openinverter.org wiki - User contributions [en]

Renault Zoe Battery Pack

2025-08-16T12:33:53Z

Sophiefxx: /* CAN Communication */

The Renault Zoe used three variants of Battery

* Ph1 Zoe - 22kWh
* Ph1 Zoe - 41kWh
* Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

The vehicle includes a plastic housing situated behind the battery pack incorporating a blower fan, and air-conditioning evaporator.

=== Cooling & Heating ===
On the 41kWh pack it includes two PTC heaters, one supplied by a 40amp fuse, and a second supplied by a 70amp fuse, theoretically allowing over 1kW of heating. These are relay controlled by the EVC.

The battery blower is controlled by the Air Conditioning Control Unit. It appears to be wired as a second interior blower (as in dual zone) heating system would be in other Renault vehicles, it has PWM control and a RPM feedback signal.

The Air Conditioning appears to only be used when the vehicle is charging and the battery temperature exceeds a setpoint.

The blower is activated in conjunction with the Air-Con or on its own. It is run when battery heating is in operation.

=== Construction ===
The battery pack consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused. The many bolts appear to be scewing in to rivnuts which can be problematic if cross threaded or over-tightened, Renault have a procedure listed for replacing these.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

=== Construction ===
The battery pack is largely the same as the previous models and consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v (Zoe ceases charging at 400v) || 345.6v
|-
| Voltage Range || || ?? - 4.2v||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
|Listed Capacity (on sticker on top of battery casing)
|25920Wh
|41000Wh
|52000Wh
|-
|Usable Capacity
|22kWh
|41kWh
|52kWh
|-
|Actual Capacity
|25920Wh (Sticker)
|45.34kWh ([https://pushevs.com/2019/02/10/renault-zoe-ze-40-full-battery-specs/ source])
|54.66kWh ([https://pushevs.com/2020/05/14/new-generation-renault-zoe-battery-details/ source])
|-
|Cell Type
|LG Chem
|LG Chem LGX E63
NCM622 3.6v?
|LG Chem LGX E78
NCM712? 78ah 3.65
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-
|Internal Fuse
|
|2x 275amp (in 2018 41kWh R110)
|2x 225amp (in 2022 battery pack)
|-
|}

== BMS Phase 1 (22kWh & 41kWh Packs) ==

=== Connector ===
Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function
!Wire Size!! Note
|-
! 1 !! Permanent 12v
!0.5mm2!! Supplied by 5amp Fuse. Red Wire
|-
! 2 !! N/C
! !!
|-
! 3 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 4 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 5 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 6 !! CAN High
!0.5mm2!! Green wire car side.
|-
! 7 !! Switched 12v
!0.75mm2!! Green wire car side. Also referred to as "Emergency Cut-Off"
|-
! 8 !! Main Contactor
!0.5mm2!! Green wire car side. Ground connection. Positive fed via Pin7.
|-
! 9 !! N/C
! !!
|-
! 10 !! Pre-charge Contactor
!0.5mm2!! White wire car side. Ground connection. Positive fed via Pin7.
|-
! 11 !! N/C
! !!
|-
! 12 !! CAN Low
!0.5mm2!! Grey wire car side.
|-
|}

=== CAN Communication ===
500kbps Standard 11bit address CAN on Phase1 Batteries and Vehicles.

All BMS data is available using ISO-TP requests, the BMS will respond with the value.

There are also frames transmitted whilst the BMS is awake which contain all of the basic data needed to run the car and charge.

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!ISO-TP Source
!Free Frame Source
!Notes
!Confirmed Accurate?
|-
|Max Charge Power
|
|0x155 B0 (x 300 = Max Watts)
|
|Yes (SF)
|-
|Ammeter
|
|0x155 B1+B2 (ignore most significant bit on B1)
|
|Yes (SF)
|-
|Online/Offline
|
|0x155 B3 (0x94 = Online, 0x54 = Offline)
|
|
|-
|SOC
|
|0x155 B4+B5
|
|Yes (SF)
|-
|Pack Voltage
|
|0x155 (B6 Bits 1+0) + B7
|
|Yes (SF)
|-
|
|
|
|
|
|-
|
|
|
|
|
|-
|Cell Under Voltage
|
|0x424 B0(b7+6)
|
|
|-
|HVBIR Flag?
|
|0x424 B0(b5+4)
|
|
|-
|HV Battery Under Voltage
|
|0x424 B0(b3+2)
|
|
|-
|End of Charge Flag
|
|0x424 B0(b1+0)
|
|
|-
|HV Battery Over Current
|
|0x424 B1(b7+6)
|
|
|-
|HV Battery Over Temp
|
|0x424 B1(b5+4)
|
|
|-
|HV Battery Over Voltage
|
|0x424 B1(b3+2)
|
|
|-
|Cell Over Voltage
|
|0x424 B1(b1+0)
|
|
|-
|Max Input Power
|
|0x424 B2 (divide value by 2 to give kW)
|
|
|-
|Max Output Power
|
|0x424 B3 (divide value by 2 to give kW)
|
|
|-
|Min Temp
|
|0x424 B4 (ignore most significant bit) -40 = Temp C
|
|
|-
|SOH
|
|0x424 B5 (ignore most significant bit)
|
|Whole number only.
22kWh Value seen to go up and down.
41kWh Value seems to only decline.
|-
|LBC Answer Key
|
|0x424 B6 (0xAA / 0x55) Oscillates.
|
|
|-
|Max Battery Temp
|
|0x424 B7 (ignore most signisifant bit) -40 = Temp C
|
|
|-
|HV Battery State
|
|0x425 (B0 b5,b4,b3)
|
|
|-
|LBC RS
|
|0x425 (B0 b2,b1)
|
|
|-
|Available kWh
|
|0x425 (B0 b1) + B1 = divide by 10 for kWh.
|
|
|-
|IDA
|
|
|
|
|-
|SM1F Safety Mode 1 Flag
|
|
|
|
|-
|HV Isolation
|
|
|
|
|-
|Highest Cell Voltage
|
|
|
|
|-
|Lowest Cell Voltage
|
|
|
|
|-
|RTS
|
|
|
|
|-
|HV Battery Failure1
|
|
|
|
|-
|HV Battery Failure2
|
|
|
|
|-
|HV Battery Connection
|
|
|
|
|-
|LBC2 Answer Key
|
|
|
|
|}

=== ISO-TP Requests ===
For a complete list of possible data please see [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE/LBC_Fields.csv CanZE Page]

== BMS Phase 2 (52kWh Packs) ==
There is a version of the Phase2 Zoe that was sold with a battery that was software restricted to 41kWh, despite being a 52kWh battery.

=== Connector ===

Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function !! Note
|-
! 1 !! Permanent 12v+ !! Red wire car side.
|-
! 2 !! Secondary CAN High* !! *May not be present.
|-
! 3 !! Main Contactor !! Blue wire car side.
|-
! 4 !! N/C !!
|-
! 5 !! CAN High !! Green wire car side.
|-
! 6 !! N/C !!
|-
! 7 !! Switched +12v !! Green wire car side.
|-
! 8 !! Secondary CAN Low* !! *May not be present.
|-
! 9 !! N/C !!
|-
! 10 !! Pre-charge Contactor !! White wire car side.
|-
! 11 !! CAN Low !! Grey wire car side.
|-
! 12 !! Chassis Ground !! Black wire car side.
|-
|}

=== CAN Communication ===
500kbs CAN. 29bit extended addresses used for UDS data requests, but all other messages are 11bit standard length.

All via the battery primary CAN bus. The BMS requires CAN frames to be sent in order to wake up.
All BMS data is available using UDS requests, the BMS will respond with the value.

There are also frames transmitted whilst the BMS is awake which contain all of the basic data needed to run the car and charge, Although not all values are currently known.

LBC1 (Primary Battery Data) is queried on address 0x18DADBF1 and response received on 0x18DAF1DB.

LBC2 (Isolation and Secondary data) is queried on address 0x18DADCF1, and response received on 0x18DAF1DC.

