || ||0||1|| 0
|If Shunt used||'''CAN bus used for Shunt and or Contactors'''0=CAN1, 1=CAN2
|-
|73|| LimCan
| || ||0||1||0
|If Charge Interface used||'''CAN bus used for Charging Interface'''0=CAN1, 1=CAN2
|-
|74|| ChargerCan
| || ||0||1||1
|If Charger used||'''CAN bus used for Onboard Charger'''0=CAN1, 1=CAN2
|-
|89|| BMSCan
| || ||0||1||1
|If BMS used||'''CAN bus used for BMS'''0=CAN1, 1=CAN2
|-
|96|| OBD2Can
| || ||0||1||0
| ||'''CAN bus used for OBD2 comms'''0=CAN1, 1=CAN2
|-
|97|| CanMapCan
| || ||0||1||0
| ||'''CAN bus used for CANmap parameters'''0=CAN1, 1=CAN2
|-
|107|| DCDCCan
| || ||0||1||1
|If DCDC used||'''CAN bus used for DCDC'''0=CAN1, 1=CAN2
|-
|138|| HeaterCan
| || ||0||1||1
|If CAN heater selected||'''CAN bus used for Heater'''0=CAN1, 1=CAN2
|-
|129|| MotActive
| || ||0||3||0
|Toyota or Lexus Inverters only||'''Potnom to Torque Translation'''0=Mg1and2 - Both motors get same percentage request 
1=Mg1 - Only use MG1 
2=Mg2 - Only use MG2 
3=BlendingMG2and1 - Use MG2 upto 50% Potnom then taper in MG1 
|-
| colspan="9" |'''- Throttle'''
|-
|7 || potmin
|
| "dig"
|0
|4095
|0
|
|Value of "pot" when pot isn't pressed at all
|-
| 8|| potmax
|
| "dig"
|0
|4095
|4095
|
|Value of "pot" when pot is pushed all the way in
|-
| 9||pot2min
|
| "dig"
|0
|4095
|4095
|
|Value of "pot2" when regen pot is in 0 position
|-
|10|| pot2max
|
| "dig"
|0
|4095
|4095
|
| Value of "pot2" when regen pot is in full on position
|-
|60||regenrpm
| || "rpm"||100||10000||1500
| ||The motor rpm at which regenmax is used as the regen limit. Under this rpm the regen limit is tapered to 0% at 100 rpm. This is applied to both Regenmax and regenBrake
|-
|126||regenendrpm
| ||rpm||100|| 10000||100
| ||Below this motor RPM the regen is 0
|-
|61||regenmax
| || "%"||-35||0||-10
| ||The maximum allow regen in ''potnom'' percentage, always negative or 0. Ramps down based on motor rpm
|-
|122||regenBrake
| || "%" ||-35 ||0||-10
| ||Brake pedal based negative ''potnom'' request, always negative or 0. Ramps down based on motor rpm
|-
|68|| regenramp
| || "%/10ms" || 0.1||100||1
| ||Ramp speed when entering regen. E.g. when you set brkmax to -30% and regenramp to 1, it will take 300ms to arrive at brake force of -60%
|-
|11||potmode
| 31 GND

32 Thr2

33 Thr1

34 +5v
| ||0||1||0
| ||'''Type of Throttle input'''0=Single Channel
1=Dual Channel - Preferred setting
|-
|12||dirmode
| 53 Rev
54 Fwd
| ||0||4||1
| When not using CAN shifter||'''Type of gear switch input'''Button

Switch

ButtonReversed

SwitchReversed

DefaultForward
|-
|127||reversemotor
| || ||0||1||0
| Outlander Rear Motor ONLY||Reverse motor rotation
|-
|13||throtramp
| || "%/10ms"||1||100|| 10
| ||The amount of allowed ''potnom'' change per %/10ms
|-
|14||throtramprpm
| ||rpm||0||20000||20000
| ||Above this motor rpm Throtramp is no longer applied
|-
|15||revlim
| || "rpm"||0||20000 || 6000
| ||
|-
|137||revRegen
| || ONOFF||0||1||0
| ||Regen enabled in reverse
|-
|19||udcmin
| || "V"|| 0||1000||450
| ||Minimum battery voltage derate
|-
|20||udclim
| || "V"||0||1000|| 520
| ||Maximum battery voltage derate
|-
|21||idcmax
| || "A"||0||5000||5000
| ||Maximum DC input current '''(regen current)'''
|-
|22||idcmin
| || "A"||-5000||0||-5000
| ||Maximum DC output current '''(drive/discharge current)'''
|-
|23||tmphsmax
| || "°C"||50|| 150||85
| ||Inverter Temp derate
|-
|24||tmpmmax
| || "°C"||70|| 300||300
| ||Motor Temp derate
|-
|25
|throtmax
| || "%"||0|| 100||100
| ||Maximum allow positve ''potnom'' request in the forward direction
|-
|26||throtmin
| || "%"||-100||0||-100
| ||Minimum (most negative) allowed ''potnom'' at all times
|-
|123||throtmaxRev
| || "%"||0||100||30
| ||Maximum allow positive ''potnom'' request in the reverse direction
|-
|76||throtdead
| || "%"||0||50||10
| ||''-TBC''
|-
|128||RegenBrakeLight
| || "%"||-100||0||-15
| ||Under this Potnom the brake light output turns on
|-
|131||throtrpmfilt
| || "rpm/10ms"||0.1 ||200||15
| ||Change of speed fed into the dynamic speed based throttle map. High value is slower response to rapid speed change. If you have low speed judder increase this value.
|-
| colspan="9" |'''- Gearbox Control'''
|-
|27||Gear
| || ||0||3||0
| Lexus GS450h only||'''Control of the GS450h gears'''0=LOW - always low gear
1=HIGH - always high gear
2=AUTO - Auto shifting between low and high based on speed
3=HIGHFWDLOWREV - reverse always low gear and forward always high gear
|-
|28 ||OilPump
| || %||0||100||50
| Lexus GS450h only||Oil pump PWM duty cycle run setpoint
|-
| colspan="9" |'''- Cruise Control'''
|-
|29 ||cruisestep
| ||rpm||1||1000||200
| ||''-TBC''
|-
|30 ||cruiseramp
| ||rpm/100ms||1||1000||20
| ||''-TBC''
|-
|31 || regenlevel
| || ||0||3||2
| ||''-TBC''
|-
| colspan="9" |'''- Contactor Control'''
|-
|32||udcsw
| ||V||0||1000||330
| ||Voltage point at which precharge is considered finished
|-
|33||cruiselight
| || ||0||1||0
| ||Off

On

na
|-
|34|| errlights
| || ||0||255
|0
| ||Off

EPC

engine
|-
| colspan="9" |'''- Communication'''
|-
|77||CAN3Speed
| |25 L

26 H
|| ||0||2||0
| ||k33.3

k500

k100
|-
| colspan="9" |'''- Charger Control'''
|-
|38|| BattCap
| || "kWh"||0.1||250||22
| ||
|-
|40|| Voltspnt
| || "V"||0||1000||395
| ||Max charge voltage for battery
|-
|41
| Pwrspnt
| || "W"||0||12000||1500
| ||Maximum power draw by charger. Manipulated automatically by a Charging Interface
|-
|56|| IdcTerm
| || "A"||0||150||0
| ||Ending charge current, if current is below this value charging session is stopped and requires restarting to resume.
|-
|42|| CCS_ICmd
| || "A"||0||150||0
| ||''NOT USED - superseded by automation''
|-
|43|| CCS_ILim
| || "A"||0||350||100
| ||Maximum allowed Current during fast charging
|-
|44|| CCS_SOCLim
| || "%"||0||100||80
| ||NOT USED
|-
|79|| SOCFC
| || "%"||0||100|| 50
| ||Sent during DCFC
|-
|45|| Chgctrl
| || ||0||2||0
| ||'''Type of Charging Control'''Enable - Always allow charging

Disable - No charging

Timer - Time based charging
|-
|120|| ChgAcVolt
| || "Vac"||0||250||240
| ||Expected AC voltage into charger - used for Control Pilot power limiting
|-
|121|| ChgEff
| || "%"||0||100||90
| ||Expected charger effiecency - used for Control Pilot power limiting
|-
|133
| ConfigFocci
|
|
|0
|1
|0
|FOCCCI only
|Toggle to have the Zombie configure the Foccci CAN map
|-
| colspan="9" |'''- DC-DC Converter'''
|-
|105||DCdc_Type
| || ||0||1||0
| ||No DCDC

TeslaG2
|-
|106||DCSetPnt
| ||V||9||15 ||14
| ||''NOT USED''
|-
| colspan="9" |'''- Battery Management'''
|-
|91||BMS_Timeout
| ||sec||1||120||10
| SimpBMS, Kangoo, Daisy BMS||Time before BMS data is set to all 0
|-
|92||BMS_VminLimit
| ||V||0||10||3
| SimpBMS, Kangoo, Daisy BMS||Allow min cell voltage, forces zero charge current limit
|-
|93||BMS_VmaxLimit
| ||V||0||10||4.18
| SimpBMS, Kangoo, Daisy BMS||Allow max cell voltage, forces zero charge current limit
|-
|94||BMS_TminLimit
| ||°C||-100||100||5
| SimpBMS, Kangoo, Daisy BMS||Allow min cell temp, forces zero charge current limit
|-
|95||BMS_TmaxLimit
| ||°C||-100
|100||50
| SimpBMS, Kangoo, Daisy BMS||Allow max cell temp, forces zero charge current limit
|-
| colspan="9" |
'''- Heater Module'''
|-
|57||Heater
| || ||0||2||0
| ||'''Selected Heater Type'''0=None
1=Ampera - [[Chevrolet Volt Water Heater|Ampera Heater via SW CAN]]
2=VW - [[Volkswagen Heater|VW Coolant Heater via LIN]]
3=OutlanderCan - [[Mitsubishi Outlander Water Heater|Outlander Coolant Heater via CAN]]
|-
|58||Control
| || ||0||2||0
| ||'''Heater Controls Enabled'''0=Disable - OFF
1=Enable - ON
2=Timer - NOT USED
|-
| 59||HeatPwr
| ||W||0||6500||0
| ||''NOT USED''
|-
|124||HeatPercnt
| || %||0||100||0
| ||
|-
| colspan="9" |'''- RTC Module'''
|-
|77
|Set_Day
| || ||0||6||0
| || rowspan="4" |1.Ensure Chgctrl is set to disable, save to flash
2.Enter time under Set_Day, Set_Hour, Set_Min to appropriate values, Hit save

