openinverter.org wiki - User contributions [en]

MG ZS Charger

2026-10-27T06:01:55Z

Thomaa: added labeled pinout for 6625A

MG ZS Charger Part number(s)
{| class="wikitable"
|+
!Part Number
!Description
!'''Phases'''
!'''AC/DC Input 1'''
!'''AC/DC Input 2'''
!'''AC/DC Output 1'''
!'''AC/DC Output 2'''
!'''DC/DC Input'''
!'''DC/DC Output'''
!Weight
|-
|ZS10BC6600A (10822241)
|MG ZS AC Charger
|single phase
|85-265V 32A Max
|N/A
|230-480V 20A Max 6.6KW Max
|N/A
|N/A
|N/A
|8.5kg
|-
|EP2CCU1130A (11276088, 11428079)
|MG ZS AC Charger
|three phase
|85-265V 32A Max
|85-265V 16A Max
|250-500V 24A Max
|250-500V 32A Max
|250-500V
|9-16V 220A Max@13.V
|
|-
|EP3CCU1130B (11489298,11572316)
|MG 4 Charger
|three phase
|85-265V 32A Max
|300-456V 16A Max
|220-490V 24A Max
|220-490V 31.5A Max
|220-490V
|9-16V- 220A Max@13.5V
|
|-
|EH3CCU6630B (11572315,11477526)
|MG4 Trophy
|single phase
|85-265V 32A Max
|N/A
|220-490V 22A Max
|N/A
|220-490Vdc
|9-16V 220A Max@13.5V
|
|-
|EP2CCU6625A (11237810)
|MG5
|single phase
|85-265V 32A Max
|N/A
|230-450V 22A Max
|N/A
|230-450Vdc 13A Max
|9-16V 178A Max@14V
|
|-
|S12CCU1130C (11740109)
|IM6
|three phase
|85-265V 32A Max
|300-456V 16A Max
|420-900V 12A Max
|420-900V 18A Max
|420-900Vdc
|9-16V 220A Max@13.5V
|
|}

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

https://www.bildelsbasen.se/sv-se/pb/S%C3%B6k/Bildelar/s1/MG/MG-ZS-EV/2020_2025/EL-&-Givare-&-Databox-&-Sensor/Batteriladdare-H%C3%B6gsp%C3%A4nning/_/ID-60187841/11428079 - 08-2024; 5000 SEK

==== Video of Damien hacking it ====
[https://vimeo.com/914791414 MG ZS EV Charger Hacked] N.B It's not confirmed yet whether all chargers accept the same CAN messages for control, more investigation is needed.

[https://www.youtube.com/watch?v=6wzUicBnbMc MG ZS EV Charger Hacked Part 2] (Damian demonstrating ZS10BC6600A from the above list, further investigation required to see if all chargers respond to the same CAN messages)

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

'''Connectors'''
{| class="wikitable"
|+
!Charger part number
!Low voltage
!High voltage (DC)
!High voltage (AC)
|-
|ZS10BC6600A (10822241)
|33472-1201 (housing) 
33012-2021 (pin)
|2103177 (housing) 
1355036 (pin)
| 13879047 (housing) 
13955308 (power pin) 
13711549 (signal pin)
|-
|EP2CCU1130A (11276088, 11428079)
|64319-1211 (housing) 
64322 (0.635mm pin) 
64323 (1.50mm pin)
|HVC2P28FSX02 (2.5mm² Shield) 
HVC2P28FSX04 (4.0mm² Shield) 
HVC2P28FSX05 (5.0mm2 Shield) 
“X” indicates code 1/2/3/4/5/6
| HVC5P63FSx06 
“X” code： CODE A：1/CODE B：2/CODE Z：0
|-
|EP3CCU1130B (11489298,11572316)
|64319-1211 (housing) 64322 (0.635mm pin) 
64323 (1.50mm pin)

12V+ output is the Kostal 10532119
|JONHON EVH2-N2TK-A
21E8-556-1865-A1
|JONHON EVH2-N4TK-A
21E8-556-1865-A1
|}

== ZS10BC6600A ==
[[File:ZS10BC6600A overview.jpg|thumb|448x448px|ZS10BC6600A Overview]]
[[File:ZS10BC6600A front labeled.jpg|thumb|448x448px|ZS10BC6600A Pinout]]
[[File:ZS10BC6600A LV Pinout.png|thumb|LV Pinout]]

==== Specs: ====
AC input: 85-265V 32A Max

DC output 230-480V 20A Max (6.6KW Max)

==== To use the charger: ====
Connect pins on the LV connector:

1 to switched 12V

2 to ground

3 to CAN H

4 to CAN L

8 Via a 100k resistor to pin 12

10 Via a 100k resistor to pin 12

12 see pin 8 and 10

Connect pins on the AC HV connector to the charging port.

When using Foccci the CP can also be connected to Zombie CPspoof

output through a 1k resistor.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

The PP in the AC connector is internally connected to pin 11 on the LV connector

==== Controlling the charger: ====
This is simple it uses 1 CANbus message 0x29C at 100ms interval on a 500kbit bus

In this message there are 3 values:

Max AC current

Max DC current

Max DC voltage

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x3B8 Status

CP_pwm in %

AC Amps

AC Volts

DC Amps

DC Volts

0x3BA temperatures

contains 6 temp sensors 2 external and 4 internal

0x3BC unknown

0x3BD unknown

0x3BE maybe error codes

== EP2CCU6625A ==
[[File:EP2CCU6625A pinout.png|thumb|pinout from EP2CCU6625A damien bench demos in this video <nowiki>https://vimeo.com/924354403?fl=pl&fe=sh</nowiki>]]

== EP3CCU1130B ==

[[File:EP3CCU1130B overview.jpg|thumb|425x425px|MG4 charger]]
[[File:EP3CCU1130B pinout.jpg|thumb|423x423px|EP3CCU1130B pinout]]
[[File:V2lChargerPinout.png|thumb|LV pinout]]

==== Specs: ====
AC input 1: 85-265V 32A Max

AC input 2: 300-456V 16A Max per phase

DC output 1: 220-490V 24A Max

DC output 2: 220-490V 31.5A Max

Dimensions: 31 x 27 x 11 cm (37 with connectors and coolant connections)

weight: 8,5 kg

==== To use the charger: ====
Connect pins on the LV connector:

H1 to switched 12V

G4 to ground

C1 to CAN H

C2 to CAN L

B2 Via a 100k resistor to pin D2

E1 Via a 100k resistor to pin D2

D2 see pin E1 and B2

A1 to C4

C3 to C4

D4 to C4

C4 (see pins A1, C3 and D4) this outputs a square wave at 50Hz.

A3 to CP

B3 to PP (or resistor to ground, 220 Ω for 32A max or 680 Ω for 16/20A max or 2000 Ω for V2L )

Connect pins on the AC HV connector to the charging port and the protective earth to the case.

The HV interlock needs shorting, integrated in the AC connector.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

==== Controlling the charger: ====
This is more complicated it uses 1 CANFD bus at 500kbit 2Mbit data rate. It needs 4 messages (maybe 7)

0x4E1, 0x4E3, 0x4F3 keep the charger awake (longer the other messages).