Further Information: https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information
{| class="wikitable"
|+
!Can ID
!Send Frequency
!Data
!Notes
|-
|0x0EE
|10ms
|B0: 0x32
B1: 0x03
B2: 0x20
B3: 0xAA
B4: 0x00
B5: 0x00
B6: Counter
B7: Checksum
|Pedal Position?
these fixed values work.
Counter 0-16 incrementing one each frame sent.
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x0F5
|10ms
|B0: 0x7C
B1: Counter
B2: Checksum
B3: 0xFF
B4: 0xD7
B5: 0xF8
B6: 0x7D
B7: 0x10
|Current?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x133
|10ms
|B0: 0xB1
B1: 0xA6
B2: Counter
B3: Checksum
B4: 0x00
B5: 0x06
B6: 0x05
B7: 0x05
|Vehicle Speed?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x373
|100ms
|B0: 0xC1 Streaming / 0x01 Not Streaming
B1: 0x40
B2: LBC Key 0x5D / 0xB2
B3: LBC2 Key 0x5D / 0xB2
B4: 0x00
B5: 0x1
B6: 0xFF
B7: 0xE3
|
|-
|0x375
|100ms
|0x02, 0x29, 0x00, 0xBF, 0xFE, 0x64, 0x0, 0xFF
|
|-
|0x376
|100ms
|B0, B1, B2: Time Since First Startup
B3, B4, B5: Mileage of Vehicle
B6: 0x00
B7: 0x54
|
|-
|0x440
|100ms
|B0: 0x00
B1: Relay State
B2: Checksum
B3: Counter
B4: 0x1F
B5: 0xFE
B6: 0xFF
B7: 0x82
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4CE
|100ms
|B0: Charging Mode
B1: 0xFF
B2: 0xFF
B3: 0xFF
B4: 0xDF
B5: 0xFF
B6: Counter
B7: Checksum
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4FB
|100ms
|B0: counter
B1: 0x00
B2: 0x04
B3: 0x00
B4: 0x00
B5: Checksum
|Checksum made up of 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x5F8
|1000ms
|0x16, 0x44, 0x90, 0x8F
|
|-
|0x6BF
|1000ms
|0x00, 0x00, 0x00
|
|-
|
|
|
|
|}

=== Received Frames from BMS ===

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!UDS Source
!CAN Frame Source
!Notes
!Confirmed Accurate?
|-
|Highest Cell Voltage
|LBC1: 0x90 0x07
|0x4DB
((B0 << 4) + B1 Most Significant Nibble) + 1000 = Max Cell mV
|
|
|-
|Highest Cell Volt ID
|LBC1: 0x90 0x08
|
|
|
|-
|Lowest Cell Voltage
|LBC1: 0x90 0x09
|0x4DB
(B1 Least Significant Nibble << 4) + B2) + 1000 = Min Cell mV
|
|
|-
|Lowest Cell Volt
ID
|LBC1: 0x90 0x0A
|
|
|
|-
|Pack Voltage
|
|
|
|
|-
|USOC
|LBC1: 0x90 0x02
|
|Used by Dashboard on Zoe
|
|-
|SOC
|LBC1: 0x90 0x01
|
|True SOC
|
|-
|SOH
|LBC1: 0x90 0x05
|
|SOH
|
|-
|Current
|LBC1: 0x90 0x0D
|
|Current 10ms measurement
|
|-
|Current Offset
|LBC1: 0x90 0x0C
|
|
|
|-
|Max Generated Input
|LBC1: 0x90 0x0E
|
|Maximum Input (ie Regen) after restriction.
|
|-
|Max Available Power
|LBC1: 0x90 0x0F
|
|Maximum Output possible (ie Max kW Out short term) after restriction.
|
|-
|12v Voltage at Control Unit
|LBC1: 0x90 0x11
|
|
|
|-
|Average Temperature
|LBC1: 0x90 0x12
|
|Pack Average From all temp sensors.
|
|-
|Minimum Pack Temp
|LBC1: 0x90 0x13
|
|Lowest Temperature Measurement Now
|
|-
|Maximum Pack Temp
|LBC1: 0x90 0x14
|
|Highest Temperature Measurement Now
|
|-
|Maximum Charge Input
|LBC1: 0x90 0x18
|
|Maximum Input, specifically charging after restrictions.
|
|-
|End of Charge
|LBC1: 0x90 0x19
|
|Flag that sets when battery charging must stop.
|
|-
|Interlock
|LBC1: 0x90 0x1A
|
|HV Interlock Flags
|
|-
|Individual Cell Voltages
|
|0x5A1, 0x5AC, 0x5AD, 0x5B4, 0x5B5, 0x5B7, 0x5C9, 0x5CB, 0x5CC, 0x5D6, 0x5D7, 0x5D9, 0x5DD, 0x5EA, 0x5ED, 0x5F0, 0x5F1, 0x5F2, 0x5F4, 0x5F7
|CAN table to be drawn up*
|
|-
|Isolation
|LBC2: 0x90 0x15
|
|Sent from LBC2. Battery Isolation measurement in ohms.
|
|}

=== UDS Data Lookup ===
For a complete list of UDS data available, see CanZE [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC_Fields.csv LBC1 UDS] & [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC2_Fields.csv LBC2 UDS]

== High Voltage Connector (Same on all packs) ==
On the ZE40 Zoe, Renault list the cable size as 40mm2, although 35mm2 crimps fit.

Renault Zoe Battery Pack

2025-08-03T22:11:22Z

Sophiefxx: /* Comparison */

The Renault Zoe used three variants of Battery

* Ph1 Zoe - 22kWh
* Ph1 Zoe - 41kWh
* Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

The vehicle includes a plastic housing situated behind the battery pack incorporating a blower fan, and air-conditioning evaporator.

=== Cooling & Heating ===
On the 41kWh pack it includes two PTC heaters, one supplied by a 40amp fuse, and a second supplied by a 70amp fuse, theoretically allowing over 1kW of heating. These are relay controlled by the EVC.

The battery blower is controlled by the Air Conditioning Control Unit. It appears to be wired as a second interior blower (as in dual zone) heating system would be in other Renault vehicles, it has PWM control and a RPM feedback signal.

The Air Conditioning appears to only be used when the vehicle is charging and the battery temperature exceeds a setpoint.

The blower is activated in conjunction with the Air-Con or on its own. It is run when battery heating is in operation.

=== Construction ===
The battery pack consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused. The many bolts appear to be scewing in to rivnuts which can be problematic if cross threaded or over-tightened, Renault have a procedure listed for replacing these.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

=== Construction ===
The battery pack is largely the same as the previous models and consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v (Zoe ceases charging at 400v) || 345.6v
|-
| Voltage Range || || ?? - 4.2v||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
|Listed Capacity (on sticker on top of battery casing)
|25920Wh
|41000Wh
|52000Wh
|-
|Usable Capacity
|22kWh
|41kWh
|52kWh
|-
|Actual Capacity
|25920Wh (Sticker)
|45.34kWh ([https://pushevs.com/2019/02/10/renault-zoe-ze-40-full-battery-specs/ source])
|54.66kWh ([https://pushevs.com/2020/05/14/new-generation-renault-zoe-battery-details/ source])
|-
|Cell Type
|LG Chem
|LG Chem LGX E63
NCM622 3.6v?
|LG Chem LGX E78
NCM712? 78ah 3.65
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-
|Internal Fuse
|
|2x 275amp (in 2018 41kWh R110)
|2x 225amp (in 2022 battery pack)
|-
|}

== BMS Phase 1 (22kWh & 41kWh Packs) ==

=== Connector ===
Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function
!Wire Size!! Note
|-
! 1 !! Permanent 12v
!0.5mm2!! Supplied by 5amp Fuse. Red Wire
|-
! 2 !! N/C
! !!
|-
! 3 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 4 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 5 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 6 !! CAN High
!0.5mm2!! Green wire car side.
|-
! 7 !! Switched 12v
!0.75mm2!! Green wire car side. Also referred to as "Emergency Cut-Off"
|-
! 8 !! Main Contactor
!0.5mm2!! Green wire car side. Ground connection. Positive fed via Pin7.
|-
! 9 !! N/C
! !!
|-
! 10 !! Pre-charge Contactor
!0.5mm2!! White wire car side. Ground connection. Positive fed via Pin7.
|-
! 11 !! N/C
! !!
|-
! 12 !! CAN Low
!0.5mm2!! Grey wire car side.
|-
|}