3.Return Chgctrl to desired state, hit save
|-
| 78||Set_Hour
| ||Hours||0||23||0
|
|-
|79||Set_Min
| ||Mins||0||59||0
|
|-
|80
|Set_Sec
| ||Secs||0||59||0
|
|-
| 81
|Chg_Hrs
| ||Hours||0||23||0
| || rowspan="2" |Set to disable to set (similar to above)
|-
| 82
|Chg_Min
| ||Mins||0||59||0
|
|-
| 83||Chg_Dur
| ||Mins||0||600||0
| ||Needs to be >0 and Chgctrl set to timer to work
|-
|84
| Pre_Hrs
| ||Hours ||0||59||0
| ||
|-
|85
|Pre_Min
| ||Mins||0||59||0
| ||
|-
|86||Pre_Dur
| ||Mins||0||60||0
| ||
|-
| colspan="9" |'''- General Purpose I/O'''
|-
|135|| PumpPWM
| || PumpOutType||0||1
|0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|80|| Out1Func
|4|| PINFUNCS||0||15||6
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|81|| Out2Func
|3|| PINFUNCS||0||15||7
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|82|| Out3Func
|39
| PINFUNCS||0||15||3
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|83|| SL1Func
|38 || PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|84 || SL2Func
|7|| PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|85|| PWM1Func
| 6|| PINFUNCS||0||18||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|86|| PWM2Func
|5|| PINFUNCS||0||18 ||4
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|87|| PWM3Func
|50|| PINFUNCS||0||18||2
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|98|| GP12VInFunc
|51|| PINFUNCS||0|| 13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|99|| HVReqFunc
| 36|| PINFUNCS||0||13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|140
| PB1InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|141
| PB2InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|142
| PB3InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|110
| GPA1Func
|
| APINFUNCS
|0
|2
|0
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|111|| GPA2Func
|35|| APINFUNCS||0||2||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|114|| ppthresh
| || "dig"||0||4095||2500
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|115
| BrkVacThresh
|
|dig
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|116
| BrkVacHyst
|
|"dig"
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|117
| DigiPot1Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 1 pin to ground, steps from 0-255 0-10kOhm
|-
|118
| DigiPot2Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 2 pin to ground, steps from 0-255 0-10kOhm
|-
|134|| FanTemp
| || "°C" || 0||100||40
| ||tmphs or chagtemp above this will have the Fan Output come on
|-
|136 || TachoPPR
| || "PPR"||0||100||2
| ||Pulses per rotation for RPM generation
|-
| colspan="9" |'''- ISA Shunt Control'''
|-
|75||IsaInit
| || ||0||1|| 0
| ||toggle to start ISA shunt initi
|-
| colspan="9" |'''- PWM Control'''
|-
|100|| Tim3_Presc
| || ||1||72000||719
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|101|| Tim3_Period
| || || 1|| 100000||7200
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|102|| Tim3_1_OC
| || ||1|| 100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|103|| Tim3_2_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|104|| Tim3_3_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|132
| CP_PWM
|
|
|1
|100
|10
|Only with Charging Interfaces
|''NOT USED''
|}
'''Spot Values'''
{| class="wikitable"
!Name!!Unit!!Values
!Required!!Description
|-
| version || -||
| ||Version Number of Firmware
|-
|opmode|| -|| 0=Off
1=Run
2=Precharge
3=PchFail
4=Charge
| ||Main Software States
|-
|chgtyp|| -|| 0=Off
1=AC
2=DCFC
| ||Type of Charging Active
|-
|lasterr|| -||
| ||
|-
|status|| -||
| ||
|-
|TorqDerate
| -
|
|
|Reasons for limiting Potnom, resets after key cycle
|-
|udc||V||
|Shunt/Inverter/Charger||HV Bus Voltage - From Shunt or other HV component
|-
|udc2||V||
|Shunt/BMS||HV Battery Voltage - From Shunt or BMS
|-
|udc3||V||
|Shunt/BMS||ISA Shunt HV 3 Voltage
|-
|deltaV||V||
|ISA Shunt||Unused - Old ISA Shunt calc
|-
|INVudc||V||
|Inverter||HV Voltage feedback from Inverter
|-
|power||kW||
|Shunt/BMS||HV Power - From Shunt or BMS
|-
| idc||A||
|Shunt/BMS||HV Current - From Shunt or BMS ''(A negative current is discharging out of the battery, positive is charging in to the battery)''
|-
|KWh||kwh||
|Shunt/BMS||Battery energy - From Shunt or BMS
|-
|AMPh||Ah||
|ISA Shunt||Battery energy - From Shunt or BMS
|-
|SOC || %||
|Shunt/BMS||Battery State of Charge - From Shunt or BMS
|-
| BMS_Vmin||V||
|BMS||Min Cell Voltage - From BMS
|-
|BMS_Vmax|| V||
|BMS||Max Cell Voltage - From BMS
|-
|BMS_Tmin||°C||
|BMS||Min Cell Temp - From BMS
|-
|BMS_Tmax||°C||
|BMS||Max Cell Temp - From BMS
|-
|BMS_ChargeLim||A||
|BMS||Max Charging Current Limit - From BMS
|-
|speed|| rpm||
| Inverter||Motor Speed
|-
|Veh_Speed||kph||
| Vehicle||Speed provided from CAN bus
|-
|torque||dig||
| Inverter||Torque is translated from Potnom for most inverters
|-
|pot||dig
|
| ||Pedal signal 1 - digital value not voltage
|-
| pot2 ||dig||
| ||Pedal signal 2 - digital value not voltage
|-
|potbrake ||dig||
| ||''NOT USED''
|-
|brakepressure||dig||
| ||''NOT USED''
|-
|potnom|| %||
| ||Calculated from Pot and Pot2
|-
| dir|| ||1=Forward
0=Neutral
-1=Reverse
| ||Selected Direction
|-
|tmphs||°C||
| Inverter/analogue in||Inverter temperature
|-
|tmpm||°C||
| Inverter/analogue in||Motor temperature
|-
|tmpaux||°C||
| Shunt||ISA Shunt Temp
|-
|uaux||V||
| ||12V In measurement/rough
|-
|canio || ||
| ||CANIO values
|-
|FrontRearBal|| %||
| ||''NOT TO BE USED - Will be changed''
|-
|cruisespeed||rpm||
| ||Cruise Speed Target
|-
|cruisestt|| ||
| ||Cruise State
|-
|din_cruise
| ||
| ||Cruise input signal - ''NOT USED''
|-
|din_start
| ||
| ||Start input signal
|-
| din_brake|| ||
| ||Brake input signal - (if applied = no Potnom = no drive)
|-
|din_forward || ||
| ||Forward input signal
|-
| din_reverse|| ||
| ||Reverse input signal
|-
|din_bms
| ||
| ||BMS input signal - ''NOT USED''
|-
|din_12Vgp|| ||
| ||12V GP input signal
|-
|handbrk|| ||
| ||''NOT USED''
|-
|Gear1|| ||
| GS450h||PB1 input signal
|-
|Gear2|| ||
| GS450h||PB2 input signal
|-
| Gear3
| ||
| GS450h||PB3 input signal
|-
|T15Stat|| ||
| Vehicle||Ignition on signal from Vehicle class
|-
| InvStat || ||
| Inverter Toyota/Lexus||Comms status
|-
|GearFB
| ||High/Low
| GS450h||
|-
|CableLim||A||
| Charge interface||Proximity signal based current limit
|-
|PilotLim||A||
| Charge interface||Control Pilot signal based current limit
|-
|PlugDet|| ||
| Charge interface/Nissan PDM||Charge Plug detected
|-
|PilotTyp|| ||
| Charge interface||Control Pilot type
|-
|CCS_I_Avail||A||
| CCS/Chademo Charging||Available Charge Current
|-
| CCS_V_Avail||V||
| CCS/Chademo Charging||Available Charge Voltage
|-
|CCS_I||A
|
| CCS/Chademo Charging||Charging Current offboard charger
|-
|CCS_Ireq||A||
| CCS/Chademo Charging||Request Charging Current
|-
|CCS_V||V||
| CCS/Chademo Charging||Charging Voltage offboard charger
|-
|CCS_V_Min||V||
| CCS/Chademo Charging||Minimum Available charging voltage
|-
| CCS_V_Con||V||
| CCS||Voltage at the connector
|-
|hvChg || ||
| ||NOT USED
|-
|CCS_COND
| ||
| I3 LIM||Internal State
|-
|CCS_State ||s||
| I3 LIM||LIM state
|-
| CP_DOOR || ||
| I3 LIM||Reported Charge Port Door State
|-
|CCS_Contactor|| ||
| I3 LIM||CCS Contactor state
|-
|Day|| ||
| ||Time
|-
|Hour|| H||
| ||Time
|-
| Min||M||
| ||Time
|-
|Sec||S||
| ||Time
|-
|ChgT||M||
| ||Charge timer - to confirm functionality
|-
|HeatReq||
|
| ||Cabin Heater Request signal
|-
|U12V||V||
| Tesla DCDC/Outlander DCDC||12V Output voltage
|-
|I12V||A||
| Tesla DCDC/Outlander DCDC||12V Output Current
|-
| ChgTemp||°C||
| Tesla DCDC/Outlander Charger||Component temperature
|-
|AC_Volts||V||
| Nissan PDM/Outlander Charger||Charger Input Voltage
|-
|AC_Amps||A||
| Outlander Charger||AC input current
|-
|canctr||dig||
| RUN mode||Can Counter
|-
|cpuload|| %||
| ||
|-
| PPVal||dig||
| ||Analogue input Pilot Signal translation
|-
| BrkVacVal|| dig||
| ||Analogue input Brake Vacuum Signal translation
|-
| tmpheater||°C||
| Heater||Heater temperature
|-
|udcheater||V||
| Heater||Heater HV voltage
|-
|powerheater||W||
| Heater||Heater Power
|-
|serial|| ||
| ||
|}
https://github.com/damienmaguire/Stm32-vcu/blob/master/include/param_prj.h
[[Category:ZombieVerter]]

Zombieverter Parameters and Spot Values

2025-04-22T14:57:13Z

Rstevens81: added note on setting clock

<nowiki>*</nowiki>note: this page is a work in progress.

<nowiki>**</nowiki>Note: This is up to date for the 2.20A release

'''Parameters'''
{| class="wikitable"
!Id!!Name
!VCU Pin!!Unit!!Min!!Max!!Default
!Utilisation!!Description
|-
| colspan="9" | '''- General Setup'''
|-
|5|| Inverter
|
|| || 0|| 8|| 0
| ||'''Selected Inverter to be controlled'''
0=None - No inverter to be controlled 
1=Leaf_Gen1 - Nissan Leaf Gen1, 2 or 3 control via CAN 
2=GS450H - Lexus GS450h via Clocked Serial 
3=UserCAN - ''Not Used'' 
4=OpenI - Open Inverter control board via CAN 
5=Prius_Gen3 - Toyota Prius via Clocked Serial 
6=Outlander - ''Outlander PHEV !!!Depreciated'' 
7=GS300H - Lexus IS300h via Clocked Serial 
8=RearOutlander - Misubishi Outlander PHEV via CAN 
|-
|6
| Vehicle
|
|
|0
|8
|0
|
|'''Vehicle to Integrate with''' 
0=BMW_E46 - BMW E46 via CAN and digital IO 
1=BMW_E6x+ - BMW E6x and E9x and derivatives via CAN 
2=Classic - Digital IO 
3=None - No vehicle support functions 
5=BMW_E39 - BMW E39 via CAN and digital IO 
6=VAG ''- Tbc which supported vehicles'' 
7=Subaru ''- Tbc which supported vehicles'' 
8=BMW_E31 - BMW E31 via CAN and digital IO 
|-
|108
| GearLvr
|
|
|0
|4
|0
|
|'''Connected Gear Selector via CAN'''0=None - No CAN based gear selector used
1=BMW_F30 - [[BMW F-Series Gear Lever|BMW F series shifter]] via CAN 
2=JLR_G1 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
3=JLR_G2 - [[Land Rover Gear Selector|Jaguar Landrover Circular shifter]] via CAN 
4=BMW_E65 - BMW E65 shifter via CAN 
|-
|78
| Transmission
|
|
|0
|1
|0
|BMW E31, E39, E46
|'''Type of gearbox for vehicle intergration''' 
0=Manual 
1=Auto 
|-
|39|| interface
| || ||0||4||0
| || '''Type of CAN bus based charging interface used''' 
0=Unused - None Used 
1=i3LIM - [[BMW I3 Fast Charging LIM Module|BMW I3 LIM]] 
2=Chademo - [[Chademo with Zombieverter|Chademo via CAN]] 
3=CPC - [https://citini.com/product/evs-charge-port-controller/ Charge Port Interface] (Volt Influx Ltd) 
4=Focci - [[Foccci|Foccci CCS controller]] 
|-
|37|| chargemodes
| || ||0||6||0
| || '''Charger Used''' 
0=Off - None 
1=EXT_DIGI - Digital signal control 
2=Volt_Ampera - [[Chevrolet Volt Charger|Gen 1 Ampera/Volt Charger]] via CAN 
3=Leaf_PDM - Gen 1, 2 or 3 Nissan Leaf PDM via CAN 
4=TeslaOI - [[Tesla Model S/X GEN2 Charger|Run Gen 2]] or [[Tesla Model S/X GEN3 Charger|Gen 3 Tesla charger]] with OI board via CAN 
5=Out_lander - [[Mitsubishi Outlander DCDC OBC|Outlander PHEV Charger DCDC]] via CAN 
6=Elcon - Elcon/TC charger protocol via CAN 
|-
|90|| BMS_Mode
| || ||0||5||0
| ||'''Connected BMS over CAN''' 
0=Off - No BMS implementated 
1=SimpBMS - SimpBMS/Victron via CAN 
2=TiDaisychainSingle - via CAN 
3=TiDaisychainDual - via CAN 
4=LeafBms - Stock Nissan Leaf Gen1,2 or 3 BMS via CAN 
5=RenaultKangoo33 
|-
|88|| ShuntType
| || ||0||3|| 0
| ||'''Current Shunt type used, also allows use of CAN based contactor boxes''' 
0=None - No Current Shunt Used 
1=ISA - Isabelleheute Current Shunt Used 
2=SBOX 
3=VAG 
|-
|70|| InverterCan
| || ||0||1||0
|If CAN inverter used||'''CAN bus used for Inverter'''0=CAN1, 1=CAN2
|-
|71|| VehicleCan
| || ||0||1||1
|If Vehicle used||'''CAN bus used for Vehicle Functions'''0=CAN1, 1=CAN2
|-
|72|| ShuntCan
| || ||0||1|| 0
|If Shunt used||'''CAN bus used for Shunt and or Contactors'''0=CAN1, 1=CAN2
|-
|73|| LimCan
| || ||0||1||0
|If Charge Interface used||'''CAN bus used for Charging Interface'''0=CAN1, 1=CAN2
|-
|74|| ChargerCan
| || ||0||1||1
|If Charger used||'''CAN bus used for Onboard Charger'''0=CAN1, 1=CAN2
|-
|89|| BMSCan
| || ||0||1||1
|If BMS used||'''CAN bus used for BMS'''0=CAN1, 1=CAN2
|-
|96|| OBD2Can
| || ||0||1||0
| ||'''CAN bus used for OBD2 comms'''0=CAN1, 1=CAN2
|-
|97|| CanMapCan
| || ||0||1||0
| ||'''CAN bus used for CANmap parameters'''0=CAN1, 1=CAN2
|-
|107|| DCDCCan
| || ||0||1||1
|If DCDC used||'''CAN bus used for DCDC'''0=CAN1, 1=CAN2
|-
|138|| HeaterCan
| || ||0||1||1
|If CAN heater selected||'''CAN bus used for Heater'''0=CAN1, 1=CAN2
|-
|129|| MotActive
| || ||0||3||0
|Toyota or Lexus Inverters only||'''Potnom to Torque Translation'''0=Mg1and2 - Both motors get same percentage request 
1=Mg1 - Only use MG1 
2=Mg2 - Only use MG2 
3=BlendingMG2and1 - Use MG2 upto 50% Potnom then taper in MG1 
|-
| colspan="9" |'''- Throttle'''
|-
|7 || potmin
|
| "dig"
|0
|4095
|0
|
|Value of "pot" when pot isn't pressed at all
|-
| 8|| potmax
|
| "dig"
|0
|4095
|4095
|
|Value of "pot" when pot is pushed all the way in
|-
| 9||pot2min
|
| "dig"
|0
|4095
|4095
|
|Value of "pot2" when regen pot is in 0 position
|-
|10|| pot2max
|
| "dig"
|0
|4095
|4095
|
| Value of "pot2" when regen pot is in full on position
|-
|60||regenrpm
| || "rpm"||100||10000||1500
| ||The motor rpm at which regenmax is used as the regen limit. Under this rpm the regen limit is tapered to 0% at 100 rpm. This is applied to both Regenmax and regenBrake
|-
|126||regenendrpm
| ||rpm||100|| 10000||100
| ||Below this motor RPM the regen is 0
|-
|61||regenmax
| || "%"||-35||0||-10
| ||The maximum allow regen in ''potnom'' percentage, always negative or 0. Ramps down based on motor rpm
|-
|122||regenBrake
| || "%" ||-35 ||0||-10
| ||Brake pedal based negative ''potnom'' request, always negative or 0. Ramps down based on motor rpm
|-
|68|| regenramp
| || "%/10ms" || 0.1||100||1
| ||Ramp speed when entering regen. E.g. when you set brkmax to -30% and regenramp to 1, it will take 300ms to arrive at brake force of -60%
|-
|11||potmode
| 31 GND

32 Thr2

33 Thr1

34 +5v
| ||0||1||0
| ||'''Type of Throttle input'''0=Single Channel
1=Dual Channel - Preferred setting
|-
|12||dirmode
| 53 Rev
54 Fwd
| ||0||4||1
| When not using CAN shifter||'''Type of gear switch input'''Button

Switch

ButtonReversed

SwitchReversed

DefaultForward
|-
|127||reversemotor
| || ||0||1||0
| Outlander Rear Motor ONLY||Reverse motor rotation
|-
|13||throtramp
| || "%/10ms"||1||100|| 10
| ||The amount of allowed ''potnom'' change per %/10ms
|-
|14||throtramprpm
| ||rpm||0||20000||20000
| ||Above this motor rpm Throtramp is no longer applied
|-
|15||revlim
| || "rpm"||0||20000 || 6000
| ||
|-
|137||revRegen
| || ONOFF||0||1||0
| ||Regen enabled in reverse
|-
|19||udcmin
| || "V"|| 0||1000||450
| ||Minimum battery voltage derate
|-
|20||udclim
| || "V"||0||1000|| 520
| ||Maximum battery voltage derate
|-
|21||idcmax
| || "A"||0||5000||5000
| ||Maximum DC input current '''(regen current)'''
|-
|22||idcmin
| || "A"||-5000||0||-5000
| ||Maximum DC output current '''(drive/discharge current)'''
|-
|23||tmphsmax
| || "°C"||50|| 150||85
| ||Inverter Temp derate
|-
|24||tmpmmax
| || "°C"||70|| 300||300
| ||Motor Temp derate
|-
|25
|throtmax
| || "%"||0|| 100||100
| ||Maximum allow positve ''potnom'' request in the forward direction
|-
|26||throtmin
| || "%"||-100||0||-100
| ||Minimum (most negative) allowed ''potnom'' at all times
|-
|123||throtmaxRev
| || "%"||0||100||30
| ||Maximum allow positive ''potnom'' request in the reverse direction
|-
|76||throtdead
| || "%"||0||50||10
| ||''-TBC''
|-
|128||RegenBrakeLight
| || "%"||-100||0||-15
| ||Under this Potnom the brake light output turns on
|-
|131||throtrpmfilt
| || "rpm/10ms"||0.1 ||200||15
| ||Change of speed fed into the dynamic speed based throttle map. High value is slower response to rapid speed change. If you have low speed judder increase this value.
|-
| colspan="9" |'''- Gearbox Control'''
|-
|27||Gear
| || ||0||3||0
| Lexus GS450h only||'''Control of the GS450h gears'''0=LOW - always low gear
1=HIGH - always high gear
2=AUTO - Auto shifting between low and high based on speed
3=HIGHFWDLOWREV - reverse always low gear and forward always high gear
|-
|28 ||OilPump
| || %||0||100||50
| Lexus GS450h only||Oil pump PWM duty cycle run setpoint
|-
| colspan="9" |'''- Cruise Control'''
|-
|29 ||cruisestep
| ||rpm||1||1000||200
| ||''-TBC''
|-
|30 ||cruiseramp
| ||rpm/100ms||1||1000||20
| ||''-TBC''
|-
|31 || regenlevel
| || ||0||3||2
| ||''-TBC''
|-
| colspan="9" |'''- Contactor Control'''
|-
|32||udcsw
| ||V||0||1000||330
| ||Voltage point at which precharge is considered finished
|-
|33||cruiselight
| || ||0||1||0
| ||Off