0x15A

* max DC charge current
* max DC charge voltage
* BMS charging command

0x15B

* BMS_Operation_State

0x08A DCDC control

* DCDC_Mode_Request

0x12C: BMS data

* min/max cell voltages and cell numbers
* min/max cell temperatures and cell numbers
* battery voltage
* battery current

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x313 charge port status

* CP pwm %
* CP status
* PP max current

0x314 charger status

* HV voltage
* errors (probably)

0x315

* DCDC output voltage
* AC phase voltages
* AC phase currents
* DCDC tempemperature
* DCDC LV setpoint
* DCDC LV Current

0x25E, 0x4E0, 0x70E unknown

dbc file and savvycan script available here: [https://openinverter.org/forum/viewtopic.php?p=91326#p91326]

[[Category:MG]]
[[Category:Charger]]

File:EP2CCU6625A pinout.png

2026-10-27T06:01:03Z

Thomaa:

pinout from EP2CCU6625A damien bench demos in this video https://vimeo.com/924354403?fl=pl&fe=sh

MG ZS Charger

2026-10-24T04:12:18Z

Thomaa: added IM6 charger

MG ZS Charger Part number(s)
{| class="wikitable"
|+
!Part Number
!Description
!'''Phases'''
!'''AC/DC Input 1'''
!'''AC/DC Input 2'''
!'''AC/DC Output 1'''
!'''AC/DC Output 2'''
!'''DC/DC Input'''
!'''DC/DC Output'''
!Weight
|-
|ZS10BC6600A (10822241)
|MG ZS AC Charger
|single phase
|85-265V 32A Max
|N/A
|230-480V 20A Max 6.6KW Max
|N/A
|N/A
|N/A
|8.5kg
|-
|EP2CCU1130A (11276088, 11428079)
|MG ZS AC Charger
|three phase
|85-265V 32A Max
|85-265V 16A Max
|250-500V 24A Max
|250-500V 32A Max
|250-500V
|9-16V 220A Max@13.V
|
|-
|EP3CCU1130B (11489298,11572316)
|MG 4 Charger
|three phase
|85-265V 32A Max
|300-456V 16A Max
|220-490V 24A Max
|220-490V 31.5A Max
|220-490V
|9-16V- 220A Max@13.5V
|
|-
|EH3CCU6630B (11572315,11477526)
|MG4 Trophy
|single phase
|85-265V 32A Max
|N/A
|220-490V 22A Max
|N/A
|220-490Vdc
|9-16V 220A Max@13.5V
|
|-
|EP2CCU6625A (11237810)
|MG5
|single phase
|85-265V 32A Max
|N/A
|230-450V 22A Max
|N/A
|230-450Vdc 13A Max
|9-16V 178A Max@14V
|
|-
|S12CCU1130C (11740109)
|IM6
|three phase
|85-265V 32A Max
|300-456V 16A Max
|420-900V 12A Max
|420-900V 18A Max
|420-900Vdc
|9-16V 220A Max@13.5V
|
|}

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

https://www.bildelsbasen.se/sv-se/pb/S%C3%B6k/Bildelar/s1/MG/MG-ZS-EV/2020_2025/EL-&-Givare-&-Databox-&-Sensor/Batteriladdare-H%C3%B6gsp%C3%A4nning/_/ID-60187841/11428079 - 08-2024; 5000 SEK

==== Video of Damien hacking it ====
[https://vimeo.com/914791414 MG ZS EV Charger Hacked] N.B It's not confirmed yet whether all chargers accept the same CAN messages for control, more investigation is needed.

[https://www.youtube.com/watch?v=6wzUicBnbMc MG ZS EV Charger Hacked Part 2] (Damian demonstrating ZS10BC6600A from the above list, further investigation required to see if all chargers respond to the same CAN messages)

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

'''Connectors'''
{| class="wikitable"
|+
!Charger part number
!Low voltage
!High voltage (DC)
!High voltage (AC)
|-
|ZS10BC6600A (10822241)
|33472-1201 (housing) 
33012-2021 (pin)
|2103177 (housing) 
1355036 (pin)
| 13879047 (housing) 
13955308 (power pin) 
13711549 (signal pin)
|-
|EP2CCU1130A (11276088, 11428079)
|64319-1211 (housing) 
64322 (0.635mm pin) 
64323 (1.50mm pin)
|HVC2P28FSX02 (2.5mm² Shield) 
HVC2P28FSX04 (4.0mm² Shield) 
HVC2P28FSX05 (5.0mm2 Shield) 
“X” indicates code 1/2/3/4/5/6
| HVC5P63FSx06 
“X” code： CODE A：1/CODE B：2/CODE Z：0
|-
|EP3CCU1130B (11489298,11572316)
|64319-1211 (housing) 64322 (0.635mm pin) 
64323 (1.50mm pin)

12V+ output is the Kostal 10532119
|JONHON EVH2-N2TK-A
21E8-556-1865-A1
|JONHON EVH2-N4TK-A
21E8-556-1865-A1
|}

== ZS10BC6600A ==
[[File:ZS10BC6600A overview.jpg|thumb|448x448px|ZS10BC6600A Overview]]
[[File:ZS10BC6600A front labeled.jpg|thumb|448x448px|ZS10BC6600A Pinout]]
[[File:ZS10BC6600A LV Pinout.png|thumb|LV Pinout]]

==== Specs: ====
AC input: 85-265V 32A Max

DC output 230-480V 20A Max (6.6KW Max)

==== To use the charger: ====
Connect pins on the LV connector:

1 to switched 12V

2 to ground

3 to CAN H

4 to CAN L

8 Via a 100k resistor to pin 12

10 Via a 100k resistor to pin 12

12 see pin 8 and 10

Connect pins on the AC HV connector to the charging port.

When using Foccci the CP can also be connected to Zombie CPspoof

output through a 1k resistor.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

The PP in the AC connector is internally connected to pin 11 on the LV connector

==== Controlling the charger: ====
This is simple it uses 1 CANbus message 0x29C at 100ms interval on a 500kbit bus

In this message there are 3 values:

Max AC current

Max DC current

Max DC voltage

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x3B8 Status

CP_pwm in %

AC Amps

AC Volts

DC Amps

DC Volts

0x3BA temperatures

contains 6 temp sensors 2 external and 4 internal

0x3BC unknown

0x3BD unknown

0x3BE maybe error codes

== EP3CCU1130B ==

[[File:EP3CCU1130B overview.jpg|thumb|425x425px|MG4 charger]]
[[File:EP3CCU1130B pinout.jpg|thumb|423x423px|EP3CCU1130B pinout]]
[[File:V2lChargerPinout.png|thumb|LV pinout]]

==== Specs: ====
AC input 1: 85-265V 32A Max

AC input 2: 300-456V 16A Max per phase

DC output 1: 220-490V 24A Max

DC output 2: 220-490V 31.5A Max

Dimensions: 31 x 27 x 11 cm (37 with connectors and coolant connections)

weight: 8,5 kg

==== To use the charger: ====
Connect pins on the LV connector:

H1 to switched 12V

G4 to ground

C1 to CAN H

C2 to CAN L

B2 Via a 100k resistor to pin D2

E1 Via a 100k resistor to pin D2

D2 see pin E1 and B2

A1 to C4

C3 to C4

D4 to C4

C4 (see pins A1, C3 and D4) this outputs a square wave at 50Hz.

A3 to CP

B3 to PP (or resistor to ground, 220 Ω for 32A max or 680 Ω for 16/20A max or 2000 Ω for V2L )

Connect pins on the AC HV connector to the charging port and the protective earth to the case.

The HV interlock needs shorting, integrated in the AC connector.

Connect pins on the DC HV connector to the DC bus.

The HV interlock needs shorting, integrated in the DC connector.

==== Controlling the charger: ====
This is more complicated it uses 1 CANFD bus at 500kbit 2Mbit data rate. It needs 4 messages (maybe 7)

0x4E1, 0x4E3, 0x4F3 keep the charger awake (longer the other messages).

0x15A

* max DC charge current
* max DC charge voltage
* BMS charging command

0x15B

* BMS_Operation_State

0x08A DCDC control

* DCDC_Mode_Request

0x12C: BMS data

* min/max cell voltages and cell numbers
* min/max cell temperatures and cell numbers
* battery voltage
* battery current

==== Reading data from the charger: ====

The charger sends 5 messages on the CANbus

0x313 charge port status

* CP pwm %
* CP status
* PP max current

0x314 charger status

* HV voltage
* errors (probably)

0x315

* DCDC output voltage
* AC phase voltages
* AC phase currents
* DCDC tempemperature
* DCDC LV setpoint
* DCDC LV Current

0x25E, 0x4E0, 0x70E unknown

dbc file and savvycan script available here: [https://openinverter.org/forum/viewtopic.php?p=91326#p91326]

[[Category:MG]]
[[Category:Charger]]

Parameters

2026-07-16T10:14:00Z

Thomaa: added description for dirmode 3, 4

The inverter can be adapted to many kinds of motors, battery packs and driver preferences by changing parameters. A video on parameters is here: https://youtu.be/GQNQbBUsqf0

A Parameter Database with common usage scenarios is here: https://openinverter.org/parameters/

A synchronous motor tuning guide is here: [[Using FOC Software]]

== Motor Parameters ==
The parameters to adjust the inverter to the motor are boost, fweak, fslipmin, fslipmax, polepairs, fmin, fmax and numimp.