=== CAN Communication ===
500kbps Standard CAN

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!ISO-TP Source
!Free Frame Source
!Notes
!Confirmed Accurate?
|-
|Max Charge Power
|
|0x155 B0 (x 300 = Max Watts)
|
|Yes (SF)
|-
|Ammeter
|
|0x155 B1+B2 (ignore most significant bit on B1)
|
|Yes (SF)
|-
|Online/Offline
|
|0x155 B3 (0x94 = Online, 0x54 = Offline)
|
|
|-
|SOC
|
|0x155 B4+B5
|
|Yes (SF)
|-
|Pack Voltage
|
|0x155 (B6 Bits 1+0) + B7
|
|Yes (SF)
|-
|
|
|
|
|
|-
|
|
|
|
|
|-
|Cell Under Voltage
|
|0x424 B0(b7+6)
|
|
|-
|HVBIR Flag?
|
|0x424 B0(b5+4)
|
|
|-
|HV Battery Under Voltage
|
|0x424 B0(b3+2)
|
|
|-
|End of Charge Flag
|
|0x424 B0(b1+0)
|
|
|-
|HV Battery Over Current
|
|0x424 B1(b7+6)
|
|
|-
|HV Battery Over Temp
|
|0x424 B1(b5+4)
|
|
|-
|HV Battery Over Voltage
|
|0x424 B1(b3+2)
|
|
|-
|Cell Over Voltage
|
|0x424 B1(b1+0)
|
|
|-
|Max Input Power
|
|0x424 B2 (divide value by 2 to give kW)
|
|
|-
|Max Output Power
|
|0x424 B3 (divide value by 2 to give kW)
|
|
|-
|Min Temp
|
|0x424 B4 (ignore most significant bit) -40 = Temp C
|
|
|-
|SOH
|
|0x424 B5 (ignore most significant bit)
|
|Whole number only.
22kWh Value seen to go up and down.
41kWh Value seems to only decline.
|-
|LBC Answer Key
|
|0x424 B6 (0xAA / 0x55) Oscillates.
|
|
|-
|Max Battery Temp
|
|0x424 B7 (ignore most signisifant bit) -40 = Temp C
|
|
|-
|HV Battery State
|
|0x425 (B0 b5,b4,b3)
|
|
|-
|LBC RS
|
|0x425 (B0 b2,b1)
|
|
|-
|Available kWh
|
|0x425 (B0 b1) + B1 = divide by 10 for kWh.
|
|
|-
|IDA
|
|
|
|
|-
|SM1F Safety Mode 1 Flag
|
|
|
|
|-
|HV Isolation
|
|
|
|
|-
|Highest Cell Voltage
|
|
|
|
|-
|Lowest Cell Voltage
|
|
|
|
|-
|RTS
|
|
|
|
|-
|HV Battery Failure1
|
|
|
|
|-
|HV Battery Failure2
|
|
|
|
|-
|HV Battery Connection
|
|
|
|
|-
|LBC2 Answer Key
|
|
|
|
|}

=== ISO-TP Requests ===
For a complete list of possible data please see [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE/LBC_Fields.csv CanZE Page]

== BMS Phase 2 (52kWh Packs) ==
There is a version of the Phase2 Zoe that was sold with a battery that was software restricted to 41kWh, despite being a 52kWh battery.

=== Connector ===

Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function !! Note
|-
! 1 !! Permanent 12v+ !! Red wire car side.
|-
! 2 !! Secondary CAN High* !! *May not be present.
|-
! 3 !! Main Contactor !! Blue wire car side.
|-
! 4 !! N/C !!
|-
! 5 !! CAN High !! Green wire car side.
|-
! 6 !! N/C !!
|-
! 7 !! Switched +12v !! Green wire car side.
|-
! 8 !! Secondary CAN Low* !! *May not be present.
|-
! 9 !! N/C !!
|-
! 10 !! Pre-charge Contactor !! White wire car side.
|-
! 11 !! CAN Low !! Grey wire car side.
|-
! 12 !! Chassis Ground !! Black wire car side.
|-
|}

=== CAN Communication ===
All via the battery primary CAN bus. The BMS requires CAN frames to be sent in order to wake up.

Further Information: https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information
{| class="wikitable"
|+
!Can ID
!Send Frequency
!Data
!Notes
|-
|0x0EE
|10ms
|B0: 0x32
B1: 0x03
B2: 0x20
B3: 0xAA
B4: 0x00
B5: 0x00
B6: Counter
B7: Checksum
|Pedal Position?
these fixed values work.
Counter 0-16 incrementing one each frame sent.
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x0F5
|10ms
|B0: 0x7C
B1: Counter
B2: Checksum
B3: 0xFF
B4: 0xD7
B5: 0xF8
B6: 0x7D
B7: 0x10
|Current?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x133
|10ms
|B0: 0xB1
B1: 0xA6
B2: Counter
B3: Checksum
B4: 0x00
B5: 0x06
B6: 0x05
B7: 0x05
|Vehicle Speed?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x373
|100ms
|B0: 0xC1 Streaming / 0x01 Not Streaming
B1: 0x40
B2: LBC Key 0x5D / 0xB2
B3: LBC2 Key 0x5D / 0xB2
B4: 0x00
B5: 0x1
B6: 0xFF
B7: 0xE3
|
|-
|0x375
|100ms
|0x02, 0x29, 0x00, 0xBF, 0xFE, 0x64, 0x0, 0xFF
|
|-
|0x376
|100ms
|B0, B1, B2: Time Since First Startup
B3, B4, B5: Mileage of Vehicle
B6: 0x00
B7: 0x54
|
|-
|0x440
|100ms
|B0: 0x00
B1: Relay State
B2: Checksum
B3: Counter
B4: 0x1F
B5: 0xFE
B6: 0xFF
B7: 0x82
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4CE
|100ms
|B0: Charging Mode
B1: 0xFF
B2: 0xFF
B3: 0xFF
B4: 0xDF
B5: 0xFF
B6: Counter
B7: Checksum
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4FB
|100ms
|B0: counter
B1: 0x00
B2: 0x04
B3: 0x00
B4: 0x00
B5: Checksum
|Checksum made up of 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x5F8
|1000ms
|0x16, 0x44, 0x90, 0x8F
|
|-
|0x6BF
|1000ms
|0x00, 0x00, 0x00
|
|-
|
|
|
|
|}

=== Received Frames from BMS ===

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!UDS Source
!CAN Frame Source
!Notes
!Confirmed Accurate?
|-
|Highest Cell Voltage
|LBC1: 0x90 0x07
|0x4DB
((B0 << 4) + B1 Most Significant Nibble) + 1000 = Max Cell mV
|
|
|-
|Highest Cell Volt ID
|LBC1: 0x90 0x08
|
|
|
|-
|Lowest Cell Voltage
|LBC1: 0x90 0x09
|0x4DB
(B1 Least Significant Nibble << 4) + B2) + 1000 = Min Cell mV
|
|
|-
|Lowest Cell Volt
ID
|LBC1: 0x90 0x0A
|
|
|
|-
|Pack Voltage
|
|
|
|
|-
|USOC
|LBC1: 0x90 0x02
|
|Used by Dashboard on Zoe
|
|-
|SOC
|LBC1: 0x90 0x01
|
|True SOC
|
|-
|SOH
|LBC1: 0x90 0x05
|
|SOH
|
|-
|Current
|LBC1: 0x90 0x0D
|
|Current 10ms measurement
|
|-
|Current Offset
|LBC1: 0x90 0x0C
|
|
|
|-
|Max Generated Input
|LBC1: 0x90 0x0E
|
|Maximum Input (ie Regen) after restriction.
|
|-
|Max Available Power
|LBC1: 0x90 0x0F
|
|Maximum Output possible (ie Max kW Out short term) after restriction.
|
|-
|12v Voltage at Control Unit
|LBC1: 0x90 0x11
|
|
|
|-
|Average Temperature
|LBC1: 0x90 0x12
|
|Pack Average From all temp sensors.
|
|-
|Minimum Pack Temp
|LBC1: 0x90 0x13
|
|Lowest Temperature Measurement Now
|
|-
|Maximum Pack Temp
|LBC1: 0x90 0x14
|
|Highest Temperature Measurement Now
|
|-
|Maximum Charge Input
|LBC1: 0x90 0x18
|
|Maximum Input, specifically charging after restrictions.
|
|-
|End of Charge
|LBC1: 0x90 0x19
|
|Flag that sets when battery charging must stop.
|
|-
|Interlock
|LBC1: 0x90 0x1A
|
|HV Interlock Flags
|
|-
|Individual Cell Voltages
|
|0x5A1, 0x5AC, 0x5AD, 0x5B4, 0x5B5, 0x5B7, 0x5C9, 0x5CB, 0x5CC, 0x5D6, 0x5D7, 0x5D9, 0x5DD, 0x5EA, 0x5ED, 0x5F0, 0x5F1, 0x5F2, 0x5F4, 0x5F7
|CAN table to be drawn up*
|
|-
|Isolation
|LBC2: 0x90 0x15
|
|Sent from LBC2. Battery Isolation measurement in ohms.
|
|}