On

na
|-
|34|| errlights
| || ||0||255
|0
| ||Off

EPC

engine
|-
| colspan="9" |'''- Communication'''
|-
|77||CAN3Speed
| |25 L

26 H
|| ||0||2||0
| ||k33.3

k500

k100
|-
| colspan="9" |'''- Charger Control'''
|-
|38|| BattCap
| || "kWh"||0.1||250||22
| ||
|-
|40|| Voltspnt
| || "V"||0||1000||395
| ||Max charge voltage for battery
|-
|41
| Pwrspnt
| || "W"||0||12000||1500
| ||Maximum power draw by charger. Manipulated automatically by a Charging Interface
|-
|56|| IdcTerm
| || "A"||0||150||0
| ||Ending charge current, if current is below this value charging session is stopped and requires restarting to resume.
|-
|42|| CCS_ICmd
| || "A"||0||150||0
| ||''NOT USED - superseded by automation''
|-
|43|| CCS_ILim
| || "A"||0||350||100
| ||Maximum allowed Current during fast charging
|-
|44|| CCS_SOCLim
| || "%"||0||100||80
| ||NOT USED
|-
|79|| SOCFC
| || "%"||0||100|| 50
| ||Sent during DCFC
|-
|45|| Chgctrl
| || ||0||2||0
| ||'''Type of Charging Control'''Enable - Always allow charging

Disable - No charging

Timer - Time based charging
|-
|120|| ChgAcVolt
| || "Vac"||0||250||240
| ||Expected AC voltage into charger - used for Control Pilot power limiting
|-
|121|| ChgEff
| || "%"||0||100||90
| ||Expected charger effiecency - used for Control Pilot power limiting
|-
|133
| ConfigFocci
|
|
|0
|1
|0
|FOCCCI only
|Toggle to have the Zombie configure the Foccci CAN map
|-
| colspan="9" |'''- DC-DC Converter'''
|-
|105||DCdc_Type
| || ||0||1||0
| ||No DCDC

TeslaG2
|-
|106||DCSetPnt
| ||V||9||15 ||14
| ||''NOT USED''
|-
| colspan="9" |'''- Battery Management'''
|-
|91||BMS_Timeout
| ||sec||1||120||10
| SimpBMS, Kangoo, Daisy BMS||Time before BMS data is set to all 0
|-
|92||BMS_VminLimit
| ||V||0||10||3
| SimpBMS, Kangoo, Daisy BMS||Allow min cell voltage, forces zero charge current limit
|-
|93||BMS_VmaxLimit
| ||V||0||10||4.18
| SimpBMS, Kangoo, Daisy BMS||Allow max cell voltage, forces zero charge current limit
|-
|94||BMS_TminLimit
| ||°C||-100||100||5
| SimpBMS, Kangoo, Daisy BMS||Allow min cell temp, forces zero charge current limit
|-
|95||BMS_TmaxLimit
| ||°C||-100
|100||50
| SimpBMS, Kangoo, Daisy BMS||Allow max cell temp, forces zero charge current limit
|-
| colspan="9" |
'''- Heater Module'''
|-
|57||Heater
| || ||0||2||0
| ||'''Selected Heater Type'''0=None
1=Ampera - [[Chevrolet Volt Water Heater|Ampera Heater via SW CAN]]
2=VW - [[Volkswagen Heater|VW Coolant Heater via LIN]]
3=OutlanderCan - [[Mitsubishi Outlander Water Heater|Outlander Coolant Heater via CAN]]
|-
|58||Control
| || ||0||2||0
| ||'''Heater Controls Enabled'''0=Disable - OFF
1=Enable - ON
2=Timer - NOT USED
|-
| 59||HeatPwr
| ||W||0||6500||0
| ||''NOT USED''
|-
|124||HeatPercnt
| || %||0||100||0
| ||
|-
| colspan="9" |'''- RTC Module'''
|-
|77
|Set_Day
| || ||0||6||0
| || rowspan="4" |1.Ensure Chgctrl is set to disable, save to flash
2.Enter time under Set_Day, Set_Hour, Set_Min to appropriate values, Hit save

3.Return Chgctrl to desired state, hit save
|-
| 78||Set_Hour
| ||Hours||0||23||0
|
|-
|79||Set_Min
| ||Mins||0||59||0
|
|-
|80
|Set_Sec
| ||Secs||0||59||0
|
|-
| 81
|Chg_Hrs
| ||Hours||0||23||0
| ||
|-
| 82
|Chg_Min
| ||Mins||0||59||0
| ||
|-
| 83||Chg_Dur
| ||Mins||0||600||0
| ||
|-
|84
| Pre_Hrs
| ||Hours ||0||59||0
| ||
|-
|85
|Pre_Min
| ||Mins||0||59||0
| ||
|-
|86||Pre_Dur
| ||Mins||0||60||0
| ||
|-
| colspan="9" |'''- General Purpose I/O'''
|-
|135|| PumpPWM
| || PumpOutType||0||1
|0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|80|| Out1Func
|4|| PINFUNCS||0||15||6
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|81|| Out2Func
|3|| PINFUNCS||0||15||7
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|82|| Out3Func
|39
| PINFUNCS||0||15||3
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|83|| SL1Func
|38 || PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|84 || SL2Func
|7|| PINFUNCS||0||15||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|85|| PWM1Func
| 6|| PINFUNCS||0||18||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|86|| PWM2Func
|5|| PINFUNCS||0||18 ||4
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|87|| PWM3Func
|50|| PINFUNCS||0||18||2
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|98|| GP12VInFunc
|51|| PINFUNCS||0|| 13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|99|| HVReqFunc
| 36|| PINFUNCS||0||13||12
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|140
| PB1InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|141
| PB2InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|142
| PB3InFunc
|
| PINFUNCS
|0
|13
|12
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|110
| GPA1Func
|
| APINFUNCS
|0
|2
|0
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|111|| GPA2Func
|35|| APINFUNCS||0||2||0
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|114|| ppthresh
| || "dig"||0||4095||2500
| ||[[ZombieVerter IO|see IO Function Page]] for more details
|-
|115
| BrkVacThresh
|
|dig
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|116
| BrkVacHyst
|
|"dig"
|0
|4095
|2500
|
|[[ZombieVerter IO|see IO Function Page]] for more details
|-
|117
| DigiPot1Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 1 pin to ground, steps from 0-255 0-10kOhm
|-
|118
| DigiPot2Step
|
|dig
|0
|255
|0
|
|Set resistance level of POT 2 pin to ground, steps from 0-255 0-10kOhm
|-
|134|| FanTemp
| || "°C" || 0||100||40
| ||tmphs or chagtemp above this will have the Fan Output come on
|-
|136 || TachoPPR
| || "PPR"||0||100||2
| ||Pulses per rotation for RPM generation
|-
| colspan="9" |'''- ISA Shunt Control'''
|-
|75||IsaInit
| || ||0||1|| 0
| ||toggle to start ISA shunt initi
|-
| colspan="9" |'''- PWM Control'''
|-
|100|| Tim3_Presc
| || ||1||72000||719
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|101|| Tim3_Period
| || || 1|| 100000||7200
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|102|| Tim3_1_OC
| || ||1|| 100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|103|| Tim3_2_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|104|| Tim3_3_OC
| || ||1||100000||3600
| ||Only used if CP Spoof and GS450h Oil pump output is not used
|-
|132
| CP_PWM
|
|
|1
|100
|10
|Only with Charging Interfaces
|''NOT USED''
|}
'''Spot Values'''
{| class="wikitable"
!Name!!Unit!!Values
!Required!!Description
|-
| version || -||
| ||Version Number of Firmware
|-
|opmode|| -|| 0=Off
1=Run
2=Precharge
3=PchFail
4=Charge
| ||Main Software States
|-
|chgtyp|| -|| 0=Off
1=AC
2=DCFC
| ||Type of Charging Active
|-
|lasterr|| -||
| ||
|-
|status|| -||
| ||
|-
|TorqDerate
| -
|
|
|Reasons for limiting Potnom, resets after key cycle
|-
|udc||V||
|Shunt/Inverter/Charger||HV Bus Voltage - From Shunt or other HV component
|-
|udc2||V||
|Shunt/BMS||HV Battery Voltage - From Shunt or BMS
|-
|udc3||V||
|Shunt/BMS||ISA Shunt HV 3 Voltage
|-
|deltaV||V||
|ISA Shunt||Unused - Old ISA Shunt calc
|-
|INVudc||V||
|Inverter||HV Voltage feedback from Inverter
|-
|power||kW||
|Shunt/BMS||HV Power - From Shunt or BMS
|-
| idc||A||
|Shunt/BMS||HV Current - From Shunt or BMS ''(A negative current is discharging out of the battery, positive is charging in to the battery)''
|-
|KWh||kwh||
|Shunt/BMS||Battery energy - From Shunt or BMS
|-
|AMPh||Ah||
|ISA Shunt||Battery energy - From Shunt or BMS
|-
|SOC || %||
|Shunt/BMS||Battery State of Charge - From Shunt or BMS
|-
| BMS_Vmin||V||
|BMS||Min Cell Voltage - From BMS
|-
|BMS_Vmax|| V||
|BMS||Max Cell Voltage - From BMS
|-
|BMS_Tmin||°C||
|BMS||Min Cell Temp - From BMS
|-
|BMS_Tmax||°C||
|BMS||Max Cell Temp - From BMS
|-
|BMS_ChargeLim||A||
|BMS||Max Charging Current Limit - From BMS
|-
|speed|| rpm||
| Inverter||Motor Speed
|-
|Veh_Speed||kph||
| Vehicle||Speed provided from CAN bus
|-
|torque||dig||
| Inverter||Torque is translated from Potnom for most inverters
|-
|pot||dig
|
| ||Pedal signal 1 - digital value not voltage
|-
| pot2 ||dig||
| ||Pedal signal 2 - digital value not voltage
|-
|potbrake ||dig||
| ||''NOT USED''
|-
|brakepressure||dig||
| ||''NOT USED''
|-
|potnom|| %||
| ||Calculated from Pot and Pot2
|-
| dir|| ||1=Forward
0=Neutral
-1=Reverse
| ||Selected Direction
|-
|tmphs||°C||
| Inverter/analogue in||Inverter temperature
|-
|tmpm||°C||
| Inverter/analogue in||Motor temperature
|-
|tmpaux||°C||
| Shunt||ISA Shunt Temp
|-
|uaux||V||
| ||12V In measurement/rough
|-
|canio || ||
| ||CANIO values
|-
|FrontRearBal|| %||
| ||''NOT TO BE USED - Will be changed''
|-
|cruisespeed||rpm||
| ||Cruise Speed Target
|-
|cruisestt|| ||
| ||Cruise State
|-
|din_cruise
| ||
| ||Cruise input signal - ''NOT USED''
|-
|din_start
| ||
| ||Start input signal
|-
| din_brake|| ||
| ||Brake input signal - (if applied = no Potnom = no drive)
|-
|din_forward || ||
| ||Forward input signal
|-
| din_reverse|| ||
| ||Reverse input signal
|-
|din_bms
| ||
| ||BMS input signal - ''NOT USED''
|-
|din_12Vgp|| ||
| ||12V GP input signal
|-
|handbrk|| ||
| ||''NOT USED''
|-
|Gear1|| ||
| GS450h||PB1 input signal
|-
|Gear2|| ||
| GS450h||PB2 input signal
|-
| Gear3
| ||
| GS450h||PB3 input signal
|-
|T15Stat|| ||
| Vehicle||Ignition on signal from Vehicle class
|-
| InvStat || ||
| Inverter Toyota/Lexus||Comms status
|-
|GearFB
| ||High/Low
| GS450h||
|-
|CableLim||A||
| Charge interface||Proximity signal based current limit
|-
|PilotLim||A||
| Charge interface||Control Pilot signal based current limit
|-
|PlugDet|| ||
| Charge interface/Nissan PDM||Charge Plug detected
|-
|PilotTyp|| ||
| Charge interface||Control Pilot type
|-
|CCS_I_Avail||A||
| CCS/Chademo Charging||Available Charge Current
|-
| CCS_V_Avail||V||
| CCS/Chademo Charging||Available Charge Voltage
|-
|CCS_I||A
|
| CCS/Chademo Charging||Charging Current offboard charger
|-
|CCS_Ireq||A||
| CCS/Chademo Charging||Request Charging Current
|-
|CCS_V||V||
| CCS/Chademo Charging||Charging Voltage offboard charger
|-
|CCS_V_Min||V||
| CCS/Chademo Charging||Minimum Available charging voltage
|-
| CCS_V_Con||V||
| CCS||Voltage at the connector
|-
|hvChg || ||
| ||NOT USED
|-
|CCS_COND
| ||
| I3 LIM||Internal State
|-
|CCS_State ||s||
| I3 LIM||LIM state
|-
| CP_DOOR || ||
| I3 LIM||Reported Charge Port Door State
|-
|CCS_Contactor|| ||
| I3 LIM||CCS Contactor state
|-
|Day|| ||
| ||Time
|-
|Hour|| H||
| ||Time
|-
| Min||M||
| ||Time
|-
|Sec||S||
| ||Time
|-
|ChgT||M||
| ||Charge timer - to confirm functionality
|-
|HeatReq||
|
| ||Cabin Heater Request signal
|-
|U12V||V||
| Tesla DCDC/Outlander DCDC||12V Output voltage
|-
|I12V||A||
| Tesla DCDC/Outlander DCDC||12V Output Current
|-
| ChgTemp||°C||
| Tesla DCDC/Outlander Charger||Component temperature
|-
|AC_Volts||V||
| Nissan PDM/Outlander Charger||Charger Input Voltage
|-
|AC_Amps||A||
| Outlander Charger||AC input current
|-
|canctr||dig||
| RUN mode||Can Counter
|-
|cpuload|| %||
| ||
|-
| PPVal||dig||
| ||Analogue input Pilot Signal translation
|-
| BrkVacVal|| dig||
| ||Analogue input Brake Vacuum Signal translation
|-
| tmpheater||°C||
| Heater||Heater temperature
|-
|udcheater||V||
| Heater||Heater HV voltage
|-
|powerheater||W||
| Heater||Heater Power
|-
|serial|| ||
| ||
|}
https://github.com/damienmaguire/Stm32-vcu/blob/master/include/param_prj.h
[[Category:ZombieVerter]]

ZombieVerter VCU

2025-04-02T09:28:41Z

Rstevens81: /* ESP32 CanBus Web Interface */ corr4ection node id

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

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

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

==== '''Introducing: the "ZombieVerter" VCU ''- a general purpose EV conversion VCU.''''' ====
With a large array of inputs/outputs, control logic, and a web interface for configuration and data logging. The ZombieVerter is a powerful, flexible and customizable VCU well suited for EV conversions.