They can be deduced from the motors nameplate or by trying which feels best. For illustration we will assume a bus voltage of 500V and a 4-pole (p=2) motor with a nominal speed of n=1450rpm@f=50Hz and 230V. With 500V DC an AC voltage of 500/1.41=355V can be generated.

'''boost''' is the digital amplitude of the sine wave at motor startup. It is needed to overcome the motors ohmic resistance. Digital amplitude is an internal quantity. 0 means no voltage is generated at all, 37813 means the full possible voltage is generated.

Example: boost=1700

At full throttle an effective voltage of 1700/37813*355=16V is generated. The best way to find a feasible value is to optimize it in the finished car. Start with the default value and increase until you get a good startup.

'''fweak''' is the frequency at which the full possible voltage is generated. It is also the point of the highest motor power. Beyond fweak torque will decrease to the square of frequency and thus power will decrease linear with frequency.

A starting point for fweak is the motors nameplate:

[[File:Fweak.png|210x210px]]

With our illustration motor fweak=(355 V/230 V) * 50 Hz = 77 Hz. fweak can be configured lower than that resulting in more torque at the low end.

'''fslipmin'''/'''fslipmax''' is the slip frequency at which the motor is run at minimum/maximum throttle. fslipmin is set to the motors optimal slip frequency which can be deduced from the nameplate. fslipmin=f-p*n/60. With our illustration motor fslipmin=50-2*1450/60=1.66Hz. fslipmax can be set as high as breakdown torque which is not found on the nameplate. So its best found experimental starting with 2*fslipmin. If set too high the motor will start to rock violently on startup, possibly tripping the over current limit.

'''polepairs''' is set to p, 2 in our example.

'''fmin''' should be set just below fslipmin.

'''fmax''' is used to limit the speed of the motor. The default 200Hz would result in a maximum speed of about 6000rpm.

'''ampmin''' Is the minimum relative amplitude fed to the motor. At very low amplitudes the motor does not generate any noticable torque and throttle travel is wasted that does nothing. Find out a good value by experimenting.

== Inverter Parameters ==
'''pwmfrq''' Sets the frequency at which the IGBTs are switched on and off. The faster the switching the higher the losses in the inverter and the lower the losses in the motor. The maximum frequency is also limited by the driver boards as explained here.

'''pwmpol''' Sets the polarity of the PWM signals, active high or active low. Do not touch this parameter if you don't know what you're doing. When configured inversely it will blow up your power stage immediatly if connected to a potent power source like batteries.

'''deadtime''' The time between switching off one IGBT and switching on the other. 28=800ns, 63=1.5µs. More values can be found in the STM32 data sheet. Make sure to test the deadtime at low power levels. Setting the deadtime too low while operating of a potent power source can blow up your power stage!

== Parameter Reference ==
The following parameters currently exist to customize the controller software. Type
set param <value>
to change it. Type
get param
to get the current value.

Parameters are internally stored with 5 binary fraction digits. That means there are 32 possible values after the decimal point. So when you set a value of 0.35 you might end up with 0.33.

{| class="wikitable"
|'''Name'''
|'''Unit'''
|'''Min'''
|'''Max'''
|'''Default'''
|'''Description'''
|-
| colspan="6" |'''Motor (FOC)'''
|-
|iqkp
|
|0
|20000
|64
|Current controller proportional gain. Low inductance/resistance motors need less, high inductance/resistance motors more
|-
|idkp
|
|0
|20000
|64
|Same as above but often a little higher then iqkp
|-
|curki
|
|0
|100000
|20000
|Current controller integral gain (id and iq)
|-
|exckp
|
|0
|20000
|3000
|Exciter controller gain (Renault Zoe variant only)
|-
|cogkp
|
| -1000
|1000
|0
|[https://openinverter.org/forum/viewtopic.php?t=5660 Anti-cogging modulator] gain. This generates a trapezoidal wave form to counter the cogging current of IPM motors.
|-
|cogph
|
|0
|65535
|0
|Anti-cogging modulator phase angle between cogging current and electrical rotor angle
|-
|cogmax
|
|0
|30000
|0
|Maximum amplitude of the anti-cogging current
|-
|vlimflt
|
| 0
|16
| 10
|Amplitude limiting field weakening filter
|-
|vlimmargin
|
|0
|10000
|2500
|Field weakening is brought in at modmax-vlimmargin. Increase if you get short bursts of unwanted regen at speed
|-
|fwcurmax
|A
| -1000
|0
| -100
|Maximum field weakening current. Must be set to critical current of motor (TODO: link forum). Set to 0 for disabling field weakening
|-
|excurmax
|A
|0
|10
|0
|Exciter current maximum (Renault Zoe variant only)
|-
|lqminusld
|mH
| 0
|1000
| 0
|Difference between d and q axis inductance. The higher, the more d-current is brought in for additional reluctance torque
|-
|fluxlinkage
|mWeber
|0
|1000
|90
|Magnetic link between rotor and stator, shapes MTPA curve
|-
|syncadv
|dig/Hz
| 0
|65535
|10
|Shifts "syncofs" downwards/upwards with frequency. Must be set so that ud remains at 0 when coasting below field weakening speed. '''SUPER DANGEROUS!''' Setting it wrong can cause unwanted acceleration.
|-
|''curkifrqgain''
|dig/Hz
|0
|1000
|50
|Current controllers integral gain frequency coefficient (deprecated, removed)
|-
|''ffwstart''
|Hz
|0
|1000
|200
|Starting point of field weakening controller. Below that frequency it is disabled, above it its gain is increased proportional to frequency and hits ''fwkp'' at ''fmax''. (deprecated, removed in latest release)
|-
| colspan="6" |'''Motor (sine)'''
|-
|boost
|dig
|0
|37813
|1700
|0 Hz Boost in digit. 1000 digit ~ 2.5%
|-
|fweakstrt
|Hz
|0
|1000
|400
|Fweak value at potnom < 35%. Can improve low speed stability and reduce oscillation when set higher than fweak. Set equal to fweak to disable.
|-
|fweak
|Hz
|0
|400
|67
|Frequency where V/Hz reaches its peak
|-
|fconst
|Hz
|0
|400
|400
|Maximum slip is increased from fslipmax to fslipconstmax as frequency approaches this value. Only effective when greater than fweak.
|-
|udcnom
|V
|0
|1000
|0
|Nominal voltage for fweak and boost. fweak and boost are scaled to the actual dc voltage. 0=don't scale
|-
|fslipmin
|Hz
|0
|100
|1
|Slip frequency at minimum throttle
|-
|fslipmax
|Hz
|0
|100
|3
|Slip frequency at maximum throttle
|-
|fslipconstmax
|Hz
|0
|10
|5
|Slip frequency at maximum throttle and fconst. Set equal to fslipmax to disable.
|-
|fmin
|Hz
|0
|400
|1
|Below this frequency no voltage is generated
|-
| colspan="6" |'''Motor (common)'''
|-
|polepairs
|
|1
|16
|2
|Pole pairs of motor (e.g. 4-pole motor: 2 pole pairs)
|-
|respolepairs
|
|1
|16
|1
|Pole pairs of resolver (normally same as polepairs of motor, but sometimes 1)
|-
|sincosofs
|dig
|0
|4096
|2048
|Mid point of sin/cos chip
|-
|encflt
|
|0
|16
|4
|Filter constant between pulse encoder and speed calculation. Makes up for slightly uneven pulse distribution
|-
|encmode
|
|0
|5
|0
|0=single channel encoder, 1=quadrature encoder,
2=quadrature /w index pulse,
3=SPI (deprecated),
4=Resolver,
5=sin/cos chip
|-
|fmax
|Hz
|0
|400
|200
|At this frequency rev limiting kicks in
|-
|numimp
|Imp/rev
|8
|8192
|60
|Pulse encoder pulses per turn
|-
|dirchrpm
|rpm
|0
|2000
|100
|Motor speed at which direction change is allowed
|-
|dirmode
|
|0
|1
|1
|0=button (momentary pulse selects forward/reverse), 2=buttonReversed (same but forward signal maps to reverse motor and vice verse)
1=switch (forward or reverse signal must be constantly high, else neutral), 3=switchReversed (same as above but for switch)
|-
|syncofs
|dig
|0
|65535
|0
|Phase shift of sine wave after receiving index pulse
|-
|snsm
|
|2
|3
|2
|Motor temperature sensor. 12=KTY83, 13=KTY84, 14=Leaf, 15=KTY81
|-
| colspan="6" |'''Inverter'''
|-
|pwmfrq
|
|0
|3
|2
|PWM frequency. 0=17.6kHz, 1=8.8kHz, 2=4.4kHz, 3=2.2kHz. Needs PWM restart
|-
|pwmpol
|
|0
|1
|0
|PWM polarity. 0=active high, 1=active low. DO NOT PLAY WITH THIS!
Needs PWM restart
|-
|deadtime
|dig
|0
|255
|28
|Deadtime between highside and lowside pulse. 28=800ns, 56=1.5µs. Not always linear, consult STM32 manual. Needs PWM restart
|-
|ocurlim
|A
| -65535
|65535
|100
|Hardware over current limit. RMS-current times sqrt(2) + some slack. Set negative if il1gain and il2gain are negative.
|-
|''minpulse''
|dig
|0
|4095
|1000
|Narrowest or widest pulse, all other mapped to full off or full on, respectively (Obsolete)
|-
|il1gain
|dig/A
|0
|4095
|4.7
|Digits per A of current sensor L1
|-
|il2gain
|dig/A
|0
|4095
|4.7
|Digits per A of current sensor L2
|-
|udcgain
|dig/V
|0
|4095
|6.15
|Digits per V of DC link
|-
|udcofs
|dig
|0
|4095
|0
|DC link 0V offset
|-
|udclim
|V
|0
|1000
|540
|High voltage at which the PWM is shut down
|-
|snshs
|
|0
|1
|0
|Heatsink temperature sensor. 0=JCurve, 1=Semikron, 2=MBB600, 3=KTY81, 4=PT1000, 5=NTCK45+2k2, 6=Leaf
|-
|pinswap
|
|0
|7
|0
|Swap pins (only "FOC" software). Multiple bits can be set. 1=Swap Current Inputs, 2=Swap Resolver sin/cos, 4=Swap PWM output 1/3
0001 = 1 Swap Currents ony