=== UDS Data Lookup ===
For a complete list of UDS data available, see CanZE [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC_Fields.csv LBC1 UDS] & [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC2_Fields.csv LBC2 UDS]

== High Voltage Connector (Same on all packs) ==
On the ZE40 Zoe, Renault list the cable size as 40mm2, although 35mm2 crimps fit.

Renault Zoe Battery Pack

2025-08-03T21:44:07Z

Sophiefxx: /* Comparison */

The Renault Zoe used three variants of Battery

* Ph1 Zoe - 22kWh
* Ph1 Zoe - 41kWh
* Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

The vehicle includes a plastic housing situated behind the battery pack incorporating a blower fan, and air-conditioning evaporator.

=== Cooling & Heating ===
On the 41kWh pack it includes two PTC heaters, one supplied by a 40amp fuse, and a second supplied by a 70amp fuse, theoretically allowing over 1kW of heating. These are relay controlled by the EVC.

The battery blower is controlled by the Air Conditioning Control Unit. It appears to be wired as a second interior blower (as in dual zone) heating system would be in other Renault vehicles, it has PWM control and a RPM feedback signal.

The Air Conditioning appears to only be used when the vehicle is charging and the battery temperature exceeds a setpoint.

The blower is activated in conjunction with the Air-Con or on its own. It is run when battery heating is in operation.

=== Construction ===
The battery pack consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused. The many bolts appear to be scewing in to rivnuts which can be problematic if cross threaded or over-tightened, Renault have a procedure listed for replacing these.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

=== Construction ===
The battery pack is largely the same as the previous models and consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v || 345.6v
|-
| Voltage Range || || ||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
|Listed Capacity (on sticker on top of battery casing)
|25920Wh
|41000Wh
|52000Wh
|-
|Usable Capacity
|22kWh
|41kWh
|52kWh
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-
|Internal Fuse
|
|2x 275amp (in 2018 41kWh R110)
|2x 225amp (in 2022 battery pack)
|-
|}

== BMS Phase 1 (22kWh & 41kWh Packs) ==

=== Connector ===
Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function
!Wire Size!! Note
|-
! 1 !! Permanent 12v
!0.5mm2!! Supplied by 5amp Fuse. Red Wire
|-
! 2 !! N/C
! !!
|-
! 3 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 4 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 5 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 6 !! CAN High
!0.5mm2!! Green wire car side.
|-
! 7 !! Switched 12v
!0.75mm2!! Green wire car side. Also referred to as "Emergency Cut-Off"
|-
! 8 !! Main Contactor
!0.5mm2!! Green wire car side. Ground connection. Positive fed via Pin7.
|-
! 9 !! N/C
! !!
|-
! 10 !! Pre-charge Contactor
!0.5mm2!! White wire car side. Ground connection. Positive fed via Pin7.
|-
! 11 !! N/C
! !!
|-
! 12 !! CAN Low
!0.5mm2!! Grey wire car side.
|-
|}

=== CAN Communication ===
500kbps Standard CAN

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!ISO-TP Source
!Free Frame Source
!Notes
!Confirmed Accurate?
|-
|Max Charge Power
|
|0x155 B0 (x 300 = Max Watts)
|
|Yes (SF)
|-
|Ammeter
|
|0x155 B1+B2 (ignore most significant bit on B1)
|
|Yes (SF)
|-
|Online/Offline
|
|0x155 B3 (0x94 = Online, 0x54 = Offline)
|
|
|-
|SOC
|
|0x155 B4+B5
|
|Yes (SF)
|-
|Pack Voltage
|
|0x155 (B6 Bits 1+0) + B7
|
|Yes (SF)
|-
|
|
|
|
|
|-
|
|
|
|
|
|-
|Cell Under Voltage
|
|0x424 B0(b7+6)
|
|
|-
|HVBIR Flag?
|
|0x424 B0(b5+4)
|
|
|-
|HV Battery Under Voltage
|
|0x424 B0(b3+2)
|
|
|-
|End of Charge Flag
|
|0x424 B0(b1+0)
|
|
|-
|HV Battery Over Current
|
|0x424 B1(b7+6)
|
|
|-
|HV Battery Over Temp
|
|0x424 B1(b5+4)
|
|
|-
|HV Battery Over Voltage
|
|0x424 B1(b3+2)
|
|
|-
|Cell Over Voltage
|
|0x424 B1(b1+0)
|
|
|-
|Max Input Power
|
|0x424 B2 (divide value by 2 to give kW)
|
|
|-
|Max Output Power
|
|0x424 B3 (divide value by 2 to give kW)
|
|
|-
|Min Temp
|
|0x424 B4 (ignore most significant bit) -40 = Temp C
|
|
|-
|SOH
|
|0x424 B5 (ignore most significant bit)
|
|Whole number only.
22kWh Value seen to go up and down.
41kWh Value seems to only decline.
|-
|LBC Answer Key
|
|0x424 B6 (0xAA / 0x55) Oscillates.
|
|
|-
|Max Battery Temp
|
|0x424 B7 (ignore most signisifant bit) -40 = Temp C
|
|
|-
|HV Battery State
|
|0x425 (B0 b5,b4,b3)
|
|
|-
|LBC RS
|
|0x425 (B0 b2,b1)
|
|
|-
|Available kWh
|
|0x425 (B0 b1) + B1 = divide by 10 for kWh.
|
|
|-
|IDA
|
|
|
|
|-
|SM1F Safety Mode 1 Flag
|
|
|
|
|-
|HV Isolation
|
|
|
|
|-
|Highest Cell Voltage
|
|
|
|
|-
|Lowest Cell Voltage
|
|
|
|
|-
|RTS
|
|
|
|
|-
|HV Battery Failure1
|
|
|
|
|-
|HV Battery Failure2
|
|
|
|
|-
|HV Battery Connection
|
|
|
|
|-
|LBC2 Answer Key
|
|
|
|
|}

=== ISO-TP Requests ===
For a complete list of possible data please see [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE/LBC_Fields.csv CanZE Page]

== BMS Phase 2 (52kWh Packs) ==
There is a version of the Phase2 Zoe that was sold with a battery that was software restricted to 41kWh, despite being a 52kWh battery.

=== Connector ===

Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function !! Note
|-
! 1 !! Permanent 12v+ !! Red wire car side.
|-
! 2 !! Secondary CAN High* !! *May not be present.
|-
! 3 !! Main Contactor !! Blue wire car side.
|-
! 4 !! N/C !!
|-
! 5 !! CAN High !! Green wire car side.
|-
! 6 !! N/C !!
|-
! 7 !! Switched +12v !! Green wire car side.
|-
! 8 !! Secondary CAN Low* !! *May not be present.
|-
! 9 !! N/C !!
|-
! 10 !! Pre-charge Contactor !! White wire car side.
|-
! 11 !! CAN Low !! Grey wire car side.
|-
! 12 !! Chassis Ground !! Black wire car side.
|-
|}

=== CAN Communication ===
All via the battery primary CAN bus. The BMS requires CAN frames to be sent in order to wake up.