It's also an open source project!

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

* Nissan Leaf components
* Mitsubishi Outlander hybrid components
* Toyota and Lexus hybrid components
* CHAdeMO and CCS DC fast charging
* and more!

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

==== Hardware: ====

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

==== Software: ====

* Web based user interface
* Contactor control
* Charger control
* Charge timer
* Motor (inverter) control
* Heater control
* Water pump control
* Coolant fan control
* Throttle mapping
* Motor regen
* Cruise control (?)
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
<nowiki>*</nowiki>This list is always growing and changing, and not everything is verified working

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

* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]]
* [[Lexus GS450h Drivetrain|Lexus GS450h inverter / L110 gearbox via sync serial]]
* Lexus GS300h inverter / L210 gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial

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

===== Chargers/DCDCs: =====
* [[Nissan leaf pdm|Nissan Leaf PDM (Charger and DCDC)]] Gen1,2 & 3
* [[Mitsubishi Outlander DCDC OBC|Mitsubishi Outlander OBC (charger/DCDC)]]
* [[Tesla Model S/X DC/DC Converter|tesla model S dcdc]]
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - type 2 + type 1
* [[Chademo with Zombieverter|Chademo DC fast charging]]
* [[Foccci|Foccci CCS faster charger controller]]
* [https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
* Elcon charger

===== Heaters: =====

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

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

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

===== Cars(for canbus control over dash, etc): =====
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* BMW E9x CAN support
* Mid-2000s VAG CAN support
* Subaru CAN support
== Assembling the VCU ==
Looking to build a ZombieVerter VCU yourself or the kit is missing hardware?

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

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

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

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

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

# [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE Enclosure Kit with Header, connector and pins]<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
#[https://www.aliexpress.com/item/32822692950.html Connector and pins]<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
#[https://www.aliexpress.com/item/1005003512474442.html Pre-wired connector] <ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The original connectors are from Aptiv (Delphi):

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

https://www.youtube.com/watch?v=_JRa_uFyVkY&list=PLh-aHjjWGgLUWaetAmShkv6gmvk7vLaHd
== Wiring ==
[[File:ZombieVerter VCU V1 cable side pinout2.jpg|thumb|alt=|VCU pinout diagram |513x513px]]Each device requires different wiring setups, settings and power requirements.

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

'''Wiring the ZombieVerter with:'''

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

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

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

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

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

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

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

Used to switch "enable" mode to devices via:

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

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

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

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

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

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

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

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

Connect the following to the ZombieVerter pins:

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

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

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

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

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

Low side Outputs.

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

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

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

High side PWM.

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

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

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

Ground Input pins

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

PB1

PB2

PB3

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

''example: a input switch wired but set to negContactor''
{| class="wikitable"
|+
!Pin
!IN/OUT/PWM
!Function
|-
|ChaDemoAIw
|'''OUTPUT'''
|activates when Chademo charger handshake initiates
|-
|OBCEnable
|'''OUTPUT'''
|activates as part of the ExtCharger module
|-
|HeaterEnable
|'''OUTPUT'''
|activates only in run mode and when coolant pump is on*
|-
|RunIndication
|'''OUTPUT'''
|activates when zombie is in run mode
|-
|WarnIndication
|'''OUTPUT'''
|activates when a error occurs with the ZombieVerter
|-
|CoolantPump
|'''OUTPUT'''
|activates during precharge, usually used for coolant pumps
|-
|NegContactor
|'''OUTPUT'''
|activates when the negative contactor needs to be closed. ie precharge, run, charge mode, etc
|-
|BrakeLight
|'''OUTPUT'''
|activates when a set brake light on threshold value is met
|-
|ReverseLight
|'''OUTPUT'''
|activates when reverse direction is selected
|-
|CoolingFan
|'''OUTPUT'''
|activates when FanTemp setpoint is reached
|-
|HVActive
|'''OUTPUT'''
|activates when contactors are closed and VCU is in run or charge mode
|-
|BrakeVacPump
|'''DIGITAL OUTPUT'''
|activates when BrakeVacSensor threshold value is met
|-
|CpSpoof
|'''PWM OUTPUT'''
|used to spoof CP signal to OBC when using a charging interface such as FOCCCI or I3LIM
|-
|GS450Hpump
|'''PWM OUTPUT'''
|used to run GS450H oil pump
|-
|HeatReq
|'''DIGITAL INPUT'''
|
|-
|HVRequest
|'''DIGITAL INPUT'''
|NOT FUNCTIONING
|-
|DCFCRequest
|'''DIGITAL INPUT'''
|Chademo Charge Interface enable contactors to charge
|-
|ProxPilot
|'''ANALOGUE INPUT'''
|detects when charge cable is plugged in
|-
|BrakeVacSensor
|'''ANALOGUE INPUT'''
|vacuum sensor input, use for triggering BrakeVacPump '''DIGITAL OUTPUT'''
|-
|PWMTim3
|
|
|}

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

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

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

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

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

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

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

'''NOTE:''' Recent units have a new WiFi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.4.1 on the 192.168.4.0/24 subnet) to your device.

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

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

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

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

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

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

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

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

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

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

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

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

'''Forward/Reverse'''

input options:

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

==== Inverter ====
''work in progress''

==== Charger ====

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

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

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

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

==Software==

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

For programming a blank board see: [[zombiverter programing|ZombiVerter programing]]

For re-flashing a bricked board refer to the Troubleshooting section below.
==== Initializing an ISA Shunt: ====

# Wire the ISA shunt to 12V+ and canbus input.
# Under shunt can in the web interface, select the canbus the shunt is connected to
# Hit save parameters to flash.
# Under Comms in the web interface, select ISAMode option. By default its set to "Normal" (Off)
# Select "Init"
# Hit save parameters to flash
# Power cycle the vcu and shunt at same time (they should be on same 12V feed anyway).
# The shunt will initialize.
# Select ISAMode "normal"
# Save to flash again
# Reboot the VCU

The shunt should now be up and running.

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

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

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

==Troubleshooting ==

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

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

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

# Firstly, download the bootloader from [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases here] and latest ZombieVerter firmware from [https://github.com/damienmaguire/Stm32-vcu/releases/ here] as .hex files. This ensures you don't need to know the address of the file and avoids user error when flashing via STLink
# Download STMCubeProgrammer from [https://www.st.com/en/development-tools/stm32cubeprog.html#get-software here] (other STM flashing softwares are available but the following instructions are based on what has worked for me).
# Upgrade the firmware on your STLink dongle using STMCubeProgrammer. I'm not sure if this is 100% necessary but seems prudent.
# Connect the Clock (SWclk), Gnd and Data (SWDio) of your STLink to the ZombieVerter test points. On the ZombieVerter Board, they are labelled C, G, D.
# Connect 12V and Gnd to the ZombieVerter main power pins and ensure your STMCubeprogrammer is able to connect to it. I also disconnected the wifi board just incase.
# Perform a "full chip erase", then reflash the latest bootloader and firmware hex files.
# Remove your STLink from the ZombieVerter, connect the wifi board and check connectivity.
# Begin ZombieVerter-ing.

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

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

ZombieVerter VCU

2025-04-02T09:25:46Z

Rstevens81: /* ESP32 CanBus Web Interface */ added foci prob shouldnt be here but more likely to be noticed and rembered

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

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

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

==== '''Introducing: the "ZombieVerter" VCU ''- a general purpose EV conversion VCU.''''' ====
With a large array of inputs/outputs, control logic, and a web interface for configuration and data logging. The ZombieVerter is a powerful, flexible and customizable VCU well suited for EV conversions.

It's also an open source project!

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

* Nissan Leaf components
* Mitsubishi Outlander hybrid components
* Toyota and Lexus hybrid components
* CHAdeMO and CCS DC fast charging
* and more!

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

==== Hardware: ====

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

==== Software: ====

* Web based user interface
* Contactor control
* Charger control
* Charge timer
* Motor (inverter) control
* Heater control
* Water pump control
* Coolant fan control
* Throttle mapping
* Motor regen
* Cruise control (?)
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
<nowiki>*</nowiki>This list is always growing and changing, and not everything is verified working

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

* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]]
* [[Lexus GS450h Drivetrain|Lexus GS450h inverter / L110 gearbox via sync serial]]
* Lexus GS300h inverter / L210 gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial

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

===== Chargers/DCDCs: =====
* [[Nissan leaf pdm|Nissan Leaf PDM (Charger and DCDC)]] Gen1,2 & 3
* [[Mitsubishi Outlander DCDC OBC|Mitsubishi Outlander OBC (charger/DCDC)]]
* [[Tesla Model S/X DC/DC Converter|tesla model S dcdc]]
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - type 2 + type 1
* [[Chademo with Zombieverter|Chademo DC fast charging]]
* [[Foccci|Foccci CCS faster charger controller]]
* [https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
* Elcon charger

===== Heaters: =====

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

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

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

===== Cars(for canbus control over dash, etc): =====
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* BMW E9x CAN support
* Mid-2000s VAG CAN support
* Subaru CAN support
== Assembling the VCU ==
Looking to build a ZombieVerter VCU yourself or the kit is missing hardware?

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

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

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

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

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

# [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE Enclosure Kit with Header, connector and pins]<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
#[https://www.aliexpress.com/item/32822692950.html Connector and pins]<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
#[https://www.aliexpress.com/item/1005003512474442.html Pre-wired connector] <ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The original connectors are from Aptiv (Delphi):

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

https://www.youtube.com/watch?v=_JRa_uFyVkY&list=PLh-aHjjWGgLUWaetAmShkv6gmvk7vLaHd
== Wiring ==
[[File:ZombieVerter VCU V1 cable side pinout2.jpg|thumb|alt=|VCU pinout diagram |513x513px]]Each device requires different wiring setups, settings and power requirements.

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

'''Wiring the ZombieVerter with:'''

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

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

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

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

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

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

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

Used to switch "enable" mode to devices via:

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

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

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

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

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

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

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

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

Connect the following to the ZombieVerter pins:

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

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

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

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

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

Low side Outputs.

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

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

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

High side PWM.

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

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

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

Ground Input pins

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

PB1

PB2

PB3

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

''example: a input switch wired but set to negContactor''
{| class="wikitable"
|+
!Pin
!IN/OUT/PWM
!Function
|-
|ChaDemoAIw
|'''OUTPUT'''
|activates when Chademo charger handshake initiates
|-
|OBCEnable
|'''OUTPUT'''
|activates as part of the ExtCharger module
|-
|HeaterEnable
|'''OUTPUT'''
|activates only in run mode and when coolant pump is on*
|-
|RunIndication
|'''OUTPUT'''
|activates when zombie is in run mode
|-
|WarnIndication
|'''OUTPUT'''
|activates when a error occurs with the ZombieVerter
|-
|CoolantPump
|'''OUTPUT'''
|activates during precharge, usually used for coolant pumps
|-
|NegContactor
|'''OUTPUT'''
|activates when the negative contactor needs to be closed. ie precharge, run, charge mode, etc
|-
|BrakeLight
|'''OUTPUT'''
|activates when a set brake light on threshold value is met
|-
|ReverseLight
|'''OUTPUT'''
|activates when reverse direction is selected
|-
|CoolingFan
|'''OUTPUT'''
|activates when FanTemp setpoint is reached
|-
|HVActive
|'''OUTPUT'''
|activates when contactors are closed and VCU is in run or charge mode
|-
|BrakeVacPump
|'''DIGITAL OUTPUT'''
|activates when BrakeVacSensor threshold value is met
|-
|CpSpoof
|'''PWM OUTPUT'''
|used to spoof CP signal to OBC when using a charging interface such as FOCCCI or I3LIM
|-
|GS450Hpump
|'''PWM OUTPUT'''
|used to run GS450H oil pump
|-
|HeatReq
|'''DIGITAL INPUT'''
|
|-
|HVRequest
|'''DIGITAL INPUT'''
|NOT FUNCTIONING
|-
|DCFCRequest
|'''DIGITAL INPUT'''
|Chademo Charge Interface enable contactors to charge
|-
|ProxPilot
|'''ANALOGUE INPUT'''
|detects when charge cable is plugged in
|-
|BrakeVacSensor
|'''ANALOGUE INPUT'''
|vacuum sensor input, use for triggering BrakeVacPump '''DIGITAL OUTPUT'''
|-
|PWMTim3
|
|
|}

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

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

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

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

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

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

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

'''NOTE:''' Recent units have a new WiFi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.4.1 on the 192.168.4.0/24 subnet) to your device.

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

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

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

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

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

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

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

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

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

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

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

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

'''Forward/Reverse'''

input options:

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

==== Inverter ====
''work in progress''

==== Charger ====

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

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

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

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

==Software==

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

For programming a blank board see: [[zombiverter programing|ZombiVerter programing]]

For re-flashing a bricked board refer to the Troubleshooting section below.
==== Initializing an ISA Shunt: ====

# Wire the ISA shunt to 12V+ and canbus input.
# Under shunt can in the web interface, select the canbus the shunt is connected to
# Hit save parameters to flash.
# Under Comms in the web interface, select ISAMode option. By default its set to "Normal" (Off)
# Select "Init"
# Hit save parameters to flash
# Power cycle the vcu and shunt at same time (they should be on same 12V feed anyway).
# The shunt will initialize.
# Select ISAMode "normal"
# Save to flash again
# Reboot the VCU

The shunt should now be up and running.

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

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

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

==Troubleshooting ==

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

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

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

# Firstly, download the bootloader from [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases here] and latest ZombieVerter firmware from [https://github.com/damienmaguire/Stm32-vcu/releases/ here] as .hex files. This ensures you don't need to know the address of the file and avoids user error when flashing via STLink
# Download STMCubeProgrammer from [https://www.st.com/en/development-tools/stm32cubeprog.html#get-software here] (other STM flashing softwares are available but the following instructions are based on what has worked for me).
# Upgrade the firmware on your STLink dongle using STMCubeProgrammer. I'm not sure if this is 100% necessary but seems prudent.
# Connect the Clock (SWclk), Gnd and Data (SWDio) of your STLink to the ZombieVerter test points. On the ZombieVerter Board, they are labelled C, G, D.
# Connect 12V and Gnd to the ZombieVerter main power pins and ensure your STMCubeprogrammer is able to connect to it. I also disconnected the wifi board just incase.
# Perform a "full chip erase", then reflash the latest bootloader and firmware hex files.
# Remove your STLink from the ZombieVerter, connect the wifi board and check connectivity.
# Begin ZombieVerter-ing.

=== ESP32 CanBus Web Interface ===
If the CanBus Web Interface is used it must be noted that the Node ID is hard coded to 3 (Foccci is 20)

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

ZombieVerter VCU

2025-04-02T09:24:02Z

Rstevens81: /* Troubleshooting */ added note about node id esp32 canbus web page

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

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

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

==== '''Introducing: the "ZombieVerter" VCU ''- a general purpose EV conversion VCU.''''' ====
With a large array of inputs/outputs, control logic, and a web interface for configuration and data logging. The ZombieVerter is a powerful, flexible and customizable VCU well suited for EV conversions.

It's also an open source project!

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

* Nissan Leaf components
* Mitsubishi Outlander hybrid components
* Toyota and Lexus hybrid components
* CHAdeMO and CCS DC fast charging
* and more!