0010 = 2 Swap Resolver only

0011 = 3 Swap Resolver and Currents

0100 = 4 Swap PWM 1 and 3 only

0101 = 5 Swap PWM 1 and 3 and Currents

0110 = 6 Swap PWM 1 and 3 and Resolver

0111 = 7 Swap PWM 1 and 3 and Resolver and Currents

1xxx likewise with PWM 2 and 3
|-
|modmax
|dig
|37000
|45000
|37836
|Values over 37836 over-modulate the PWM sine wave. This can achieve a slightly higher AC voltage at the expense of greater motor losses. (only "FOC" software)
|-
| colspan="6" |'''Derating'''
|-
|bmslimhigh
|%
|0
|100
|50
|Positive throttle limit on BMS under voltage
|-
|bmslimlow
|%
| -100
|0
| -1
|Regen limit on BMS over voltage
|-
|udcmin
|V
|0
|1000
|450
|Minimum battery voltage
|-
|udcmax
|V
|0
|1000
|520
|Maximum battery voltage
|-
|iacmax
|A
|0
|5000
|5000
|Maximum peak AC current
|-
|idcmax
|A
|0
|5000
|5000
|Maximum DC input current
|-
|idcmin
|A
| -5000
|0
| -5000
|Maximum DC output current (regen)
|-
|idckp
|dig
|0.1
|20
|2
|Proportional rate of DC current derating
|-
|idcflt
|dig
|0
|11
|9
|Filter co-efficient applied to idc prior to derating. Increasing this makes the DC current derating smoother.
|-
|tmphsmax
|°C
|50
|150
|85
|Maximum permitted temperature of the inverter heatsink. As the temperature gets within 10°C of this limit the throttle will be scaled back by 10% for every degree until it hits the limit.
|-
|tmpmmax
|°C
|70
|300
|300
|Maximum permitted temperature of the motor. As the temperature gets within 10°C of this limit the throttle will be scaled back by 10% for every degree until it hits the limit.
|-
|throtmax
|%
|0
|100
|100
|Throttle limit
|-
|throtmin
|%
| -100
|0
| -100
|Throttle regen limit
|-
|accelmax
|rpm/10ms
|1
|1000
|1000
|Maximum permitted acceleration increase (traction control)
|-
|accelflt
|dig
|1
|5
|3
|Filter between the motor speed and the acceleration rate limiter. Higher values will smooth the input but will make the acceleration rate limiter react more slowly.
|-
|ifltrise
|dig
|0
|32
|10
|Controls how quickly slip and amplitude recover. The greater the value, the slower
|-
|ifltfall
|dig
|0
|32
|3
|Controls how quickly slip and amplitude are reduced on over current. The greater the value, the slower
|-
| colspan="6" |'''Charger'''
|-
|chargemode
|
|0
|4
|0
|0=Off, 3=Boost, 4=Buck
|-
|chargecur
|
|0
|50
|0
|Charge current setpoint. Boost mode: charger INPUT current. Buck mode: charger output current
|-
|chargekp
|
|0
|100
|80
|Charge controller proportional gain. Lower if you have oscillation, raise to get best power factor.
|-
|chargeki
|
|0
|100
|10
|Charge controller integral gain.
|-
|chargeflt
|
|0
|10
|8
|Charge current filtering. Raise if you have oscillations
|-
|chargepwmin
|%
|0
|99
|0
|Lowest charge mode duty cycle. This is needed for synchronous converters like in the Prius Gen2 where the lower IGBT is also active in buck mode and actually boosts the battery voltage into the bus capacitor when duty cycle is low.
|-
|chargepwmax
|%
|0
|99
|90
|Charge mode duty cycle limit. Especially in boost mode this makes sure you don't overvolt you IGBTs if there is no battery connected.
|-
| colspan="6" |'''Throttle'''
|-
|potmin
|dig
|0
|4095
|0
|Value of "pot" when pot isn't pressed at all
|-
|potmax
|dig
|0
|4095
|4095
|Value of "pot" when pot is pushed all the way in
|-
|pot2min
|dig
|0
|4095
|4095
|Value of "pot2" when regen pot is in 0 position
|-
|pot2max
|dig
|0
|4095
|4095
|Value of "pot2" when regen pot is in full on position
|-
|potmode
|
|0
|6
|0
|0=Pot 1 is throttle and pot 2 is regen strength preset
1=Pot 2 is proportional to pot 1 (redundancy)

2=Throttle/regen controlled via CAN (like 0)

3=Throttle via CAN with redundancy (like 1)

4=Bidirectional throttle sets torque and direction (e.g. for boats)

6=Bidirectional throttle controlled via CAN (like 4)
|-
|potlinearity
|%
|0
|100
|100
|Blend between a fully linear pedal (100%) and fully quadratic (0%). The throttle output is defined as potnom²*(1-potlinearity) + potnom * potlinearity. Regen is always linear.
|-
|throtramp
|%/10ms
|0
|100
|100
|Max positive throttle slew rate
|-
|throtramprpm
|rpm
|0
|20000
|20000
|No throttle ramping above this speed
|-
|ampmin
|%
|0
|100
|10
|Minimum relative sine amplitude (only "sine" software)
|-
|slipstart
|%
|10
|100
|50
|% positive throttle travel at which slip is increased (only "sine" software)
|-
|sinecurve
|
|0
|1
|0
|0=VoltageSlip - The first half of the throttle increases voltage but keeps slip at fslipin. Then the second half of the throttle increases slip up to fslipmax.