Further Information: https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information
{| class="wikitable"
|+
!Can ID
!Send Frequency
!Data
!Notes
|-
|0x0EE
|10ms
|B0: 0x32
B1: 0x03
B2: 0x20
B3: 0xAA
B4: 0x00
B5: 0x00
B6: Counter
B7: Checksum
|Pedal Position?
these fixed values work.
Counter 0-16 incrementing one each frame sent.
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x0F5
|10ms
|B0: 0x7C
B1: Counter
B2: Checksum
B3: 0xFF
B4: 0xD7
B5: 0xF8
B6: 0x7D
B7: 0x10
|Current?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x133
|10ms
|B0: 0xB1
B1: 0xA6
B2: Counter
B3: Checksum
B4: 0x00
B5: 0x06
B6: 0x05
B7: 0x05
|Vehicle Speed?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x373
|100ms
|B0: 0xC1 Streaming / 0x01 Not Streaming
B1: 0x40
B2: LBC Key 0x5D / 0xB2
B3: LBC2 Key 0x5D / 0xB2
B4: 0x00
B5: 0x1
B6: 0xFF
B7: 0xE3
|
|-
|0x375
|100ms
|0x02, 0x29, 0x00, 0xBF, 0xFE, 0x64, 0x0, 0xFF
|
|-
|0x376
|100ms
|B0, B1, B2: Time Since First Startup
B3, B4, B5: Mileage of Vehicle
B6: 0x00
B7: 0x54
|
|-
|0x440
|100ms
|B0: 0x00
B1: Relay State
B2: Checksum
B3: Counter
B4: 0x1F
B5: 0xFE
B6: 0xFF
B7: 0x82
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4CE
|100ms
|B0: Charging Mode
B1: 0xFF
B2: 0xFF
B3: 0xFF
B4: 0xDF
B5: 0xFF
B6: Counter
B7: Checksum
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4FB
|100ms
|B0: counter
B1: 0x00
B2: 0x04
B3: 0x00
B4: 0x00
B5: Checksum
|Checksum made up of 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x5F8
|1000ms
|0x16, 0x44, 0x90, 0x8F
|
|-
|0x6BF
|1000ms
|0x00, 0x00, 0x00
|
|-
|
|
|
|
|}

=== Received Frames from BMS ===

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!UDS Source
!CAN Frame Source
!Notes
!Confirmed Accurate?
|-
|Highest Cell Voltage
|LBC1: 0x90 0x07
|0x4DB
((B0 << 4) + B1 Most Significant Nibble) + 1000 = Max Cell mV
|
|
|-
|Highest Cell Volt ID
|LBC1: 0x90 0x08
|
|
|
|-
|Lowest Cell Voltage
|LBC1: 0x90 0x09
|0x4DB
(B1 Least Significant Nibble << 4) + B2) + 1000 = Min Cell mV
|
|
|-
|Lowest Cell Volt
ID
|LBC1: 0x90 0x0A
|
|
|
|-
|Pack Voltage
|
|
|
|
|-
|USOC
|LBC1: 0x90 0x02
|
|Used by Dashboard on Zoe
|
|-
|SOC
|LBC1: 0x90 0x01
|
|True SOC
|
|-
|SOH
|LBC1: 0x90 0x05
|
|SOH
|
|-
|Current
|LBC1: 0x90 0x0D
|
|Current 10ms measurement
|
|-
|Current Offset
|LBC1: 0x90 0x0C
|
|
|
|-
|Max Generated Input
|LBC1: 0x90 0x0E
|
|Maximum Input (ie Regen) after restriction.
|
|-
|Max Available Power
|LBC1: 0x90 0x0F
|
|Maximum Output possible (ie Max kW Out short term) after restriction.
|
|-
|12v Voltage at Control Unit
|LBC1: 0x90 0x11
|
|
|
|-
|Average Temperature
|LBC1: 0x90 0x12
|
|Pack Average From all temp sensors.
|
|-
|Minimum Pack Temp
|LBC1: 0x90 0x13
|
|Lowest Temperature Measurement Now
|
|-
|Maximum Pack Temp
|LBC1: 0x90 0x14
|
|Highest Temperature Measurement Now
|
|-
|Maximum Charge Input
|LBC1: 0x90 0x18
|
|Maximum Input, specifically charging after restrictions.
|
|-
|End of Charge
|LBC1: 0x90 0x19
|
|Flag that sets when battery charging must stop.
|
|-
|Interlock
|LBC1: 0x90 0x1A
|
|HV Interlock Flags
|
|-
|Individual Cell Voltages
|
|0x5A1, 0x5AC, 0x5AD, 0x5B4, 0x5B5, 0x5B7, 0x5C9, 0x5CB, 0x5CC, 0x5D6, 0x5D7, 0x5D9, 0x5DD, 0x5EA, 0x5ED, 0x5F0, 0x5F1, 0x5F2, 0x5F4, 0x5F7
|CAN table to be drawn up*
|
|-
|Isolation
|LBC2: 0x90 0x15
|
|Sent from LBC2. Battery Isolation measurement in ohms.
|
|}

=== UDS Data Lookup ===
For a complete list of UDS data available, see CanZE [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC_Fields.csv LBC1 UDS] & [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC2_Fields.csv LBC2 UDS]

== High Voltage Connector (Same on all packs) ==
On the ZE40 Zoe, Renault list the cable size as 40mm2, although 35mm2 crimps fit.

Renault Zoe Battery Pack

2025-08-03T21:10:51Z

Sophiefxx: /* BMS Phase 1 (22kWh & 41kWh Packs) */

The Renault Zoe used three variants of Battery

* Ph1 Zoe - 22kWh
* Ph1 Zoe - 41kWh
* Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

The vehicle includes a plastic housing situated behind the battery pack incorporating a blower fan, and air-conditioning evaporator.

=== Cooling & Heating ===
On the 41kWh pack it includes two PTC heaters, one supplied by a 40amp fuse, and a second supplied by a 70amp fuse, theoretically allowing over 1kW of heating. These are relay controlled by the EVC.

The battery blower is controlled by the Air Conditioning Control Unit. It appears to be wired as a second interior blower (as in dual zone) heating system would be in other Renault vehicles, it has PWM control and a RPM feedback signal.

The Air Conditioning appears to only be used when the vehicle is charging and the battery temperature exceeds a setpoint.

The blower is activated in conjunction with the Air-Con or on its own. It is run when battery heating is in operation.

=== Construction ===
The battery pack consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused. The many bolts appear to be scewing in to rivnuts which can be problematic if cross threaded or over-tightened, Renault have a procedure listed for replacing these.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

=== Construction ===
The battery pack is largely the same as the previous models and consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v || 345.6v
|-
| Voltage Range || || ||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
|Listed Capacity (on sticker on top of battery casing)
|25920Wh
|41000Wh
|52000Wh
|-
|Usable Capacity
|22kWh
|41kWh
|52kWh
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-
|}

== BMS Phase 1 (22kWh & 41kWh Packs) ==

=== Connector ===
Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function
!Wire Size!! Note
|-
! 1 !! Permanent 12v
!0.5mm2!! Supplied by 5amp Fuse. Red Wire
|-
! 2 !! N/C
! !!
|-
! 3 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 4 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 5 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 6 !! CAN High
!0.5mm2!! Green wire car side.
|-
! 7 !! Switched 12v
!0.75mm2!! Green wire car side. Also referred to as "Emergency Cut-Off"
|-
! 8 !! Main Contactor
!0.5mm2!! Green wire car side. Ground connection. Positive fed via Pin7.
|-
! 9 !! N/C
! !!
|-
! 10 !! Pre-charge Contactor
!0.5mm2!! White wire car side. Ground connection. Positive fed via Pin7.
|-
! 11 !! N/C
! !!
|-
! 12 !! CAN Low
!0.5mm2!! Grey wire car side.
|-
|}