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

==== Hardware: ====

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

==== Software: ====

* Web based user interface
* Contactor control
* Charger control
* Charge timer
* Motor (inverter) control
* Heater control
* Water pump control
* Coolant fan control
* Throttle mapping
* Motor regen
* Cruise control (?)
* BMS limits
* IVT shunt initialization
* Data logging and graphing
* etc.
=== Currently supported OEM hardware: ===
<nowiki>*</nowiki>This list is always growing and changing, and not everything is verified working

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

* [[Nissan leaf motors|Nissan Leaf Gen1/2/3 inverter/motor via CAN]]
* [[Lexus GS450h Drivetrain|Lexus GS450h inverter / L110 gearbox via sync serial]]
* Lexus GS300h inverter / L210 gearbox via sync serial
* Toyota Prius/Yaris/Auris Gen 3 inverters via sync serial

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

===== Chargers/DCDCs: =====
* [[Nissan leaf pdm|Nissan Leaf PDM (Charger and DCDC)]] Gen1,2 & 3
* [[Mitsubishi Outlander DCDC OBC|Mitsubishi Outlander OBC (charger/DCDC)]]
* [[Tesla Model S/X DC/DC Converter|tesla model S dcdc]]
* [[BMW I3 Fast Charging LIM Module|CCS DC fast charge via BMW i3 LIM]] - type 2 + type 1
* [[Chademo with Zombieverter|Chademo DC fast charging]]
* [[Foccci|Foccci CCS faster charger controller]]
* [https://citini.com/product/evs-charge-port-controller/ EVS-Charge Port Controller]
* Elcon charger

===== Heaters: =====

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

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

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

===== Cars(for canbus control over dash, etc): =====
* 1998-2005 BMW 3-series (E46) CAN support
* 1996-2003 BMW 5-series (E39) CAN support
* 2001-2008 BMW 7-series (E65) CAN Support
* BMW E9x CAN support
* Mid-2000s VAG CAN support
* Subaru CAN support
== Assembling the VCU ==
Looking to build a ZombieVerter VCU yourself or the kit is missing hardware?

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

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

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

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

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

# [https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE Enclosure Kit with Header, connector and pins]<ref>https://www.aliexpress.com/item/32857771975.html?spm=a2g0s.9042311.0.0.39f24c4dWOmGPE (Backup: [https://web.archive.org/web/20220524004318/https://www.aliexpress.com/item/32857771975.html Web Archive])</ref>
#[https://www.aliexpress.com/item/32822692950.html Connector and pins]<ref>https://de.aliexpress.com/item/32822692950.html (Backup: [https://web.archive.org/web/20221119203700/https://www.aliexpress.us/item/2251832636378198.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>
#[https://www.aliexpress.com/item/1005003512474442.html Pre-wired connector] <ref>https://www.aliexpress.com/item/1005003512474442.html (Backup: [http://web.archive.org/web/20221120105651/https://www.aliexpress.us/item/3256803326159690.html?gatewayAdapt=glo2usa4itemAdapt&_randl_shipto=US Web Archive])</ref>

The original connectors are from Aptiv (Delphi):

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

https://www.youtube.com/watch?v=_JRa_uFyVkY&list=PLh-aHjjWGgLUWaetAmShkv6gmvk7vLaHd
== Wiring ==
[[File:ZombieVerter VCU V1 cable side pinout2.jpg|thumb|alt=|VCU pinout diagram |513x513px]]Each device requires different wiring setups, settings and power requirements.

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

'''Wiring the ZombieVerter with:'''

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

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

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

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

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

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

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

Used to switch "enable" mode to devices via:

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

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

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

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

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

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

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

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

Connect the following to the ZombieVerter pins:

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

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

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

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

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

Low side Outputs.

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

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

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

High side PWM.

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

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

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

Ground Input pins

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

PB1

PB2

PB3

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

''example: a input switch wired but set to negContactor''
{| class="wikitable"
|+
!Pin
!IN/OUT/PWM
!Function
|-
|ChaDemoAIw
|'''OUTPUT'''
|activates when Chademo charger handshake initiates
|-
|OBCEnable
|'''OUTPUT'''
|activates as part of the ExtCharger module
|-
|HeaterEnable
|'''OUTPUT'''
|activates only in run mode and when coolant pump is on*
|-
|RunIndication
|'''OUTPUT'''
|activates when zombie is in run mode
|-
|WarnIndication
|'''OUTPUT'''
|activates when a error occurs with the ZombieVerter
|-
|CoolantPump
|'''OUTPUT'''
|activates during precharge, usually used for coolant pumps
|-
|NegContactor
|'''OUTPUT'''
|activates when the negative contactor needs to be closed. ie precharge, run, charge mode, etc
|-
|BrakeLight
|'''OUTPUT'''
|activates when a set brake light on threshold value is met
|-
|ReverseLight
|'''OUTPUT'''
|activates when reverse direction is selected
|-
|CoolingFan
|'''OUTPUT'''
|activates when FanTemp setpoint is reached
|-
|HVActive
|'''OUTPUT'''
|activates when contactors are closed and VCU is in run or charge mode
|-
|BrakeVacPump
|'''DIGITAL OUTPUT'''
|activates when BrakeVacSensor threshold value is met
|-
|CpSpoof
|'''PWM OUTPUT'''
|used to spoof CP signal to OBC when using a charging interface such as FOCCCI or I3LIM
|-
|GS450Hpump
|'''PWM OUTPUT'''
|used to run GS450H oil pump
|-
|HeatReq
|'''DIGITAL INPUT'''
|
|-
|HVRequest
|'''DIGITAL INPUT'''
|NOT FUNCTIONING
|-
|DCFCRequest
|'''DIGITAL INPUT'''
|Chademo Charge Interface enable contactors to charge
|-
|ProxPilot
|'''ANALOGUE INPUT'''
|detects when charge cable is plugged in
|-
|BrakeVacSensor
|'''ANALOGUE INPUT'''
|vacuum sensor input, use for triggering BrakeVacPump '''DIGITAL OUTPUT'''
|-
|PWMTim3
|
|
|}

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

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

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

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

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

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

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

'''NOTE:''' Recent units have a new WiFi module that isn't automatically assigning an IP via DHCP. See [https://openinverter.org/forum/viewtopic.php?f=5&t=2001 this thread] for details, and if you can help resolve the issue. Until then, you need to manually assign an IP of 192.168.4.2 (anything other than 192.168.4.1 on the 192.168.4.0/24 subnet) to your device.

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

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

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

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

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

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

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

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

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

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

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

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

'''Forward/Reverse'''

input options:

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

==== Inverter ====
''work in progress''

==== Charger ====

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

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

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

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

==Software==

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

For programming a blank board see: [[zombiverter programing|ZombiVerter programing]]

For re-flashing a bricked board refer to the Troubleshooting section below.
==== Initializing an ISA Shunt: ====

# Wire the ISA shunt to 12V+ and canbus input.
# Under shunt can in the web interface, select the canbus the shunt is connected to
# Hit save parameters to flash.
# Under Comms in the web interface, select ISAMode option. By default its set to "Normal" (Off)
# Select "Init"
# Hit save parameters to flash
# Power cycle the vcu and shunt at same time (they should be on same 12V feed anyway).
# The shunt will initialize.
# Select ISAMode "normal"
# Save to flash again
# Reboot the VCU

The shunt should now be up and running.

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

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

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

==Troubleshooting ==

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

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

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

# Firstly, download the bootloader from [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases here] and latest ZombieVerter firmware from [https://github.com/damienmaguire/Stm32-vcu/releases/ here] as .hex files. This ensures you don't need to know the address of the file and avoids user error when flashing via STLink
# Download STMCubeProgrammer from [https://www.st.com/en/development-tools/stm32cubeprog.html#get-software here] (other STM flashing softwares are available but the following instructions are based on what has worked for me).
# Upgrade the firmware on your STLink dongle using STMCubeProgrammer. I'm not sure if this is 100% necessary but seems prudent.
# Connect the Clock (SWclk), Gnd and Data (SWDio) of your STLink to the ZombieVerter test points. On the ZombieVerter Board, they are labelled C, G, D.
# Connect 12V and Gnd to the ZombieVerter main power pins and ensure your STMCubeprogrammer is able to connect to it. I also disconnected the wifi board just incase.
# Perform a "full chip erase", then reflash the latest bootloader and firmware hex files.
# Remove your STLink from the ZombieVerter, connect the wifi board and check connectivity.
# Begin ZombieVerter-ing.

=== ESP32 CanBus Web Interface ===
If the CanBus Web Interface is used it must be noted that the Node ID is hard coded to 3

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

Mitsubishi Outlander Rear Inverter

2025-01-05T23:44:36Z

Rstevens81: minor change

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1">Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref name=":2">https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

'''Note''': The rotation for the rear is opposite to convention i.e. forward direction would drive the car backwards (there is an option in zombie to invert direction).

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Resolver & Can Connector ===
The original Connectors:

1x Resolver/Motor Temperature sensor interface [Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1" /><ref name=":2" />] - Black

1x 12V Power/CAN Bus Interface [Hirose GT18WB-14P-HU - 14 way proprietary connector] - Grey

These connectors are unobtainable however Tom DeBree has created a 3d printable connector that utilises TE Pins and Dupont style connector:

https://openinverter.org/forum/viewtopic.php?t=682&start=75

It must be noted Chinese Dupont connectors are not good for much more than testing as they are not a good Fit.

It is recommended to use original motor to inverter cable for an easy life, however if you need to make up a cable or are splicing into the cable due to damaged socket etc, it is important to note that the motor will spin backwards if it runs forward or has a noticeable judder when trying to set off under load (see https://www.youtube.com/watch?v=6fq3Y90fYY8) it is very likely that the polarity of the resolver pairs maybe incorrect. (additional note: increasing "throtramp" in zombie can introduce a judder at low rpms).
{| class="wikitable"
|+
|-
|[[File:Grey 1.jpg|thumb]]
|[[File:Black plug 1.jpg|thumb]]
|-
|[[File:Grey 2.jpg|thumb]]
|[[File:Black 2.jpg|thumb]]
|-
| colspan="2" |[[File:Jst con.jpg|thumb]]
|-
|[[File:Jst rev 1.jpg|thumb]]
|[[File:Jst rev 2.jpg|thumb]]
|-
|[[File:JST Board.jpg|thumb]]
|[[File:JST.jpg|thumb]]
|}

=== OEM Inverter OI modification ===
*[[OEM Inverter OI modification]]

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

Mitsubishi Outlander Rear Inverter

2025-01-05T23:42:43Z

Rstevens81: added notes about direction of spin and resolver pair

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1">Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref name=":2">https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

'''Note''': The rotation for the rear is opposite to convention i.e. forward direction would drive the car backwards (there is an option in zombie to invert direction).

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Resolver & Can Connector ===
The original Connectors:

1x Resolver/Motor Temperature sensor interface [Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1" /><ref name=":2" />] - Black

1x 12V Power/CAN Bus Interface [Hirose GT18WB-14P-HU - 14 way proprietary connector] - Grey

These connectors are unobtainable however Tom DeBree has created a 3d printable connector that utilises TE Pins and Dupont style connector:

https://openinverter.org/forum/viewtopic.php?t=682&start=75

It must be noted Chinese Dupont connectors are not good for much more than testing as they are not a good Fit.

It is recommended to use original motor to inverter cable for an easy life, however if you need to make up a cable or are splicing into the cable due to damaged socket etc, it is important to note that the motor will spin backwards if it runs forward or has a noticeable judder when trying to set off under load (see https://www.youtube.com/watch?v=6fq3Y90fYY8) it is very likely that the polarity of the resolver pairs maybe incorrect. (increasing "throtramp" in zombie can introduce a judder at low rpms).
{| class="wikitable"
|+
|-
|[[File:Grey 1.jpg|thumb]]
|[[File:Black plug 1.jpg|thumb]]
|-
|[[File:Grey 2.jpg|thumb]]
|[[File:Black 2.jpg|thumb]]
|-
| colspan="2" |[[File:Jst con.jpg|thumb]]
|-
|[[File:Jst rev 1.jpg|thumb]]
|[[File:Jst rev 2.jpg|thumb]]
|-
|[[File:JST Board.jpg|thumb]]
|[[File:JST.jpg|thumb]]
|}

=== OEM Inverter OI modification ===
*[[OEM Inverter OI modification]]

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

Mitsubishi Outlander DCDC OBC

2024-10-28T09:17:57Z

Rstevens81: /* Pinout */ added note about setting code to chademo

The Mitsubishi Outlander PHEV (2012-2018 models) feature a compact CANBus controlled 3.7kw charger suitable for budget EV conversions. Units can be bought for under £200. Part numbers are: W005T70271 (pre 2018) [https://openinverter.org/forum/viewtopic.php?p=31366#p31366], W005T70272 (post 2018) [https://openinverter.org/forum/viewtopic.php?p=23876#p23876]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1

The charger has a 3.7k ohm resistance between the CAN H and CAN L pins.
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>Internals:
{| class="wikitable"
|+
![[File:Outlander internals bottom.jpg|thumb]]
![[File:Outlander internals top.jpg|thumb]]
|-
!Bottom
!Top
|}

==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed 14.5V. The converter requires battery voltage between 200V and 400V on the DC bus.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

To start the DC-DC converter, first to apply 12V to pin 7 and GND to pin 10. You also need to have its casing connected to common GND and 12V at the Pin 8 IGCT main power pin.

Then apply 12V ENABLE signal to pin 4 and you will see 14.5Vdc on the power line.

The DCDC is capable of at least 1800W of power.

==Connections==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
!DCDC Side Pin Number
! Pin on Internal Connector
!DCDC Side Color
!Color from Schematic
!Name
!Function
|-
|1
|6
|
| Orange
|
|NC
|Not Connected
|-
|2
|5
|
|Blank
|
|NC
|Not Connected
|-
|3
|4
|
|Blue
|
|NC
|Not Connected
|-
|4
|3
|
|Grey
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|2
|
|Light Blue
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|1
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|13
|
|Green
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|12
|
|Yellow
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|11
|
|White
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|10
|
|Black
|Black
|GND
|Ground
|-
|11
|9
|
|Blank
|
|NC
|Not Connected
|-
|12
|8
|
|Purple
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|7
|
|Red
|Red-Blue
| CAN L
|CAN Low
|}

Note: Although the above pin numbers, for the 13 pin external connector, match the Mitsubishi wiring diagram the numbers marked on the connector are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ). IGCT +12V power should not be powered permanently, this will create problems for using the charger. Recommended to only have the Charger powered with Ignition on or charging.