1=Simultaneous - Increases slip and voltage at the same time across the whole range of the throttle. Can provide smoother throttle response.
(only "sine" software)
|-
|throtfilter
|dig
|0
|10
|4
|How heavily the throttle is filtered. Lowering will increase throttle response at the expense of stability.(only "sine" software)
|-
|throtcur
|A/%
| -10
|10
|1
|Motor current per % of throttle travel (only "FOC" software)
|-
| colspan="6" |'''Regen'''
|-
|brknompedal / brakeregen
|%
| -100
|0
| -50
|Foot on brake pedal regen torque
|-
|regenramp
|%/10ms
|0.1
|100
|100
|Ramp speed when entering regen. E.g. when you set brkmax to -30% and regenramp to 1, it will take 300ms to arrive at brake force of -60%
|-
|brknom / regentravel
|%
|0
|100
|30
|Range of throttle pedal travel allocated to regen
|-
|brkmax / offthrotregen
|%
| -100
| 0
| -30
|Foot-off throttle regen torque
|-
|brkcruise / cruiseregen
|%
| -100
|0
| -30
|Maximum regen of cruise control
|-
|brkrampstr / regenrampstr
|Hz
|0
|400
|10
|Below this frequency the regen torque is reduced linearly with the frequency
|-
|maxregentravelhz
|Hz
|0
|1000
|0
|Frequency at which full regentravel is used. Below this frequency regentravel is linearly scaled down with frequency. Allows deadzone-free throttle reaction at standstill and low speed
|-
|brkout / brklightout
|%
| -100
| -1
| -50
|Activate brake light output at this amount of braking force
|-
| colspan="6" |'''Automation'''
|-
|idlespeed
|rpm
| -100
|1000
| -100
|Motor idle speed. Set to -100 to disable idle function. When idle speed controller is enabled, brake pedal must be pressed on start.
|-
|idlethrotlim
|%
|0
|100
|50
|Throttle limit of idle speed controller
|-
|idlemode
|
|0
|1
|0
|Motor idle speed mode. 0=always run idle speed controller, 1=only run it when brake pedal is released, 2=like 1 but only when cruise switch is on, 3=off, 4=Hill Hold
|-
|holdkp
|
| -100
|0
| -0.25
|How hard the throttle should be applied to counteract rollback in hill hold. Higher values reduce rollback at the risk of introducing oscillation due to sensor noise.
|-
|speedkp
|Hz
|0
|100
|1
|Speed controller gain (Cruise and idle speed). Decrease if speed oscillates. Increase for faster load regulation
|-
|speedflt
|dig
|0
|16
|1
|Filter before cruise controller
|-
|cruisemode
|
|0
|1
|0
|0=button (set when button pressed, reset with brake pedal), 1=switch (set when switched on, reset when switched off or brake pedal)
|-
|cruisethrotlim
|%
|0
|100
|50
|Amount of throttle cruise control is allowed to command
|-
| colspan="6" |'''Contactor Control'''
|-
|udcsw
|V
|0
|1000
|330
|Voltage at which the DC contactor is allowed to close. It appears that the pre-charge relay output goes low when power is applied to the Inverter. This setting causes the HV relay to go to ground once the inverter is started (in manual mode or via the start input) and the udc voltage climbs to the set value. If the udc voltage doesn't reach this value after 5 seconds, the inverter stops both relays by default and generates the Pre-Charge Fault. Setting this to 0 disables the pre-charge fault and skips the pre-charge state. Only set to 0 when manually doing pre-charge or when there is no high voltage connected inorder to test the outputs.
Discussed around 37:00 minutes into the video linked above.
|-
|udcswbuck
|V
|0
|1000
|540
|Voltage at which the DC contactor is allowed to close in buck charge mode
|-
|tripmode
|
|0
|2
|0
|What to do with relays at a shutdown event. 0=All off, 1=Keep DC switch closed, 2=close precharge relay
|-
|bootprec
|
|0
|1
|0
|Engage precharge relay in boot loader. Introduced for enabling Prius Gen3 DC/DC converter when precharge relay is released. Use together with tripmode=2
|-
|outmode
|
|0
|2
|0
|0=DC switch output, 1=Motor temp controls the fan output, 2=Heatsink temp controls fan output
|-
|fanthresh
|°C
|20
|300
|50
|Temperature at which the fan output is turned on when outmode is 1 or 2
|-
| colspan="6" |'''Auxillary PWM'''
|-
|pwmfunc
|
|0
|2
|0
|Quantity that controls the PWM output. 0=tmpm, 1=tmphs, 2=speed
|-
|pwmgain
|dig/C
|0
|65535
|100
|Gain of PWM output
|-
|pwmofs
|dig
| -65535
|65535
|0
|Offset of PWM output, 4096=full on
|-
| colspan="6" |'''Communication'''
|-
|canspeed
|
|0
|3
|0
|Baud rate of CAN interface 0=250k, 1=500k, 2=800k, 3=1M
|-
|canperiod
|
|0
|1
|0
|0=send configured CAN messages every 100ms, 1=every 10ms
|-
|nodeid
|
|1
|63
|1
|Node ID for CAN SDO messages and for selective enabling of UART when sharing one ESP8266 module between multiple processors.
|-
|controlid
|
|1
|2047
|63
|The CAN ID used for controlling the [[CAN communication#Inverter_control_via_CAN_-_new!|controlling the inverter via CAN]]
|-
|controlcheck
|
|0
|1
|1
|0=Check the counter field in canio CAN frames '''for legacy VCUs only''', 1=Validate the 8-bit truncated STM32 CRC in the canio frame
|-
| colspan="6" |'''Testing'''
|-
|fslipspnt
|Hz
| -100
|100
|0
|Slip setpoint in mode 2. Written by software in mode 1
|-
|ampnom
|%
|0
|100
|0
|Nominal amplitude in mode 2. Written by software in mode 1
|}

== Spot values ==
The following values are available for diagnostic purposes. Type
get
to get the current value. To read more then one you can provide a list like
get il1,il2,udc
{| class="wikitable"
|'''Name'''
|'''Unit'''
|'''Description'''
|-
|version
|
|Firmware version
|-
|hwver
|
|Hardware version
|-
|opmode
|
|Operating mode. 0=Off, 1=Run, 2=Manual_run, 3=Boost, 4=Buck, 5=Sine, 6=2 Phase sine
|-
|lasterr
|
|Last error message
|-
|udc
|V
|DC link voltage
|-
|uac
|V
|Calculated AC voltage (only "sine" software)
|-
|idc
|A
|Calculated DC current
|-
|il1
|A
|AC current L1
|-
|il2
|A
|AC current L2
|-
|il1rms
|A
|RMS current L1 (only "sine" software)
|-
|il2rms
|A
|RMS current L2 (only "sine" software)
|-
|ilmax
|A
|Calculated max of il1, il2, il3 (only "sine" software)
|-
|boostcalc
|A
|DC link adjusted boost setting (only "sine" software)
|-
|fweakcalc
|A
|DC link adjusted fweak setting (only "sine" software)
|-
|id
|A
|Current in the direct(d) axis (only "FOC" software)
|-
|iq
|A
|Current in the quadrature(q) axis (only "FOC" software)
|-
|ifw
|A
|Field weakening current (only "FOC" software)
|-
|ud
|dig
|Computed voltage in the direct(d) axis (only "FOC" software)
|-
|uq
|dig
|Computed voltage in the quadrature(q) axis (only "FOC" software)
|-
|uexc
|dig
|Computed exciter voltage (only "FOC" software for the Renault Zoe variant)
|-
|anticog
|dig
|Amplitude of the anti-cogging modulation waveform (only "FOC" software)
|-
|fstat
|Hz
|Stator frequency
|-
|speed
|rpm
|Motor speed
|-
|cruisespeed
|rpm
|Motor RPM set point for cruise control if cruisemode=CAN
|-
|turns
|
|Number of turns the motor completed since power up
|-
|amp
|dig
|Sine amplitude, 37813=max
|-
|angle
|°
|Motor rotor angle, 0-360°. When using the SINE software, the slip is added to the rotor position.
This is not the physical angle, but a "virtual" angle. E.g. if your motor has four pole pairs (motor and resolver), then per one physical revolution the "angle" will change four times between 0 and 360°. Discussed here: https://openinverter.org/forum/viewtopic.php?p=71253#p71253
|-
|pot
|dig
|Pot value, 4095=max
|-
|pot2
|dig
|Regen Pot value, 4095=max
|-
|regenpreset
|%
|Regen preset value which can come from pot2 in potmode=0 or received via CAN
|-
|potnom
|%
|Scaled pot value, 0 accel.
potnom also includes the deratings. So say you have programmed udcmin=300V and you are tuning without HV, so udc=0, potnom will never be positive because it thinks the battery voltage is low. Discussed here: https://openinverter.org/forum/viewtopic.php?p=62930#p62930