=== CAN Communication ===
500kbps Standard CAN

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!ISO-TP Source
!Free Frame Source
!Notes
!Confirmed Accurate?
|-
|Max Charge Power
|
|0x155 B0 (x 300 = Max Watts)
|
|Yes (SF)
|-
|Ammeter
|
|0x155 B1+B2 (ignore most significant bit on B1)
|
|Yes (SF)
|-
|Online/Offline
|
|0x155 B3 (0x94 = Online, 0x54 = Offline)
|
|
|-
|SOC
|
|0x155 B4+B5
|
|Yes (SF)
|-
|Pack Voltage
|
|0x155 (B6 Bits 1+0) + B7
|
|Yes (SF)
|-
|
|
|
|
|
|-
|
|
|
|
|
|-
|Cell Under Voltage
|
|0x424 B0(b7+6)
|
|
|-
|HVBIR Flag?
|
|0x424 B0(b5+4)
|
|
|-
|HV Battery Under Voltage
|
|0x424 B0(b3+2)
|
|
|-
|End of Charge Flag
|
|0x424 B0(b1+0)
|
|
|-
|HV Battery Over Current
|
|0x424 B1(b7+6)
|
|
|-
|HV Battery Over Temp
|
|0x424 B1(b5+4)
|
|
|-
|HV Battery Over Voltage
|
|0x424 B1(b3+2)
|
|
|-
|Cell Over Voltage
|
|0x424 B1(b1+0)
|
|
|-
|Max Input Power
|
|0x424 B2 (divide value by 2 to give kW)
|
|
|-
|Max Output Power
|
|0x424 B3 (divide value by 2 to give kW)
|
|
|-
|Min Temp
|
|0x424 B4 (ignore most significant bit) -40 = Temp C
|
|
|-
|SOH
|
|0x424 B5 (ignore most significant bit)
|
|Whole number only.
22kWh Value seen to go up and down.
41kWh Value seems to only decline.
|-
|LBC Answer Key
|
|0x424 B6 (0xAA / 0x55) Oscillates.
|
|
|-
|Max Battery Temp
|
|0x424 B7 (ignore most signisifant bit) -40 = Temp C
|
|
|-
|HV Battery State
|
|0x425 (B0 b5,b4,b3)
|
|
|-
|LBC RS
|
|0x425 (B0 b2,b1)
|
|
|-
|Available kWh
|
|0x425 (B0 b1) + B1 = divide by 10 for kWh.
|
|
|-
|IDA
|
|
|
|
|-
|SM1F Safety Mode 1 Flag
|
|
|
|
|-
|HV Isolation
|
|
|
|
|-
|Highest Cell Voltage
|
|
|
|
|-
|Lowest Cell Voltage
|
|
|
|
|-
|RTS
|
|
|
|
|-
|HV Battery Failure1
|
|
|
|
|-
|HV Battery Failure2
|
|
|
|
|-
|HV Battery Connection
|
|
|
|
|-
|LBC2 Answer Key
|
|
|
|
|}

=== ISO-TP Requests ===
For a complete list of possible data please see [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE/LBC_Fields.csv CanZE Page]

== BMS Phase 2 (52kWh Packs) ==
There is a version of the Phase2 Zoe that was sold with a battery that was software restricted to 41kWh, despite being a 52kWh battery.

=== Connector ===

Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function !! Note
|-
! 1 !! Permanent 12v+ !! Red wire car side.
|-
! 2 !! Secondary CAN High* !! *May not be present.
|-
! 3 !! Main Contactor !! Blue wire car side.
|-
! 4 !! N/C !!
|-
! 5 !! CAN High !! Green wire car side.
|-
! 6 !! N/C !!
|-
! 7 !! Switched +12v !! Green wire car side.
|-
! 8 !! Secondary CAN Low* !! *May not be present.
|-
! 9 !! N/C !!
|-
! 10 !! Pre-charge Contactor !! White wire car side.
|-
! 11 !! CAN Low !! Grey wire car side.
|-
! 12 !! Chassis Ground !! Black wire car side.
|-
|}

=== CAN Communication ===
All via the battery primary CAN bus. The BMS requires CAN frames to be sent in order to wake up.

Further Information: https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information
{| class="wikitable"
|+
!Can ID
!Send Frequency
!Data
!Notes
|-
|0x0EE
|10ms
|B0: 0x32
B1: 0x03
B2: 0x20
B3: 0xAA
B4: 0x00
B5: 0x00
B6: Counter
B7: Checksum
|Pedal Position?
these fixed values work.
Counter 0-16 incrementing one each frame sent.
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x0F5
|10ms
|B0: 0x7C
B1: Counter
B2: Checksum
B3: 0xFF
B4: 0xD7
B5: 0xF8
B6: 0x7D
B7: 0x10
|Current?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x133
|10ms
|B0: 0xB1
B1: 0xA6
B2: Counter
B3: Checksum
B4: 0x00
B5: 0x06
B6: 0x05
B7: 0x05
|Vehicle Speed?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x373
|100ms
|B0: 0xC1 Streaming / 0x01 Not Streaming
B1: 0x40
B2: LBC Key 0x5D / 0xB2
B3: LBC2 Key 0x5D / 0xB2
B4: 0x00
B5: 0x1
B6: 0xFF
B7: 0xE3
|
|-
|0x375
|100ms
|0x02, 0x29, 0x00, 0xBF, 0xFE, 0x64, 0x0, 0xFF
|
|-
|0x376
|100ms
|B0, B1, B2: Time Since First Startup
B3, B4, B5: Mileage of Vehicle
B6: 0x00
B7: 0x54
|
|-
|0x440
|100ms
|B0: 0x00
B1: Relay State
B2: Checksum
B3: Counter
B4: 0x1F
B5: 0xFE
B6: 0xFF
B7: 0x82
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4CE
|100ms
|B0: Charging Mode
B1: 0xFF
B2: 0xFF
B3: 0xFF
B4: 0xDF
B5: 0xFF
B6: Counter
B7: Checksum
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4FB
|100ms
|B0: counter
B1: 0x00
B2: 0x04
B3: 0x00
B4: 0x00
B5: Checksum
|Checksum made up of 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x5F8
|1000ms
|0x16, 0x44, 0x90, 0x8F
|
|-
|0x6BF
|1000ms
|0x00, 0x00, 0x00
|
|-
|
|
|
|
|}

=== Received Frames from BMS ===

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!UDS Source
!CAN Frame Source
!Notes
!Confirmed Accurate?
|-
|Highest Cell Voltage
|LBC1: 0x90 0x07
|0x4DB
((B0 << 4) + B1 Most Significant Nibble) + 1000 = Max Cell mV
|
|
|-
|Highest Cell Volt ID
|LBC1: 0x90 0x08
|
|
|
|-
|Lowest Cell Voltage
|LBC1: 0x90 0x09
|0x4DB
(B1 Least Significant Nibble << 4) + B2) + 1000 = Min Cell mV
|
|
|-
|Lowest Cell Volt
ID
|LBC1: 0x90 0x0A
|
|
|
|-
|Pack Voltage
|
|
|
|
|-
|USOC
|LBC1: 0x90 0x02
|
|Used by Dashboard on Zoe
|
|-
|SOC
|LBC1: 0x90 0x01
|
|True SOC
|
|-
|SOH
|LBC1: 0x90 0x05
|
|SOH
|
|-
|Current
|LBC1: 0x90 0x0D
|
|Current 10ms measurement
|
|-
|Current Offset
|LBC1: 0x90 0x0C
|
|
|
|-
|Max Generated Input
|LBC1: 0x90 0x0E
|
|Maximum Input (ie Regen) after restriction.
|
|-
|Max Available Power
|LBC1: 0x90 0x0F
|
|Maximum Output possible (ie Max kW Out short term) after restriction.
|
|-
|12v Voltage at Control Unit
|LBC1: 0x90 0x11
|
|
|
|-
|Average Temperature
|LBC1: 0x90 0x12
|
|Pack Average From all temp sensors.
|
|-
|Minimum Pack Temp
|LBC1: 0x90 0x13
|
|Lowest Temperature Measurement Now
|
|-
|Maximum Pack Temp
|LBC1: 0x90 0x14
|
|Highest Temperature Measurement Now
|
|-
|Maximum Charge Input
|LBC1: 0x90 0x18
|
|Maximum Input, specifically charging after restrictions.
|
|-
|End of Charge
|LBC1: 0x90 0x19
|
|Flag that sets when battery charging must stop.
|
|-
|Interlock
|LBC1: 0x90 0x1A
|
|HV Interlock Flags
|
|-
|Individual Cell Voltages
|
|0x5A1, 0x5AC, 0x5AD, 0x5B4, 0x5B5, 0x5B7, 0x5C9, 0x5CB, 0x5CC, 0x5D6, 0x5D7, 0x5D9, 0x5DD, 0x5EA, 0x5ED, 0x5F0, 0x5F1, 0x5F2, 0x5F4, 0x5F7
|CAN table to be drawn up*
|
|-
|Isolation
|LBC2: 0x90 0x15
|
|Sent from LBC2. Battery Isolation measurement in ohms.
|
|}

=== UDS Data Lookup ===
For a complete list of UDS data available, see CanZE [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC_Fields.csv LBC1 UDS] & [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC2_Fields.csv LBC2 UDS]

== High Voltage Connector (Same on all packs) ==
On the ZE40 Zoe, Renault list the cable size as 40mm2, although 35mm2 crimps fit.