NOTE: If using the pp detect in zombie to perform charging, set interface to Chademo as the zombie code currently (as of 28/10/24) assumed permanently powered, assuming your IGCT is wired into a relay that is triggered by Low contactor output (and DCDC enable powered by relay on high output).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

The charger is controlled via a 13-pin connector mounted on a short tail into the case. Connectors seem to be widely available to mate with this. Search for "Sumitomo 6189-1092 13-WAY CONNECTOR KIT Inc Terminals & seals [13-AC001]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

The External to Internal wiring harness is as follows:

{| class="wikitable"
|+
!
!
!
!
!
|-
| colspan="2" |'''Internal Connector (Black)'''
| colspan="2" |'''External Connector (Grey)'''
| rowspan="2" |[[File:Outlander harness.jpg|thumb]]
|-
|Pin
|Wire Colour
|Pin
|Function (If Known)
|-
|1
|grey
|4
|DC SW - Enable DC/DC Converter
| rowspan="3" |[[File:Ext connector view 1.jpg|thumb]]
|-
|2
|blue
|3
|NC
|-
|3
|black
|6
|CAN H -CAN High
|-
|4
|black
|10
|GND – Ground
| rowspan="3" |[[File:Ext connector view 2.jpg|thumb]]
|-
|5
|yellow
|8
|IGCT – Main +12V Power Supply (via shared 7.5A fuse)
|-
|6
|green
|7
|Sense - Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|7
|light blue
|5
|CHIN - Serial Protocol to EV Remote WiFi Module
| rowspan="3" |[[File:Int connector view 1.jpg|thumb]]
|-
|8
|NC
|11
|NC
|-
|9
|orange
|1
|NC
|-
|10
|red
|13
|CAN L – CAN Low
| rowspan="3" |[[File:Int connector view 2.jpg|thumb]]
|-
|11
|purple
|12
|CHOT – Serial Protocol to EV Remote WiFi Module
|-
|12
|white
|9
|CP – Control Pilot from Charge Port
|}

===AC Power Connector===
[[File:Outlander DCDC OBC 12V Cap.jpg|thumb|Mitsubishi "MUC000691" cap]]
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

[[File:Outlander Charger AC connector.jpg|none|thumb]]

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8. The Mitsubishi part number for the correct cap is "MUC000691".

==Charge Control==
There is no voltage adjustment only current so your controller needs to monitor output voltage and step the charge current. Regardless of the set current the pilot signal will limit the charge current automatically. The pilot signal duty cycle is available on the can bus.

===CANBus Messages===
[https://openinverter.org/forum/download/file.php?id=6649 Outlander Charger DBC File]

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

0x285 alone will connect the EVSE but won't charge until you send 0x286. Byte 2 = 0xb6 pulls in the EVSE.

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. '''The requested current should be limited to 12A, going above this results in strange current delivery.'''

Charger will only start charging if EVSE CP is connected and requested current is below EVSE limit.
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (0x20=standby, 0x21=error, 0x22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = AC Supply Current x 10
- B7 = DC side current x 10 (should equal commanded current)
0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Charger]]
[[Category:DC/DC]]

Toyota/Lexus GS300h CVT

2024-07-01T16:02:02Z

Rstevens81: added 3d printable parts

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

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

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

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

== Description ==
The L210 is a continuously variable transmission (CVT) which can be found in the Lexus gs300h. It is very similar in design to the [[Lexus GS450h Drivetrain|GS450h CVT]]. It contains two motor-generators - MG1 and MG2. When used as originally intended, MG1 is spun by the ICE, via a planetary gear system, and acts primarily as a generator. MG1 also acts as a starter motor for the ICE. MG2 is connected to the output shaft via a second planetary gear system to provide traction directly to the rear wheels.

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

The official power output of the CVT is 105kW and 300Nm of torque<ref>https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 (Backup: [https://web.archive.org/web/20200319090621/https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 Web Archive])</ref>, but this has yet to be tested.

For use in a pure EV application, the ICE input shaft can be locked stationary with a plate or bar. This allows traction to be provided by both MG1 and MG2.
[[File:L210 Schematic.png|thumb|1 - motor-generator MG1, 2 - input shaft, 3 - power split planetary gear (PSD), 4 - intermediate shaft, 5 - sun gear (MSR), 6 - ring gear (MSR), 7 - output shaft, 8 - planetary carrier (MSR), 9 - motor speed reduction planetary gear (MSR), 10 - pinion gear (MSR), 11 - motor-generator MG2, 12 - planetary carrier (PSD), 13 - ring gear (PSD), 14 - pinion gear (PSD), 15 - sun gear (PSD)]]
[[File:Schematic view.png|thumb|1 - motor-generator MG1, 2 - damper, 3 - mechanical oil pump, 4 - motor speed reduction planetary gear, 5 - motor-generator MG2, 6 - power split planetary gear (PSD)]]

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

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

Bellhousing diameter =400 mm ,

Length bellhousing face to drive flange face 720mm

Diameter main body 330mm front to 250 rear

Tailshaft length 210mm

Weight 90kg

'''Inverter'''

3D Scan: https://grabcad.com/l

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

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

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

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

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

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

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

+12V input needs to be fused at 5A

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

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

Motor side connection

1 2 3 4

White Red Yellow White ( colours inside motor )

TMP1 CS SN RF

TMP2 CSG SNG RFG

White Black Blue Green ( colours inside motor )

5 6 7 8

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

But check for yourself as per Damien's tuning video

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

Connector: SUMITOMO 90980-12362

Position 1 being the sprung return and 5 being park

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

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

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

::;
:;

=== Output flange ===
Bolt pattern: About 100mm from hole to hole (~58mm radius) (compared to GS450H's 91mm (or 52.5mm radius)).
[[File:L210-flange-guibo.jpg|thumb]]

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

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

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

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

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

== References ==
<references />

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

Mitsubishi Outlander Rear Inverter

2024-06-14T14:07:42Z

Rstevens81: /* Inverter Resolver & Can Connector */

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1">Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref name=":2">https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Resolver & Can Connector ===
The original Connectors:

1x Resolver/Motor Temperature sensor interface [Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1" /><ref name=":2" />] - Black

1x 12V Power/CAN Bus Interface [Hirose GT18WB-14P-HU - 14 way proprietary connector] - Grey

These connectors are unobtainable however Tom DeBree has created a 3d printable connector that utilises TE Pins and Dupont style connector:

https://openinverter.org/forum/viewtopic.php?t=682&start=75

It must be noted Chinese Dupont connectors are not good for much more than testing as they are not a good Fit.
{| class="wikitable"
|+
|-
|[[File:Grey 1.jpg|thumb]]
|[[File:Black plug 1.jpg|thumb]]
|-
|[[File:Grey 2.jpg|thumb]]
|[[File:Black 2.jpg|thumb]]
|-
| colspan="2" |[[File:Jst con.jpg|thumb]]
|-
|[[File:Jst rev 1.jpg|thumb]]
|[[File:Jst rev 2.jpg|thumb]]
|-
|[[File:JST Board.jpg|thumb]]
|[[File:JST.jpg|thumb]]
|}

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

Mitsubishi Outlander Rear Inverter

2024-06-14T14:06:17Z

Rstevens81: /* Authentication */ added pic of conectors

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1">Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref name=":2">https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Resolver & Can Connector ===
The original Connectors:

1x Resolver/Motor Temperature sensor interface [Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref name=":1" /><ref name=":2" />] - Black

1x 12V Power/CAN Bus Interface [Hirose GT18WB-14P-HU - 14 way proprietary connector] - Grey

These connectors are unobtainable however Tom DeBree has created a 3d printable connector that utilises TE Pins and Dupont style connector:

https://openinverter.org/forum/viewtopic.php?t=682&start=75

It must be noted Chinese Dupont connectors are not good for much more than testing as they are not a good Fit.
{| class="wikitable"
|+
| colspan="2" |[[File:Outlander ext LV connectors.jpg|thumb]]
|-
|[[File:Grey 1.jpg|thumb]]
|[[File:Black plug 1.jpg|thumb]]
|-
|[[File:Grey 2.jpg|thumb]]
|[[File:Black 2.jpg|thumb]]
|-
| colspan="2" |[[File:Jst con.jpg|thumb]]
|-
|[[File:Jst rev 1.jpg|thumb]]
|[[File:Jst rev 2.jpg|thumb]]
|-
|[[File:JST Board.jpg|thumb]]
|[[File:JST.jpg|thumb]]
|}

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

File:JST.jpg

2024-06-14T14:05:33Z

Rstevens81:

JST

File:JST Board.jpg

2024-06-14T14:03:56Z

Rstevens81:

JST Board

File:Jst rev 2.jpg

2024-06-14T14:03:19Z

Rstevens81:

jst con

File:Jst rev 1.jpg

2024-06-14T14:02:45Z

Rstevens81:

jst re4verse side

File:Jst con.jpg

2024-06-14T14:01:32Z

Rstevens81:

internal jst conectors

File:Black 2.jpg

2024-06-14T13:58:48Z

Rstevens81:

black plug wires

File:Black plug 1.jpg

2024-06-14T13:57:58Z

Rstevens81:

black plug wires

File:Grey 2.jpg

2024-06-14T13:57:06Z

Rstevens81:

grey plug wires

File:Grey 1.jpg

2024-06-14T13:56:11Z

Rstevens81:

Grey plug wires

File:Outlander ext LV connectors.jpg

2024-06-14T13:55:14Z

Rstevens81:

outlander connectors

Mitsubishi Outlander Rear Inverter

2024-06-12T16:42:40Z

Rstevens81: /* CAEH & CAEL - CAN Communication */ added note not terminated

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
|-
|Device
|Inverter
|-
|OEM
|Mitsubishi
|-
|Type
|3 phase Motor inverter/controller & HV DC Junction Box
|-
|Part Number(s)
|9410A067''',''' 9410A081, 9499D140, 9410A163
|-
|Mitsubishi Module Name
|REMCU<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref>
|-
|Manufacturer
|Meidensha<ref>https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html (Backup: [https://web.archive.org/web/20220124192037/https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html Web Archive] )</ref>
|-
|Suppliers
|Ebay
|-
|Voltage
|300V DC Nominal supply voltage
(336V Max according to max battery voltage) <ref>Based on Mitsubishi Outlander Pack voltage and data from here for maximum voltage: https://nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx (Backup: [https://web.archive.org/web/20221016160055/https://www.nfpa.org/-/media/Files/Training/AFV/Emergency-Response-Guides/Mitsubishi/Mitsubishi-Outlander-PHEV-2018--ERG.ashx Web Archive])</ref>
|-
|Interfaces
|1x Resolver/Motor Temperature sensor interface
Hirose GT18WB-14DP-HU - 14 way proprietary connector<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=10214#p10214</ref><ref>https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en (Backup: [https://web.archive.org/web/20221016160328/https://www.hirose.com/product/document?clcode=&productname=&series=GT18W&documenttype=Catalog&lang=en&documentid=D49386_en Web Archive])</ref>

Black
1x 12V Power/CAN Bus Interface

Hirose GT18WB-14P-HU - 14 way proprietary connector

Grey

1x DC Bus Input - M10 Bolts with gland plate

1x 30A Fused DC Bus Junction Output - M10 Bolts with gland plate

1x 3 Phase motor output - M10 Bolts with gland plate
|-
|Mechanical Mounting
|3x Lugs around lower face, M10 bolts multiple locations<ref name=":0">Author Experience.</ref>
|-
|Resolver
|Presumably matched to resolver on Outlander Rear Motor
SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver<ref>https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB (Backup: [https://web.archive.org/web/20221016160830/https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB Web Archive])</ref>
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|-
|Power
|Unknown if continuous duty is based on inverter or motor thermal capability
70kW Peak

25kW Continuous
|-
|Weight
|9kg<ref name=":0" />
|-
|Features
|Integral 3-way DC fused Junction box (1 input, 2 fused outputs)
Water cooled

2x Coil temperature sensors
|-
|Wiring Diagram
|<ref>'''LINK DEAD:''' http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/90/HKAF0E02CC00ENG.pdf</ref><ref>'''LINK DEAD:''' Navigate From: http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/2019_phev/index_M1.htm

Click 90-CIRCUIT DIAGRAMS and then ELECTRIC MOTOR UNIT CONTROL SYSTEM</ref>
|-
|3D Printable Parts
|https://www.printables.com/@crasbe_360778/collections/563327
|}

=== Vehicle Topology ===
Rear Motor Inverter (REMCU) is on EV-CAN with the following modules:
* PHEV-ECU (Also on CAN-C, gatewayed through ETACS-ECU to CAN-C-Mid)
* Front Power Drive Unit
* Onboard charger/DC-DC Converter
* A/C Compressor
* Electrical Parking Driver Unit
* Battery Management Unit
Can Bus Topology <ref>http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf (Archive: https://web.archive.org/web/20221016154801/http://mmc-manuals.ru/manuals/outlander_iii/online/Service_Manual_2013/img/54/ACC07461AB00ENG.pdf)</ref>

PHEV-ECU Handles the whole hybrid system management including drive mode, system torque distribution and battery management

===Wiring Diagram===
[[File:Outlander REMCU.png|thumb|603x603px|Troubleshooting information from the Outlander manual ]]
[[File:Mitsubishi Outlander Rear Motor Inverter (REMCU) Control Wiring (2019 Model).png|alt=Pinout of Outlander Rear Motor Inverter Controller|thumb|600x600px|Outlander REMCU Pinout/Interface Connections. Also downloadable as .XLSX and .ODS format for your own use. Please update here if you find any errata!]]Wiring diagram to the right.

It would appear that there are 4 unused pins on the Vehicle Connector (D-211).

====IGCT - ECU control power supply voltage====
IGCT appears to be main ignition control relay - 12V

This is the supply voltage for the REMCU and should be supplied with battery voltage when turned on.

====RSDN - REMCU shut-down signal====
RSDN is a signal from the PHEV-ECU and is referred to as "REMCU shut-down signal" as part of the "Rear Motor Shutdown Circuit". It seems to be the equivalent of the MSDN signal from the PHEV-ECU to the Front Motor Controller.
The RSDN signal could be used as a safety circuit. In normal operation, it should be pulled to low (1V or less).<ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=27785#p27785</ref>

====CAEH & CAEL - CAN Communication====
Standard CAN bus, Baudrate 500KBaud??

[Note: The CAN is NOT terminated]

===Diagnostic Codes <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM (Archive: https://web.archive.org/web/20160821050659/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154930060010800ENG.HTM)</ref>===

====P1048 - Rear motor shutdown circuit <ref>http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM (Backup: [https://web.archive.org/web/20160828013500/http://mmc-autoelectric.org.ua/manuals/eur/outlander/2014/54/html/M154923250001700ENG.HTM Web Archive])</ref>====
<syntaxhighlight lang="text">
The PHEV-ECU stores diagnosis code No. P1048 when the rear motor shut down circuit fails.

Check the wiring harness between PHEV-ECU (RSDN terminal) connector and the rear EMCU (RSDN terminal) connector.
</syntaxhighlight>

=== Communication Protocol===
CAN Bus with fallback to LIN and K-Line according to service manual

'''CAN reporting from inverter;'''

'''0x289 8bytes at 100ms'''

B0+B1 = torque report = ((H*256+L)-10000)/10

B2+B3 = RPM report = ((H*256+L)-20000)

B4+B5 = HV report = ((H*256+L))

'''0x299 8bytes at 100ms'''

B0 = Peak motor temp B-40 [°C]

B1 = motor temp B-40 [°C]

B4 = motor temp B-40 [°C]

'''0x732 8bytes at 100ms'''

B0+B1 = motor current 1 report Ia= ((H*256+L)-1000)

B2+B3 = motor current 2 report Ib= ((H*256+L)-1000)

B4 = rotor angle report

Calculate motor current 3 report Ic

Ic = -Ia - Ib

In this equation, Ic is the current in the third phase, and Ia and Ib are the current values in the first and second phases, respectively. Assuming that the system is balanced.