range:

<nowiki>*</nowiki> negative means regeneration (e.g. -30%, according to [[Schematics and Instructions|Schematics and Instructions - openinverter.org wiki]])

<nowiki>*</nowiki> zero means "zero torque request"

<nowiki>*</nowiki> 100% means full acceleraton.
|-
|dir / seldir
|
|Selected rotation direction. -1=REV, 0=Neutral, 1=FWD
|-
|rotordir
|
|Actual rotor direction
|-
|tmphs
|°C
|Heatsink temperature
|-
|tmpm
|°C
|Motor temperature
|-
|uaux
|V
|Auxiliary voltage (i.e. 12V system). Measured on pin 11 (mprot)
|-
|pwmio
|
|raw state of PWM outputs at power up
|-
|canio
|
|Digital IO bits received via [[CAN communication#Controlling Digital IO via CAN|CAN]]
|-
|din_cruise
|
|Cruise Control. This pin activates the cruise control with the current speed. Pressing again updates the speed set point.
|-
|din_start
|
|State of digital input "start". This pin starts inverter operation
|-
|din_brake
|
|State of digital input "brake". This pin sets maximum regen torque (brknompedal). Cruise control is disabled.
|-
|din_mprot
|
|State of digital input "motor protection switch". Shuts down the inverter when =0
|-
|din_forward
|
|Direction forward
|-
|din_reverse
|
|Direction backward
|-
|din_emcystop
|
|State of digital input "emergency stop". Shuts down the inverter when =0
|-
|din_ocur
|
|Over current detected
|-
|din_desat
|
|Gate driver desaturation event
|-
|din_bms
|
|BMS over voltage/under voltage
|-
|uptime
|
|The number of 10ms ticks since power was applied to the inverter
|-
|cpuload
|%
|CPU load for everything except communication
|}

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

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

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

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

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

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

1. add boost if motor is oscillating if it is smooth reduce it in 100 point increments until you get oscillation. Then return to last good value

2. reduce/increase ampmin in 0,25 increments untill you get oscilation in motor and return last good value

Now set the car into a hill to set fslipmax. Warning full throttle will be used. Be sure there is no other traffic!

Set fslipmax to chosen value (guess it at 2xfslipmin if you have no other way) and try to take off with full throttle.

If car feels sluggish with full throttle you have to add more slip.

If motor starts to jitter there is too much slip. Try to reduce it in 0.1Hz increments.

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

[[Category:OpenInverter]] [[Category:Inverter]]

Toyota/Lexus GS300h CVT

2026-06-14T08:36:28Z

Thomaa: added 3d printable files

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

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

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

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

== Description ==
The L210 is a continuously variable transmission (CVT) which can be found in the Lexus GS300h. It is very similar in design to the [[Lexus GS450h Drivetrain|GS450h CVT]]. It contains two motor-generators - MG1 and MG2. When used as originally intended, MG1 is spun by the ICE, via a planetary gear system, and acts primarily as a generator. MG1 also acts as a starter motor for the ICE. MG2 is connected to the output shaft via a second planetary gear system to provide traction directly to the rear wheels.

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

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

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

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

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

Bellhousing diameter: 390-400mm

Length bellhousing face to drive flange face: 720mm, 750mm including giubo disk

Diameter: main body 330mm front tapering to 250mm rear

Tailshaft length: 210mm

Weight: 90kg

'''Inverter'''

3D Scan: https://grabcad.com/library/lexus-is-300h-inverter-1

Weight: 15.5kg

== Oil pump ==
One key difference between the L210 (GS300h etc.) and the L110 (GS450h) is that the L210 only has an internal oil pump.

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

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

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

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

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

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

+12V input needs to be fused at 5A, this is powered by the EV Relay controlled by the ZombieVerter

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

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

Motor side connection

1 2 3 4

White Red Yellow White ( colours inside motor )

TMP1 CS SN RF

TMP2 CSG SNG RFG

White Black Blue Green ( colours inside motor )

5 6 7 8

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

But check for yourself as per Damien's tuning video

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

Connector: SUMITOMO 90980-12362

Position 1 being the sprung return and 5 being park

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

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

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

::;
:;

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

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

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

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

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

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

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

thomaa has created an side exit connector with a lower profile for tight installations

https://github.com/homusman/Gs300-inverter-HV-side-connector

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

Lexus GS450h Drivetrain

2025-11-28T23:59:11Z

Thomaa: Fixed typo

== Inverter ==
[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]

The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:

* Two high power inverters, for the 2 motors MG2 capable of handling at least 430 Amps, and MG1 capable of handling at least 215 Amps. <ref>https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm</ref><ref>https://www.osti.gov/biblio/947393<nowiki/>see p. 62 for locked rotor test. 430A needed for 300Nm of MG2 torque, which is the official published value for the LS600h. (interestingly gs450h published value is 275Nm, although the two should share the same MG units and inverter).

MG1 could possibly handle just as much, since copper amount is similar. But the inverter has half as many IGBTs for MG1 as MG2, so the current at system level is possibly halved.</ref>
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0">https://www.osti.gov/servlets/purl/928684</ref>

If you combine a LHD transmission with a RHD inverter (or vice versa) you might end up with a motor that is juddering, not spinning. IN this case you need to swap any two phase cables of both MG1 and MG2.

The inverter is capable of running at full speeds on pack voltages from approx. 280V upwards. The maximum allowable input voltage is 650V, so far, many have found that "standard" EV voltages of 300V-360V to be well suited.

'''Note that even though the inverter maximum voltage rating is 650V, a 650V battery pack is not required to run this unit. It is capable of excellent performance at lower voltages, such as the typical 300V-360V found in most EVs. However, there is the opportunity to use larger packs with this unit if required in your application.'''

Should a higher voltage pack be chosen in your application for any reason, the buck/boost converter can be used to power auxiliary equipment at its native voltage.

Weight: 40 lbs

Dimensions: 14" x 9-1/2" x 8-1/2"

''Note: If using Zombieverter, the inverter needs powering up after Zombie, use Zombie to power up the inverter.''

=== Buck/Boost Converter ===
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with chargers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, LEAF, Volt, etc.).

This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.

Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0" />

'''Do not connect your HV battery to the OEM battery location, for conversion you have to bypass the buck/boost converter and connect directly to the HV bus. See the 3D printable parts below to help with this.'''

== Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter and transmission pinout]]
[[File:Transmission Layout.png|thumb|GS450h transmission layout]]
For technical analysis of this transmission, see pages 46 and onward of this document:<ref name=":2">https://www.osti.gov/servlets/purl/947393 </ref>

Motor information and ratios are as follows:

MG1 speed is -2.29:1<ref name=":3">[https://slideplayer.com/slide/14432904/]</ref>

MG1 rated speed is not known at this time and recommended to stick to the same speed as MG2

MG2 speed can be 1.9:1 or 3.9:1<ref name=":3" />

MG2 is rated at 300Nm and max 10,230 rpm<ref name=":2" />

The transmission contains two "Motor-Generator" units. MG1 sits at the front of the transmission, and interfaces with the internal combustion engine through a planetary gear set. For this reason, to obtain torque from MG1, the input shaft of the transmission must be locked in place. This is usually done using a splined coupler, which is then welded onto the transmission front mount.

The input shaft on the transmission has 21 splines, with a 28mm major diameter. There are several Toyota clutches which have this in their centre. The original GS450h flywheel and coupler also contains the appropriate splined centre, of course.

The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.

It is a good idea to replace the two bearings in the electric oil pump before fitting a used transmission. There is a guide here<ref>http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html (Backup: [https://web.archive.org/web/20200209212622/http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html Web Archive])</ref>. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission. More on this in the Oil Pump section below.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.
* It is recommended to purchase the damper assembly with the transmission in order to lock MG1 as noted above. If you can not get the damper assembly, another option is to use the clutch disc from a Toyota 3B (probably also 13BT, 1HZ). These clutch discs have the same 21 spline/diameter configuration. One application is a "1983 Toyota Land Cruiser BJ-60 5spd manual". One Toyota part number is 31250-36230 (there are many depending on vintage) and you will find lots of crosses to 3rd party parts. [https://spareto.com/oe/3125036113] This was first discovered in this [https://openinverter.org/forum/viewtopic.php?p=81572#p81572] post.

=== Dimensions ===

* Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
* Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
* Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
* Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc.)
* Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.
* The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)
* The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)
* The output flange bolt pattern is 52.5mm radius (about 91mm from hole to hole). It does not seem to have a machined flange surface, only the 22.5mm diameter ~3.2mm deep recesses around the bolt holes are machined. Pilot shaft diameter is 16mm. Internally the flange has 26 quite rectangular splines. (not 27 or so like Toyota's more common off-road applications).

=== Oil Pump ===

==== Overview and location ====
[[File:GS450h oil pump check.jpg|thumb|reference image showing the pump fitted (green), and not fitted red)]]
As built, the GS450h supplies oil pressure to the gearbox using either the ICE engine or an electrically-driven external pump. With the input shaft locked in EV applications, the external pump is the only option available. As mentioned previously, this is a vital part of the setup and it's strongly recommended to buy a transmission that still has it fitted. To help with this, here is a reference photo of what to look for.
 
 The Internal pump and pressure regulator provides a steady 7 Bar oil pressure.<ref>https://www.youtube.com/watch?v=9RXtNTp1AFw&t=154s&ab_channel=DamienMaguire</ref> 
 The recommended oil is Toyota ATF-WS, though people have had success with 3rd party equivalents. 
 
 
 
==== Wiring and control ====
[[File:GS450h oil pump controller.jpg|thumb|GS450h oil pump controller|alt=|150x150px]]The external pump also requires a controller, which uses a [[wikipedia:Pulse-width_modulation|PWM]] control scheme. Although this is rarely included with the transmission, it's quite affordably and widely available (Toyota part number: G1167-30020)

===== Pinouts, schematics and notes =====
[[File:Connector_-_A55_Oil_Pump_Motor_Controller_90980–12483.png|alt=|right|269x269px]]
[[File:Oilpump.png|alt=|right|300x300px]]
* The metal case is the ground.
* Black (pin 6) is PWM in from your controller.
* Brown (pin 7) is PWM feedback from the oil pump. It is not required and can be left disconnected.
* The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.
* The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

[[File:Oil_Pump.png|alt=|386x386px]]

[[File:Gearbox_oil_pump_PWM.jpg|alt=|frameless]]

====Hardware====
As per ggeter:
"For those, like me, who didn't get the pump with the transmission unit, here are the part numbers for bolts and (what appears to be a metal) gasket."

Bolts (4) 90080-10197 $2.76 ea.

Gasket (1) 35142-30010 $14

The oil pump also contains 3 black rubber O-rings:

1 x 55mm internal diameter, 2.5mm cross section (for the black outer cover)

2 x 50mm internal diameter, 2.5mm cross section (between each 'layer' of the pump housing).

The oil pump motor cover is held onto the pump housing by 4 M5 x 16mm flanged screws.

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)

=== Inverter Connectors ===

==== OEM ====
{| class="wikitable"
!Connector
!Toyota Part No.
!Location
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Notes
|-
| rowspan="6" |Inverter interface connector (A62)
| rowspan="6" |Toyota
90980–12630
| rowspan="6" |Black connector on the side of the inverter.
'''This connector is not sold anywhere to our knowledge.'''

| rowspan="3" |0.64 mm .025"
| rowspan="3" |36 - Female
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
|
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|
|-
| rowspan="3" |2.3 II
0.040"
| rowspan="3" |4 - Female
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
| rowspan="3" |6mm Pitch Type
(Low Insertion

Force Variant)
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|}

=== OEM Wiring Harness ===

The wiring harness goes by the official name of Engine Room Main Wire. Here are the OEM part numbers for the harness over the years:

82111-30K60 - 2007

82111-30K61 - 2007-2008

82111-30K62 - 2007-2009

82111-30K63 - 2008-2010

82111-30K64 - 2009-2011

82111-30K65 - 2010-2011

==== Alternatives ====
A good alternative to this otherwise difficult to obtain connector is to replace the receptacle/header with the following parts from Molex:

===== Molex MX123 series =====
{| class="wikitable"
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

===== Assembly Instructions =====
Instructions on how to assemble the MX123 connector can be found here <ref>https://www.molex.com/mx_upload/family/MX123UserManual.pdf (Backup: [https://web.archive.org/web/20220129215727/https://www.molex.com/mx_upload/family/MX123UserManual.pdf Web Archive])</ref>.

===== Pinout =====
Use the following pinout to remap the internal connections from the Toyota plug to the Molex plug:
[[File:Inverter connections.png|none|thumb|GS450h Inverter/converter internal connections]]
[[File:Gs450h-inverter-wires.jpg|thumb|281x281px|Gs450h-inverter-wires - small white connectors inside the inverter|none]]

=== Transmission Connectors ===
[[File:Image.png|none|thumb|GS450 transmission main connection locations]]
{| class="wikitable"
!Connector
!Toyota Part No.
!Part No.
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Location
!
|-
| rowspan="3" |ECT Solenoid (E83)
| rowspan="3" |Toyota 90980-12326
| rowspan="3" |Sumitomo 6189-1092
| rowspan="3" |'''TS 025 Series'''
( 0.025"

0.64mm )

| rowspan="3" |Female - 13
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Located on the left hand side of the transmission above the oil pan.
| rowspan="3" |[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
| rowspan="6" |Shift Lever Position Sensor (E80)
| rowspan="6" |Toyota 90980-12362
| rowspan="6" |Sumitomo 90980-12362
| rowspan="3" |'''TS 025 Series'''
( 0.025"
0.64mm )

| rowspan="3" |Female - 7
!'''20-22 AWG /'''
'''.3-.5 mm2'''
!'''16-18 AWG /'''
'''.85-1.25 mm2'''
!'''14 AWG / 2.0 mm2'''
| rowspan="6" |Located on the right side of the transmission next to the shift lever inhibitor switch.
| rowspan="6" |[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|Yazaki - 7116-4025 (Tin)
|Yazaki - 7116-4026 (Tin)
|Yazaki - 7116-4027 (Tin)
|-
|Yazaki - 7116-4028-08 (Gold)
|Yazaki
7116-4029-08 (Gold)
|
|-
| rowspan="3" |'''TS 090II Sealed Series'''

( 0.090" /
2.3mm )