Renault Zoe Battery Pack

2025-08-03T20:46:27Z

Sophiefxx: /* BMS Phase 1 (22kWh & 41kWh Packs) */

The Renault Zoe used three variants of Battery

* Ph1 Zoe - 22kWh
* Ph1 Zoe - 41kWh
* Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

The vehicle includes a plastic housing situated behind the battery pack incorporating a blower fan, and air-conditioning evaporator.

=== Cooling & Heating ===
On the 41kWh pack it includes two PTC heaters, one supplied by a 40amp fuse, and a second supplied by a 70amp fuse, theoretically allowing over 1kW of heating. These are relay controlled by the EVC.

The battery blower is controlled by the Air Conditioning Control Unit. It appears to be wired as a second interior blower (as in dual zone) heating system would be in other Renault vehicles, it has PWM control and a RPM feedback signal.

The Air Conditioning appears to only be used when the vehicle is charging and the battery temperature exceeds a setpoint.

The blower is activated in conjunction with the Air-Con or on its own. It is run when battery heating is in operation.

=== Construction ===
The battery pack consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused. The many bolts appear to be scewing in to rivnuts which can be problematic if cross threaded or over-tightened, Renault have a procedure listed for replacing these.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

=== Construction ===
The battery pack is largely the same as the previous models and consists of an aluminium alloy base to which the battery modules are mounted. There is a pressed steel lid that bolts on top of the base with a large amount of small bolts. A gasket is integrated into the base and can be reused.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v || 345.6v
|-
| Voltage Range || || ||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
|Listed Capacity (on sticker on top of battery casing)
|25920Wh
|41000Wh
|52000Wh
|-
|Usable Capacity
|22kWh
|41kWh
|52kWh
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-
|}

== BMS Phase 1 (22kWh & 41kWh Packs) ==

=== Connector ===
Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function
!Wire Size!! Note
|-
! 1 !! Permanent 12v
!0.5mm2!! Supplied by 5amp Fuse. Red Wire
|-
! 2 !! N/C
! !!
|-
! 3 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 4 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 5 !! Chassis Ground
!0.75mm2!! Black wire car side.
|-
! 6 !! CAN High
!0.5mm2!! Green wire car side.
|-
! 7 !! Switched 12v
!0.75mm2!! Green wire car side. Also referred to as "Emergency Cut-Off"
|-
! 8 !! Main Contactor
!0.5mm2!! Green wire car side. Ground connection. Positive fed via Pin7.
|-
! 9 !! N/C
! !!
|-
! 10 !! Pre-charge Contactor
!0.5mm2!! White wire car side. Ground connection. Positive fed via Pin7.
|-
! 11 !! N/C
! !!
|-
! 12 !! CAN Low
!0.5mm2!! Grey wire car side.
|-
|}

== BMS Phase 2 (52kWh Packs) ==

There is a version of the Phase2 Zoe that was sold with a battery that was software restricted to 41kWh, despite being a 52kWh battery.

=== Connector ===

Part: Yazaki 7283-8854-30 (Harness Side), 7282-8854-30 (Battery side, although battery one is a bulkhead variant).
{| class="wikitable" style="margin:auto"

|-
! Pin !! Function !! Note
|-
! 1 !! Permanent 12v+ !! Red wire car side.
|-
! 2 !! Secondary CAN High* !! *May not be present.
|-
! 3 !! Main Contactor !! Blue wire car side.
|-
! 4 !! N/C !!
|-
! 5 !! CAN High !! Green wire car side.
|-
! 6 !! N/C !!
|-
! 7 !! Switched +12v !! Green wire car side.
|-
! 8 !! Secondary CAN Low* !! *May not be present.
|-
! 9 !! N/C !!
|-
! 10 !! Pre-charge Contactor !! White wire car side.
|-
! 11 !! CAN Low !! Grey wire car side.
|-
! 12 !! Chassis Ground !! Black wire car side.
|-
|}

=== CAN Communication ===
All via the battery primary CAN bus. The BMS requires CAN frames to be sent in order to wake up.

Further Information: https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information
{| class="wikitable"
|+
!Can ID
!Send Frequency
!Data
!Notes
|-
|0x0EE
|10ms
|B0: 0x32
B1: 0x03
B2: 0x20
B3: 0xAA
B4: 0x00
B5: 0x00
B6: Counter
B7: Checksum
|Pedal Position?
these fixed values work.
Counter 0-16 incrementing one each frame sent.
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x0F5
|10ms
|B0: 0x7C
B1: Counter
B2: Checksum
B3: 0xFF
B4: 0xD7
B5: 0xF8
B6: 0x7D
B7: 0x10
|Current?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x133
|10ms
|B0: 0xB1
B1: 0xA6
B2: Counter
B3: Checksum
B4: 0x00
B5: 0x06
B6: 0x05
B7: 0x05
|Vehicle Speed?
Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x373
|100ms
|B0: 0xC1 Streaming / 0x01 Not Streaming
B1: 0x40
B2: LBC Key 0x5D / 0xB2
B3: LBC2 Key 0x5D / 0xB2
B4: 0x00
B5: 0x1
B6: 0xFF
B7: 0xE3
|
|-
|0x375
|100ms
|0x02, 0x29, 0x00, 0xBF, 0xFE, 0x64, 0x0, 0xFF
|
|-
|0x376
|100ms
|B0, B1, B2: Time Since First Startup
B3, B4, B5: Mileage of Vehicle
B6: 0x00
B7: 0x54
|
|-
|0x440
|100ms
|B0: 0x00
B1: Relay State
B2: Checksum
B3: Counter
B4: 0x1F
B5: 0xFE
B6: 0xFF
B7: 0x82
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4CE
|100ms
|B0: Charging Mode
B1: 0xFF
B2: 0xFF
B3: 0xFF
B4: 0xDF
B5: 0xFF
B6: Counter
B7: Checksum
|Checksum made up of the 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x4FB
|100ms
|B0: counter
B1: 0x00
B2: 0x04
B3: 0x00
B4: 0x00
B5: Checksum
|Checksum made up of 7 bytes passed through CRC8
see: [https://github.com/ljames28/Renault-Zoe-PH2-ZE50-Canbus-LBC-Information here]
|-
|0x5F8
|1000ms
|0x16, 0x44, 0x90, 0x8F
|
|-
|0x6BF
|1000ms
|0x00, 0x00, 0x00
|
|-
|
|
|
|
|}