Calculate the DC current

DC Current (Idc) = |Ia| + |Ib| + |Ic|

'''CAN commands required to run rear motor ;'''

'''Heartbeat'''

'''0x285''' 00,00,14,39,91,FE,0C,10 at 10ms for driving

'''0x285''' 00,00,B6,39,91,FE,0C,10 at 10ms for charging

'''Commands'''

'''0x371''' 30, 00, 00, 00, 00, 00, 00, 00

'''0x286''' 00, 00, 00, 3D, 00, 00, 21, 00

'''0x287 Torque Command''' 0x2710=0Nm=10000 decimal, torque band = +/- 200nm 200/10000=0.02nm/bit

Byte[0]=TorqueHi; //front motor torque part 1

Byte[1]=TorqueLo; //front motor torque part 2

Byte[2]=TorqueHi; //rear motor torque part 1 0x2710=10000=0NM

Byte[3]=TorqueLo; //rear motor torque part 2

Byte[4]=TorqueHi; //generator torque part 1

Byte[5]=TorqueLo; //generator torque part 2

Byte[6]=function; //0x00,0x02=no inverter response to torque

//0x03=front motor responds (possibly rear also)

//0x04=generator only responds to torque

//0x05=generator and front motor respond to torque.

Byte[7]=0x00;

====Authentication====
The REMCU does not appear to require authentication with other modules, meaning it is a good candidate for stand-alone use from this point of view.

However, If one wished to take the whole Hybrid system including the PHEV-ECU for an EV conversion, this would be more challenging as the PHEV-ECU appears to require authentication with the OSS-ECU (One Touch Start ECU) and the KOS-ECU (Keyless entry)

=== Inverter Phase Connections ===
Based on information within the Service diagrams <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAC0E04CC00ENG.pdf</ref> the following HV phase connections have been identified on the inverter.
{| class="wikitable"
|+
|Inverter Phase Connections
|-
|[[File:Inverter UVW.png|thumb]]
|}

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

BMW I3 Fast Charging LIM Module

2024-05-22T21:38:53Z

Rstevens81: /* Locks in other charge ports */ added link to TE datasheet and part number

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you acquire it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
Note: 15/5/24 Hirshman wouldn't send in uk without full vat number and form with lots of questions. However Auto-Click UK did seem to have all 16 pins.
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* PSA (Peugeot, Citroen, Opel etc) : 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open.
* A solution is needed for converting this to the LIM.
* The part number for the solenoid is "0-2293469-1 /-2 /-3" (se section 5.4 in document below)
* The data sheet is https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Specification+Or+Standard%7F108-94519%7FC3%7Fpdf%7FEnglish%7FENG_SS_108-94519_C3.pdf

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

Main Page Old

2024-05-20T11:28:44Z

Rstevens81: /* OEM Parts: */ added Peugeot

The openinverter project mainly aims to reuse existing components from production electric vehicles. We also aim to give some general guidelines on how to convert a vehicle to electric drive.

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

You undertake '''your''' project at '''your own risk.''' Make sure you're aware of the risks of working with high voltage and [[HighVoltageSafety]]

'''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.

Read more about [[Application Support]].

'''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:Land Rover|Land Rover/Jaguar]]
*[[:Category:Mercedes-Benz|Mercedes-Benz]]
*[[:Catagory:MG|MG]]
*[[:Category:Mitsubishi|Mitsubishi]]
*[[Nissan]]
*[[:Category:Opel|Opel/Vauxhall]]
*[[:Category:Peugeot|Peugeot]]
*[[Renault]]
*[[:Category:Tesla|Tesla]]
*[[Toyota|Toyota/Lexus]]
*[[:Category:VAG|VAG (VW, Audi, Skoda, Seat, Porsche, ...)]]
*[[:Category:Volvo|Volvo]] 

===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|'''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]

BMW I3 Fast Charging LIM Module

2024-05-15T19:48:01Z

Rstevens81: added note on 16 pin conector

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you acquire it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
Note: 15/5/24 Hirshman wouldn't send in uk without full vat number and form with lots of questions. However Auto-Click UK did seem to have all 16 pins.
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW Hybrid Battery Pack

2024-01-12T14:36:03Z

Rstevens81: added link to bobby come lately video where the phev pack is dismantled

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

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

== First Gen (-2018) ==

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

== Second Gen (2019-present) ==

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

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

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

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

It's important to note that each plug in the wiring harness has an 'in' and an 'out' pin. I.e., the 5V, GND, and CAN connections are chained from one slave module to the next. So, if for some reason you have one of the slave modules unplugged, you may need to jumper the pins in that plug or else the modules further down the chain may not work.
{| class="wikitable"
|+Blue plug pinout
!Pin
!Function
!Note
|-
|1
|CAN H
|
|-
|2
|CAN L
|
|-
|3
|
|
|-
|4
|
|
|-
|5
|5V
|Apply 5V here to power the slave modules
|-
|6
|GND
|
|-
|7
|CAN H
|
|-
|8
|CAN L
|
|-
|9
|
|
|-
|10
|
|
|-
|11
|5V
|Apply 5V here to power the slave modules
|-
|12
|GND
|
|}

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

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

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

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

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

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

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

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

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

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

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

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

=== Pinout - Main battery connector ===

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

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

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

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

Damien's notes:

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

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

Pins 12 and 14 to +12v

Pin 3 to GND

Pin 1 CANH

Pin 10 CANL

CAN is 500K speed.

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

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

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

Byte 0 controls contactor function as follows :

0x62 Activates negative contactor

0x0A Activates positive contactor

0x8A Activates positive contactor and precharge relay

0xA6 Activates negative contactor and precharge relay

0x62 Activates negative and positive contactors and precharge relay

0x86 Activates precharge relay only.

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

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

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

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

0x300 can be static:

0xFF , 0xFE , 0xFF , 0xFF

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

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

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

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

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

Toyota/Lexus GS300h CVT

2023-10-04T06:44:21Z

Rstevens81: /* Inverter */ corrected part number on inverter to match https://openinverter.org/forum/viewtopic.php?p=43421#p43421

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

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

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

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

== Description ==
The L210 is a continuously variable transmission (CVT) which can be found in the Lexus gs300h. It is very similar in design to the [[Lexus GS450h Drivetrain|GS450h CVT]]. It contains two motor-generators - MG1 and MG2. When used as originally intended, MG1 is spun by the ICE, via a planetary gear system, and acts primarily as a generator. MG1 also acts as a starter motor for the ICE. MG2 is connected to the output shaft via a second planetary gear system to provide traction directly to the rear wheels.

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

The official power output of the CVT is 105kW and 300Nm of torque<ref>https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 (Backup: [https://web.archive.org/web/20200319090621/https://lexus.pressroom.com.au/press_kit_detail.asp?kitID=336&clientID=3&navSectionID=6 Web Archive])</ref>, but this has yet to be tested.

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

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

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

Length bellhousing face to drive flange face 720mm

Diameter main body 330mm front to 250 rear

Tailshaft length 210mm

Weight 90kg

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

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

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

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

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

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

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

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

Motor side connection

1 2 3 4

White Red Yellow White ( colours inside motor )

TMP1 CS SN RF

TMP2 CSG SNG RFG

White Black Blue Green ( colours inside motor )

5 6 7 8

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

But check for yourself as per Damien's tuning video

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

Connector: SUMITOMO 90980-12362

Position 1 being the sprung return and 5 being park

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

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

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

::;
:;

=== Output flange ===
Bolt pattern: About 100mm from hole to hole (~58mm radius) (compared to GS450H's 91mm (or 52.5mm radius)).
[[File:L210-flange-guibo.jpg|thumb]]

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

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

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

== References ==
<references />

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

Mitsubishi Outlander Rear Inverter

2023-07-17T14:14:12Z

Rstevens81: added 3d printable parts

Mitsubishi Outlander Rear Drive Unit

2023-07-17T14:12:09Z

Rstevens81: added 3d printable parts

'''Forum board''': https://openinverter.org/forum/viewforum.php?f=19
{| class="wikitable"
|+
!Property
!Value
!Source
|-
|Device
|Combined Motor, Gearbox and Rear Differential
|
|-
|OEM
|Mitsubishi
|
|-
|Type
|AC Motor 10 Pole 3 Phase synchronous perm magnet brushless
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html

https://openinverter.org/forum/viewtopic.php?f=19&t=325&start=30
|-
|Manufacturer
|Meidensha
|https://www.meidensha.com/products/case/prod_05/prod_05_01/prod_05_01_01/prod_05_01_01_01/1210605_4260.html
|-
|Suppliers
|Ebay, Second Life EV Batteries
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Max RPM
|9600RPM
|
|-
|Mechanical Mounting
|6x M10 Bolt front face flange (all in same plane)
3x M12 Bolt Rear Flange (all in same plane) used for bush mount on Outlander
|Author experience
|-
|Shaft Type
|20.02mm 18 splines, ~60mm long
Clutch plate from a Suzuki Jimny SJ410 appears to fit, part number ADK83106
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Resolver
|SIN COS - P/N C69600/TS2239N484E102
Believed to be similar to Nissan Leaf resolver
|https://photos.google.com/share/AF1QipMNz2BVPSATZFJxgwIvy0RAeNAwn0TLJJL7NBwxbpH32LbWNkGhybiNrdkTsTOLxg?key=TmNWY04zNFQ4cXZzNWUzUEJfcTZUeGtHVkxyZEtB
|-
|Cooling
|Water/glycol cooling (Blue on Outlander)
|Author experience
|-
|Weight
|42kg
|https://www.secondlife-evbatteries.com/meiden-ev-motor-60kw-9300rpm.html
|-
|Power To Weight Ratio
|70kW Motor: 1.66 kW/kg
|
|-
|Diff Ratio
|7.065:1
|http://www.mitsubishi-motors.com.hk/uploads/file_1465376705.pdf
|-
|Motor Part Numbers
|9499D146 (01/08/13 > 30/09/17) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 > ) GG2W 2000 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|Motor Part Numbers
|9411A078 (01/05/18 >) GG3W 2400 plug in hybrid
|Mitsubishi Outlander Online Parts Catalogue
|-
|3D Printable Parts
|3 Phase & Resolver
|https://github.com/SomersetEV/mitsubishi-outlander-rear-motor-3d-printed-parts
|}
'''Example Ebay Listing''':
[[File:Example Ebay Listing.png|thumb|alt=|none]]

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

'''Power Rating'''

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

Mitsubishi/FUSO part numbers include [https://www.mitsubishidirectparts.com/oem-parts/mitsubishi-motor-assembly-9411a078 9411A078], 9499D132, 9499D146''',''' and MEIDEN part numbers include F1E1A2B5Z

== '''Connectors''': ==
HV: 3x 3 phase lug connections with HV gland plate

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

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

Resolver Connector Colours/Resistance:

R12 - 35,5R Black, White

S13 - 86,4R Green, Red

S24 - 78,5R Yelow, Blue

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

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

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

== '''Vehicle Wiring Diagrams''' ==
http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm
[[File:Outlander Rear Motor Face.jpg|alt=Outlander Rear Motor Face|left|thumb|Outlander Rear Motor Face]]
[[File:Outlander Rear Motor Length.jpg|alt=Outlander Rear Motor Length|left|thumb|Outlander Rear Motor Length]]
[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Motor]]

Pierburg CWA Coolant Pumps

2023-07-11T10:33:16Z

Rstevens81: added internal link to teadown

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

'''Work In progress'''

The Pierburg CWA Coolant Pumps (200/400) are well known in hot rod engine swaps as they are significant coolant pumps that have the ability to be PWM Controlled, however connecting the PWM pin to +12V permanently also gives 95% speed.

A CWA200 has been dismantled here (https://openinverter.org/forum/viewtopic.php?p=6283&hilit=cwa200#p6283) (Ref 5)

== CWA 200 ==

'''PUMP OEM Part Numbers''':

BMW: 11517586925 / 11517586924 / 11517563183 / 11517546994 / 11517545201 / 1151752158

'''PWM Control:'''

The Pump can be PWM controlled (Ref 2), however a uninterrupted high pulse of 3ms must be applied at startup(50% duty at 150 Hz).

Duty Cycle:

• 0 – 1% → Stop

• 1 – 7% → Emergency running (about 95% speed)

• 8 – 12% → Stop / Error Reset

• 13 – 85% → Controlled operation from min to max speed

• 86 – 97% → Maximum speed

• 98 – 100% → Emergency running (about 95% speed)

An example curcuit and code using an arduino nano has been demonstrated on the internet site www.instructables.com (Ref 3)

'''Connector:'''

4Pin Car Kostal Housing Plug Female: 1JBJ21 9441491 (BMW), 2E0905229 (Merc) Available from Aliexpress
[[File:Pwm.png|left|thumb|Pinout]]

'''Notes:'''

The data pin is called BSD. Bit Stream Serial Data. It reports an incredible amount of data including pump rpm , water temp, run time etc.

Useful data/information has been collected on an external ice forum (Ref 4) including using suggestion with using 10k resistor with a low side output to generate a positive 12v pwm.

'''References:'''

# https://www.tecomotive.com/en/products/CWA200.html (https://web.archive.org/web/20220126044120/https://www.tecomotive.com/en/products/CWA200.html)
# https://www.tecomotive.com/download/PWMinfo_EN.pdf (https://web.archive.org/web/20220520041935/https://www.tecomotive.com/download/PWMinfo_EN.pdf)
# https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/ (https://web.archive.org/web/20230711100850/https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/)
# https://forums.linkecu.com/topic/11204-water-pump-pwm/ (https://web.archive.org/web/20230711101334/https://forums.linkecu.com/topic/11204-water-pump-pwm/)
# https://openinverter.org/forum/viewtopic.php?p=6283&hilit=cwa200#p6283
<references />
[[Category:OEM]]

Pierburg CWA Coolant Pumps

2023-07-11T10:19:38Z

Rstevens81:

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

'''Work In progress'''

The Pierburg CWA Coolant Pumps (200/400) are well known in hot rod engine swaps as they are significant coolant pumps that have the ability to be PWM Controlled, however connecting the PWM pin to +12V permanently also gives 95% speed.

== CWA 200 ==

'''PUMP OEM Part Numbers''':

BMW: 11517586925 / 11517586924 / 11517563183 / 11517546994 / 11517545201 / 1151752158

'''PWM Control:'''

The Pump can be PWM controlled (Ref 2), however a uninterrupted high pulse of 3ms must be applied at startup(50% duty at 150 Hz).

Duty Cycle:

• 0 – 1% → Stop

• 1 – 7% → Emergency running (about 95% speed)

• 8 – 12% → Stop / Error Reset

• 13 – 85% → Controlled operation from min to max speed

• 86 – 97% → Maximum speed

• 98 – 100% → Emergency running (about 95% speed)

An example curcuit and code using an arduino nano has been demonstrated on the internet site www.instructables.com (Ref 3)

'''Connector:'''

4Pin Car Kostal Housing Plug Female: 1JBJ21 9441491 (BMW), 2E0905229 (Merc) Available from Aliexpress
[[File:Pwm.png|left|thumb|Pinout]]

'''Notes:'''

The data pin is called BSD. Bit Stream Serial Data. It reports an incredible amount of data including pump rpm , water temp, run time etc.

Useful data/information has been collected on an external ice forum (Ref 4) including using suggestion with using 10k resistor with a low side output to generate a positive 12v pwm.