=== Received Frames from BMS ===

=== Known Data Sources ===
{| class="wikitable"
|+
!Data Name
!UDS Source
!CAN Frame Source
!Notes
!Confirmed Accurate?
|-
|Highest Cell Voltage
|LBC1: 0x90 0x07
|0x4DB
((B0 << 4) + B1 Most Significant Nibble) + 1000 = Max Cell mV
|
|
|-
|Highest Cell Volt ID
|LBC1: 0x90 0x08
|
|
|
|-
|Lowest Cell Voltage
|LBC1: 0x90 0x09
|0x4DB
(B1 Least Significant Nibble << 4) + B2) + 1000 = Min Cell mV
|
|
|-
|Lowest Cell Volt
ID
|LBC1: 0x90 0x0A
|
|
|
|-
|Pack Voltage
|
|
|
|
|-
|USOC
|LBC1: 0x90 0x02
|
|Used by Dashboard on Zoe
|
|-
|SOC
|LBC1: 0x90 0x01
|
|True SOC
|
|-
|SOH
|LBC1: 0x90 0x05
|
|SOH
|
|-
|Current
|LBC1: 0x90 0x0D
|
|Current 10ms measurement
|
|-
|Current Offset
|LBC1: 0x90 0x0C
|
|
|
|-
|Max Generated Input
|LBC1: 0x90 0x0E
|
|Maximum Input (ie Regen) after restriction.
|
|-
|Max Available Power
|LBC1: 0x90 0x0F
|
|Maximum Output possible (ie Max kW Out short term) after restriction.
|
|-
|12v Voltage at Control Unit
|LBC1: 0x90 0x11
|
|
|
|-
|Average Temperature
|LBC1: 0x90 0x12
|
|Pack Average From all temp sensors.
|
|-
|Minimum Pack Temp
|LBC1: 0x90 0x13
|
|Lowest Temperature Measurement Now
|
|-
|Maximum Pack Temp
|LBC1: 0x90 0x14
|
|Highest Temperature Measurement Now
|
|-
|Maximum Charge Input
|LBC1: 0x90 0x18
|
|Maximum Input, specifically charging after restrictions.
|
|-
|End of Charge
|LBC1: 0x90 0x19
|
|Flag that sets when battery charging must stop.
|
|-
|Interlock
|LBC1: 0x90 0x1A
|
|HV Interlock Flags
|
|-
|Individual Cell Voltages
|
|0x5A1, 0x5AC, 0x5AD, 0x5B4, 0x5B5, 0x5B7, 0x5C9, 0x5CB, 0x5CC, 0x5D6, 0x5D7, 0x5D9, 0x5DD, 0x5EA, 0x5ED, 0x5F0, 0x5F1, 0x5F2, 0x5F4, 0x5F7
|CAN table to be drawn up*
|
|-
|Isolation
|LBC2: 0x90 0x15
|
|Sent from LBC2. Battery Isolation measurement in ohms.
|
|}

=== UDS Data Lookup ===
For a complete list of UDS data available, see CanZE [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC_Fields.csv LBC1 UDS] & [https://github.com/fesch/CanZE/blob/master/app/src/main/assets/ZOE_Ph2/LBC2_Fields.csv LBC2 UDS]

== High Voltage Connector (Same on all packs) ==
On the ZE40 Zoe, Renault list the cable size as 40mm2, although 35mm2 crimps fit.

Renault Zoe Battery Pack

2025-08-03T19:33:10Z

Sophiefxx: /* BMS Phase 2 (52kWh Packs) */

Main Page

2025-08-03T19:31:21Z

Sophiefxx: /* Reusing Batteries */

[[Index|Wiki Index]] - quick reference for all info on the wiki.

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

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

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

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

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

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

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

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

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

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

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

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also includes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
!Configuration
!Rated Output
!Achieved Output
!Notes
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|
|
|
|
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|
|
|
|
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|
|
|
|
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|
|
|
|
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|
|
|
|
|-
|BMW
|[[BMW Hybrid Battery Pack|3 Series Hybrid]]
|Module Level
|Gen 1: 7kWh. Gen 2: 9KWh
|80s
|83kW
|
| rowspan="2" |These Batteries use the same modules. 3 series uses 5 whilst the 5 &7 series uses 6.
|-
|
|[[BMW Hybrid Battery Pack|5 & 7 Series Hybrid]]
|Module Level
|Gen 1: 9kWh. Gen 2: 12kWh
|96s
|83kW
|120kW
|-
|
|[[BMW Hybrid Battery Pack|X5]]
|Module Level
|24kWh
|96s
|83kw
|
|12 Modules.
|-
|Renault
|[[Renault Zoe Battery Pack|Zoe]]
|High Level
|22kWh - 52kWh
|2p96s
|100kW
|
|Available in 22kWh, 41kWh & 52kWh variants.
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S GEN1 Charger|Model S]] (Gen1)
|yes
|no
|10 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

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

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

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

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

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[Parameters|Inverter Parameter Definitions]]
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
* [[Electronics Basics]] - general advice for troubleshooting electronic circuits
* [[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
* [[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money
* [[Mechanical design database]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

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

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

Renault Zoe Battery Pack

2025-08-03T19:27:21Z

Sophiefxx: /* BMS Phase 2 (52kWh Packs) */

Renault Zoe Battery Pack

2025-08-03T19:15:06Z

Sophiefxx: /* Phase 1 41kWh Battery Pack */

Renault Zoe Battery Pack

2025-08-03T18:57:51Z

Sophiefxx: /* BMS Phase 1 (22kWh & 41kWh Packs) */

Renault Zoe Battery Pack

2025-08-03T18:56:57Z

Sophiefxx: /* BMS Phase 2 (52kWh Packs) */

Renault Zoe Battery Pack

2025-08-03T18:53:03Z

Sophiefxx:

Renault Zoe Battery Pack

2025-08-03T18:45:27Z

Sophiefxx:

Renault Zoe Battery Pack

2025-08-03T18:23:32Z

Sophiefxx: /* Comparison */

Renault Zoe Battery Pack

2025-08-03T18:15:26Z

Sophiefxx:

Renault Zoe Battery Pack

2025-08-03T17:59:43Z

Sophiefxx: Created page with "The Renault Zoe used three variants of Battery Ph1 Zoe - 22kWh Ph1 Zoe - 41kWh Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant) All three variants use 2p96s configuration, for 360v nominal. 22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. T..."

The Renault Zoe used three variants of Battery
Ph1 Zoe - 22kWh
Ph1 Zoe - 41kWh
Ph2 Zoe - 52kWh (Including a software locked to 41kWh variant)

All three variants use 2p96s configuration, for 360v nominal.

22 & 41kWh variants either came with 22kW AC charging, or 43kW AC charging (Q90/Q210 motor) using a system Renault names the Chameleon Charger, presumably due to the ability to operate over a wide range of charge current, and on either single or three phase power. This system also uses the motor stator winding as an inductor.

The BMS's, regardless of motor variant are designed with 43kW maximum charge rate in mind, and the most the BMS will ever show as "Input Possible" is 43kW. Interestingly this was never possible, due to the losses in on board AC-DC conversion (~10%).

52kWh variants either came with 22kW AC charging alone, or alongside CCS charging.

== Phase 1 22kWh Battery Pack ==

2012 - 2016 Manufactured by LGChem

== Phase 1 41kWh Battery Pack ==

2016 - 2019 Manufactured by LGChem, same dimensions as the 22kWh pack and a straightforward bolt-in swap to earlier cars.

== Phase 2 52kWh Battery Pack ==

2019 - 2024 (end of Zoe production) similar dimensions to the previous two batteries, but with an additional 4 mounting bolts, and bolts directly to the chassis as opposed to via metal brackets. Can be bolted into original Zoe chassis if you add a plate with two captive nuts inside the chassis rail. Totally different pin configuration on the low voltage connector, and totally different CAN messages so requires a CAN translator. High Voltage connector is the same as the earlier models, wired the same.

== Comparison ==

{| class="wikitable" style="margin:auto"

|-
! Technical Data !! 22kWh !! 41kWh !! 52kWh
|-
| Voltage || 345.6v || 345.6v || 345.6v
|-
| Voltage Range || || ||
|-
| Number of Cells || 192 (2p69s) || 192 (2p69s) || 192 (2p69s)
|-
| Discharge Power Short Term || || ||
|-
| Max Charge Power || 43kW || 43kW || ??
|-
| Weight || 280kg || 305kg || 326kg
|-
| Case Construction || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top || Aluminium Alloy Base, Pressed Steel Top
|-
| Cooling Method || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator || Blown AC Chilled Air from external evaporator
|-
| Heating Method || (in cold climate only) Blown Air from PTC || Blown Air from external 12v PTC || Blown Air from external 12v PTC
|-

|}

Mitsubishi Outlander DCDC OBC

2025-08-01T18:34:20Z

Sophiefxx: /* Dimensions */

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
* Weight 11.7kg
<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 voltage that seems to vary some between users. 14.5V is common value, but 14.35V and all the way up to 15V is reported. 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. At moderate power levels, the internal temperature is not increased much.

==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.

The OBC is capable of delivering 12A DC. Dependent on your system voltage, the power output may be limited below 3.7 kW. For example, for a 250V system, the power output is only 12*250 = 3kW.

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

https://github.com/haand22/Mitsubishi_Outlander_PHEV.git

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. If 13A is requested, charging does not even start.'''

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