'''References:'''

# https://www.tecomotive.com/en/products/CWA200.html (https://web.archive.org/web/20220126044120/https://www.tecomotive.com/en/products/CWA200.html)
# https://www.tecomotive.com/download/PWMinfo_EN.pdf (https://web.archive.org/web/20220520041935/https://www.tecomotive.com/download/PWMinfo_EN.pdf)
# https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/ (https://web.archive.org/web/20230711100850/https://www.instructables.com/Use-an-Arduino-to-Drive-a-Pierburg-CWA200-Car-Elec/)
# https://forums.linkecu.com/topic/11204-water-pump-pwm/ (https://web.archive.org/web/20230711101334/https://forums.linkecu.com/topic/11204-water-pump-pwm/)
<references />
[[Category:OEM]]

File:Pwm.png

2023-07-11T10:18:16Z

Rstevens81:

pinout

Pierburg CWA Coolant Pumps

2023-07-11T09:49:24Z

Rstevens81: Rstevens81 moved page Pierburg CWA Water Pumps to Pierburg CWA Coolant Pumps: Collent is better title than Water

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

Work In Progress
[[Category:OEM]]

Pierburg cwa

2023-07-11T09:48:38Z

Rstevens81: Rstevens81 moved page Pierburg cwa to Pierburg CWA Water Pumps: Corrected Title

#REDIRECT [[Pierburg CWA Water Pumps]]

Pierburg CWA Coolant Pumps

2023-07-11T09:48:38Z

Rstevens81: Rstevens81 moved page Pierburg cwa to Pierburg CWA Water Pumps: Corrected Title

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

Work In Progress
[[Category:OEM]]

Pierburg CWA Coolant Pumps

2023-07-10T17:59:15Z

Rstevens81: added catgory

{{DISPLAYTITLE:Pierburg CWA Water Pumps}}

Work In Progress
[[Category:OEM]]

Pierburg CWA Coolant Pumps

2023-07-10T17:54:40Z

Rstevens81: pierburg cwa

Work In Progress

Mitsubishi Outlander Rear Inverter

2023-05-07T08:37:12Z

Rstevens81: HV phase connections

File:Inverter UVW.png

2023-05-07T08:32:52Z

Rstevens81:

Inverter UVW

File:Outlander internals top.jpg

2023-05-07T08:19:40Z

Rstevens81: Rstevens81 uploaded a new version of File:Outlander internals top.jpg

outlander internals top

File:Outlander internals bottom.jpg

2023-05-07T08:19:01Z

Rstevens81: Rstevens81 uploaded a new version of File:Outlander internals bottom.jpg

Mitsubishi Outlander DCDC OBC

2023-05-06T10:13:25Z

Rstevens81: /* Internal Connector */

The Mitsubishi Outlander PHEV (2012-2018 models) feature a compact CANBus controlled 3.7kw charger suitable for budget EV conversions. Units can be bought for under £200. Part numbers are: W005T70271 (pre 2018) [https://openinverter.org/forum/viewtopic.php?p=31366#p31366], W005T70272 (post 2018) [https://openinverter.org/forum/viewtopic.php?p=23876#p23876]

forum thread: https://openinverter.org/forum/viewtopic.php?t=628

3d scan cad file: https://grabcad.com/library/outlander-phev-charger-and-dcdc-1
==Dimensions==
* Length 370mm
* Width 270mm
* Height 150mm
<gallery widths="500">
File:Outlander phev charger dimensions.jpg|Length
File:Mitsubishi Outlander PHEV dimensions.jpg|Width
File:Mitsubishi Outlander PHEV height.jpg|Height
</gallery>Internals:
{| class="wikitable"
|+
![[File:Outlander internals bottom.jpg|thumb]]
![[File:Outlander internals top.jpg|thumb]]
|-
!Bottom
!Top
|}

==DC-DC Converter==
The charger has an integrated DC-DC converter outputting a fixed 14.5V. The converter requires battery voltage between 200V and 400V on the DC bus.

<nowiki>*</nowiki>at about 397v the dcdc appears to stop operating via the enable lines. currently untested if it continues via can. [https://openinverter.org/forum/viewtopic.php?p=47144#p47144]

To start the DC-DC converter, first to apply 12V to pin 7 and GND to pin 10. You also need to have its casing connected to common GND and 12V at the Pin 8 IGCT main power pin.

Then apply 12V ENABLE signal to pin 4 and you will see 14.5Vdc on the power line.

The DCDC is capable of at least 1800W of power.

==Connections==

=== Signal Connector ===

==== Pinout ====
{| class="wikitable"
|+Pinout for the Signal Connector <ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm (Backup: [https://web.archive.org/web/20230505205957/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/2019/index_M1.htm Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505205819/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05AC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210500/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05BC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf (Backup: [http://web.archive.org/web/20230505210616/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E05CC00ENG.pdf Web Archive])</ref><ref>http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf (Backup: [http://web.archive.org/web/20230505211625/http://mmc-manuals.ru/manuals/outlander_phev/online/Service_Manual_2014/img/90/HKAE0E06AC00ENG.pdf Web Archive])</ref>
!Pin on 13-pin Connector
! Pin on Internal Connector
!Color
!Color from Schematic
!Name
!Function
|-
|1
|
| Orange
|
|NC
|Not Connected
|-
|2
|
|
|
|NC
|Not Connected
|-
|3
|
|Blue
|
|NC
|Not Connected
|-
|4
|
|
| Violet-Green
|DC SW
|Enable DC/DC Converter
|-
|5
|
|
|Pink-Green
|CHIN
|Serial Protocol to EV Remote WiFi Module
|-
|6
|
|Black
|Black-Blue
|CAN H
|CAN High
|-
|7
|
|
|Grey
|Sense
|Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|8
|
|
|Light Green
|IGCT
|Main +12V Power Supply (via shared 7.5A fuse)
|-
|9
|
|
|Blue
|CP
|Control Pilot from Charge Port
|-
|10
|
|
|Black
|GND
|Ground
|-
|11
|
|
|
|NC
|Not Connected
|-
|12
|
|
|Brown-Red / Yellow-Black
|CHOT
|Serial Protocol to EV Remote WiFi Module
|-
|13
|
|Red
|Red-Blue
| CAN L
|CAN Low
|-
|
|
|
|
|
|
|}

Note: Although the above pin numbers match the Mitsubishi wiring diagram the numbers marked on the connectors are reversed for each row. Pin 1 is CAN H (Black), pin 6 is NC (orange), pin 7 is CAN L (red ) and pin 13 Sense ( green ).

==== External Connector ====
[[File:13 pin connector.png|thumb]]

The charger is controlled via a 13-pin connector mounted on a short tail into the case. Connectors seem to be widely available to mate with this. Search for "Sumitomo 6189-1092 13-WAY CONNECTOR KIT Inc Terminals & seals [13-AC001]".

==== Internal Connector ====
[[File:Outlander DC-DC OBC Signal Connector.jpg|thumb|Empty Connector in Socket]]
In case the Charger doesn't come with the signal pigtail (which it usually does), the internal signal connector is from the Hirose GT8E series<ref>https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en (Backup: [http://web.archive.org/web/20230429103946/https://www.hirose.com/de/product/document?clcode=CL0758-0051-6-00&productname=GT8E-12DS-HU&series=GT8E&documenttype=Catalog&lang=de&documentid=D49379_en Web Archive])</ref>, specifically the Hirose GT8E-12DS-HU<ref>https://www.mouser.de/ProductDetail/798-GT8E-12DS-HU</ref> with Hirose GT8E-2022SCF<ref>https://www.mouser.de/ProductDetail/798-GT8E-2022SCF</ref> pins.

The External to Internal wiring harness is as follows:

{| class="wikitable"
|+
!
!
!
!
!
|-
| colspan="2" |'''Internal Connector (Black)'''
| colspan="2" |'''External Connector (Grey)'''
| rowspan="2" |[[File:Outlander harness.jpg|thumb]]
|-
|Pin
|Wire Colour
|Pin
|Function (If Known)
|-
|1
|grey
|4
|DC SW - Enable DC/DC Converter
| rowspan="3" |[[File:Ext connector view 1.jpg|thumb]]
|-
|2
|blue
|3
|NC
|-
|3
|black
|6
|CAN H -CAN High
|-
|4
|black
|10
|GND – Ground
| rowspan="3" |[[File:Ext connector view 2.jpg|thumb]]
|-
|5
|yellow
|8
|IGCT – Main +12V Power Supply (via shared 7.5A fuse)
|-
|6
|green
|7
|Sense - Sense for DC/DC Converter (via shared 7.5A fuse)
|-
|7
|light blue
|5
|CHIN - Serial Protocol to EV Remote WiFi Module
| rowspan="3" |[[File:Int connector view 1.jpg|thumb]]
|-
|8
|NC
|11
|NC
|-
|9
|orange
|1
|NC
|-
|10
|red
|13
|CAN L – CAN Low
| rowspan="3" |[[File:Int connector view 2.jpg|thumb]]
|-
|11
|purple
|12
|CHOT – Serial Protocol to EV Remote WiFi Module
|-
|12
|white
|9
|CP – Control Pilot from Charge Port
|}

===AC Power Connector===
The AC power connector is Yazaki 7283-7350-30 / Toyota 90980-11413<ref>https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 (Backup: [http://web.archive.org/web/20230505213401/https://www.auto-click.co.uk/7283-7350-30?search=90980-11413 Web Archive])</ref>.

===+12V DC Connector===
The thread size of the +12V stud of the DC/DC converter is M8.

==Charge Control==
There is no voltage adjustment only current so your controller needs to monitor output voltage and step the charge current. Regardless of the set current the pilot signal will limit the charge current automatically. The pilot signal duty cycle is available on the can bus.

===CANBus Messages===
[https://openinverter.org/forum/download/file.php?id=6649 Outlander Charger DBC File]

The CANBus interface operates at 500kbps/100ms.

Starting charging requires two messages:

0x285 alone will connect the EVSE but won't charge until you send 0x286. Byte 2 = 0xb6 pulls in the EVSE.

0x286 byte 2 sets the DC charge current, there is a voltage setting on byte 0 and 1. The charger reads this value only once. To update it, you have to first power cycle the 12V line "Pin 8 IGCT main power to charger". '''The requested current should be limited to 12A, going above this results in strange current delivery.'''
- Byte 0-1 = Voltage setpoint (Big Endian e.g. 0x0E 0x74 = 3700 = 370v)
- Byte 2 = Current in amps x 10
The charger also returns information over the CANbus:

0x377h 8bytes DC-DC converter status
- B0+B1 = 12V Battery voltage (h04DC=12,45V -> 0,01V/bit)
- B2+B3 = 12V Supply current (H53=8,3A -> 0,1A/bit)
- B4 = Temperature 1 (starts at -40degC, +1degC/bit)
- B5 = Temperature 2 (starts at -40degC, +1degC/bit)
- B6 = Temperature 3 (starts at -40degC, +1degC/bit)
- B7 = Statusbyte (h20=standby, h21=error, h22=in operation)
- - bit0(LSB) = Error
- - bit1 = In Operation
- - bit3 =
- - bit4 =
- - bit5 = Ready
- - bit6 =
- - bit7(MSB) =

0x389
- B0 = Battery Voltage (as seen by the charger), needs to be scaled x 2, so can represent up to 255*2V; used to monitor battery during charge
- B1 = Charger supply voltage, no scaling needed
- B6 = Charger Supply Current x 10

0x38A
- B0 = temp x 2?
- B1 = temp x 2?
- B3 = EVSE Control Duty Cycle (granny cable ~26 = 26%)

'''Parallel charger control:'''

One can use several chargers in parallel each on its own AC phase line.

Charger works good with simple 12V square PWM signal derived from DUE. So to control chargers in parallel i just need to send fake CP signal into DUE and sense the square weave to output two identical square weaves on other PWM pins. Chargers will respond to 0x286 request.

'''Charger voltage control:'''

Charger voltage control is dependent on reading its voltage reports on telegram 0x

First i request listening to CAN in main function. Of course variables need to be declared...

<syntaxhighlight lang="C">
CAN_FRAME incoming;

if (Can0.available() > 0) {
Can0.read(incoming);
if (incoming.id == 0x389) {
voltage = incoming.data.bytes[0];
Ctemp = incoming.data.bytes[4];
}
if (incoming.id == 0x377){
aux1 = incoming.data.bytes[0];
aux2 = incoming.data.bytes[1];
auxvoltage = ((aux1 * 256) + aux2); //recalculate two bit voltage value
}
}
</syntaxhighlight>

I request charger command telegram function and within i condition for high voltage reduction and stop.

<syntaxhighlight lang="C">
void sendCANframeA() {
outframe.id = 0x286; // Set our transmission address ID
outframe.length = 8; // Data payload 8 bytes
outframe.extended = 0; // Extended addresses - 0=11-bit 1=29bit
outframe.rtr=1; //No request
outframe.data.bytes[0]=0x28;
outframe.data.bytes[1]=0x0F; // 0F3C=3900, 0DDE=3550, 0,1V/bit

if(voltage < 193) { // if Charger senses less than 386V
outframe.data.bytes[2]=0x78; // 78=120 12A, 50=80 8A, 32=50 5A, 1E=30, 3A 14=20 2A at 0,1A/bit
}
else if(voltage <= 194) { // if Charger senses less than or equal 388V
outframe.data.bytes[2]=0x1E;
}
else { //any other case
outframe.data.bytes[2]=0x00;
}

outframe.data.bytes[3]=0x37; // why 37?
outframe.data.bytes[4]=0x00;
outframe.data.bytes[5]=0x00;
outframe.data.bytes[6]=0x0A;
outframe.data.bytes[7]=0x00;

if(debug) {printFrame(&outframe,1); } //If the debug variable is set, show our transmitted frame

if(myVars.CANport==0) Can0.sendFrame(outframe); //Mail it

else Can1.sendFrame(outframe);
}
</syntaxhighlight>

'''DCDC aux voltage control'''

I can also control 12V aux battery charging by reading DCDC report on 0x377. When aux voltage drops too much i can start DCDC or 3 minutes and 12V battery gets charged up.

<syntaxhighlight lang="C">
if (auxvoltage < 1200) { // if aux voltage is low and DCDC is off
auxState = true; // set the flag to true

elapsedtime = millis();
}

DCDCauxcharge();
</syntaxhighlight>

Within this function then i compare status and count down 3min for the charge event

<syntaxhighlight lang="C">
void DCDCauxcharge() {

if ((auxState == true) && (digitalRead(Enable_pin) == LOW)) { // auxvoltage went below 12.2V
digitalWrite(DCDC_active, HIGH);

if (millis() - elapsedtime >= ontime) { // if aux voltage is low and for 5min
digitalWrite(DCDC_active,LOW); // turn off DCDC_active relay

elapsedtime = millis();
auxState = false;
}
}
else { // if auxvoltage is OK
auxState = false; // turn off DCDC_active relay
}
}
</syntaxhighlight>

Lots of other functions can be prepared on basis of CAN report reading. Those are some functions that are usefull.

==References==
<references />

[[Category:OEM]]
[[Category:Mitsubishi]]
[[Category:Charger]]
[[Category:DC/DC]]

File:Outlander internals top.jpg

2023-05-06T10:12:43Z

Rstevens81:

outlander internals top

File:Outlander harness.jpg

2023-05-06T10:08:54Z

Rstevens81:

outlander harness

File:Int connector view 2.jpg

2023-05-06T10:08:12Z

Rstevens81:

int connector view 2

File:Int connector view 1.jpg

2023-05-06T10:07:46Z

Rstevens81:

int connector view 1

File:Ext connector view 2.jpg

2023-05-06T10:07:03Z

Rstevens81:

ext connector view 2

File:Ext connector view 1.jpg

2023-05-06T10:06:22Z

Rstevens81:

ext connector view 1