(6mm LIF variant)
| rowspan="3" |Female - 2
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|-
| rowspan="3" |MG1 & MG2 Resolver(s) (E81 & E82)
| rowspan="3" |Toyota 90980-12520
| rowspan="3" |Sumitomo 6189-1240
| rowspan="3" |'''TS 025 Series'''
(0.025"
0.64 mm)
| rowspan="3" |Female - 8
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Two connectors located on the left side of the transmission by the bell housing.
| rowspan="3" |[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
|
|
|
|
|
|
|
|
|
|
|-
|Vehicle Speed Sensor Connector
|Toyota # 90980-11153 [?]
|S-1530 [?]
|
|
|
|
|
|
|
|}

{| class="wikitable"
|+Standardized TS Series Seals and Plugs For Harnesses
!TS 025 Series
!
!
!Seal
! colspan="2" |Plug
|-
!0.64mm
!Wire Insulation Dia.
!Color
!Part Number
!Color
!Part No
|-
|TS 025 SL1
|0.85-0.95 mm (.033-.037 in)
|Light Brown
|7165-1423
|Grey
|Toyota 90980-09871
|-
|TS 025 SL2
|0.95-1.05 mm (.037-.041 in)
|Green
|7165-1043
|Grey
|Yazaki 7158-3043-40
|-
|TS 025 SL3
|1.1-1.4 mm (.043-.055 in)
|Violet
|7165-1312
|
|
|-
|TS 025 SL4
|1.4-1.5 mm (.055-.059 in)
|Dark Yellow
|7165-1198
|
|
|-
|TS 025 SL5
|1.6-1.7 mm (.063-.067 in)
|Red Violet
|7165-1199
|
|
|-
|
|Dummy
|Grey
|7165-0797
|
|
|-
|
|
|
|
|
|
|-
|'''TS 090 II Series'''
|1.4-1.8 mm (.055-.071 in)
|Blue
|7158-3006-90
|
|Yazaki 7157-8761
|-
|'''2.3mm'''
|2.0-2.2 mm (.079-.087 in)
|Grey
|7158-3007-10
|
|
|-
|
|2.3-2.7 mm (.090-.106 in)
|Brown
|7158-3008-80
|
|
|-
|
|Dummy
|Black
|7160-9465
|
|
|-
|
|Dummy
|Brown
|7161-9787
|
|
|}

=== Oil Pump & Oil Pump Motor Controller ===
{| class="wikitable"
!Connector
!Part No.
!Location
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|-
|HVECU -> Oil Pump Controller (A52)
|Toyota 90980-12483
|Single large (7-way) connector on the side of the oil pump controller
|}

=== 3D Printable Parts ===
https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
[[File:GS450H Inlet Blank .jpg|center|156x156px]]
https://grabcad.com/library/gs450h-side-port-1
[[File:GS450H-3D-PRINTABLE-HV-INLET.jpg|center|thumb|100x100px]]
https://openinverter.org/forum/viewtopic.php?t=1694

==Control Schemes==

===ZombieVerter VCU===
As of 2022, the preferred solution (and the only one under active development) is the [[ZombieVerter VCU]]

==== Zombieverter pinouts and wiring diagram for the GS450H ====
[[File:Zomb-con-et2.png|none|thumb|GS450H pinouts and wiring diagram for Zombieverter VCU]]

====Lexus GS450h VCU (deprecated)====

{| class="wikitable mw-collapsible mw-collapsed" role="presentation"
|Lexus GS450h VCU (deprecated)
|-
|
'''''UPDATE:''' the dedicated Lexus GS450h VCU has been superseded/replaced by the [[ZombieVerter VCU]]. This section is kept active solely as legacy documentation and differs in important ways from the ZombieVerter implementation.''

The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without requiring a GS450h ECU.

An open-source VCU, designed by Damien Maguire, can be purchased as a partially populated board on his website: <ref name=":1">https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu (Backup: [https://web.archive.org/web/20221016171604/https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu Web Archive])</ref>[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

A full schematic for the system can be found at [https://openinverter.org/forum/viewtopic.php?p=12105#p12105 this link]

Note that in addition to the VCU, inverter and transmission, a specific CAN bus connected shunt (ISA shunt) is required: [[Isabellenhütte Heusler]]

For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:
*33472-2002 (Left side, grey in colour)

*33472-2001 (Right side, black in colour)
*33012-2002 (Crimp terminals)
*5810130065 (Enclosure)
For partially populated board, these additional parts are required:
*5810140011 (Header, 40 Pos.)
*75867-101LF (CONN1, Header for Wi-Fi module)
*5787834-1 (CONN2, USB 2.0 receptacle)
*TR10S05 (IC10, 5V DC/DC converter)
These parts are available from many electronics distributors.

====VCU Firmware====
Firmware to run on the VCU is available on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller

This guide relates to V3.01 available here on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller/blob/master/Software/gs450h_v3_user.ino

A video tutorial to accompany this guide and firmware is available here :https://vimeo.com/501777258

In order to aid those not familiar with programming, a new firmware with a basic serial interface is now available. This will be the default loaded onto all VCU boards sold on the EVBMW webshop as of 18/01/21.

This firmware is intended as a stop gap measure before a new Openinverter based version with a web based interface becomes available. (expect mid 2021).

====Instructions for use====
Connect a USB cable between the VCU and a PC.

Using a serial terminal program of your choice, connect at 115200,8,N,1.

Once connected, type ? and press enter. The following menu should then display :

<nowiki>=========== EVBMW GS450H VCU Version 3.01 ==============</nowiki>

<nowiki>************</nowiki> List of Available Commands ************

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

i - Set max drive torque (0-3500) e.g. typing i200 followed by enter sets max drive torque to 200

q - Set max reverse torque (0-3500) e.g. typing q200 followed by enter sets max reverse torque to 200

v - Set gearbox oil pump speed (0-100%) e.g. typing v50 followed by enter sets oil pump to 50% speed

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

<nowiki>**************************************************************</nowiki>

The menu system allows for the display of data from both the VCU, GS450H Inverter and gearbox as well as setting of parameters such as throttle calibration and maximum torque.

To select a menu option type its associated character followed by enter.

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

------------------------------------------------------------------------------

00 | 0 0

10 | 0 0 0 0 0 0 0 0

20 | 0 0 0 0 0 0 0 0 0 0

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

D (capital or large D) displays VCU configuration data as well as information on the Gearbox status in this format :

<nowiki>***************************************************************************************************</nowiki>

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

<nowiki>***************************************************************************************************</nowiki>

Throttle calibration procedure :

Set your throttle, be it a pedal or potentiometer or other, to the position of desired zero throttle.

Type f and press enter. A response like this will display:

Configured min throttle value: 109

Now press or advance the throttle to the desired position of maximum throttle.

Type g and press enter. A response like this will display:

Configured max throttle value: 633

The throttle calibration is now complete.

Next we want to set the maximum allowed drive and reverse torque values. The GS450H inverter will accept a value of between 0 and 3500 for torque.

for initial bench and vehicle testing it is advisable to limit these to low values. In this example we will set drive torque to 500 and reverse torque to 300.

First, drive torque:

Type i500 followed by enter. A response like this will display:

Configured drive torque: 500

Now reverse torque:

Type q250 followed by enter. A response like this will display:

Configured reverse torque: 250

Torque calibration is now complete.

At this point it is advised to store the now configured values to EEPROM (non volatile memory) by typing z followed by enter. A response like this will display:

Parameters stored to EEPROM

An option is provided to set the speed in % (0 to 100%) for the electric gearbox oil pump. In this example we set the speed to 50% :

Type v50 followed by enter. A response like this will display:

Configured gearbox oil pump speed: 50

I have found in testing on the E65 that 50% is a good value for keeping oil pressure up , providing cooling etc. without running the pump too hard. Your millage may vary.

An option is provided to shift between LOW and HIGH gear in the GS450H gearbox. Shifts are inhibited at MG1 or MG2 speeds above 100rpm for safety at this time.

To select LOW gear type a and press enter. A response like this will display:

LOW Gear Selected

To select HIGH gear type s and press enter. A response like this will display:

HIGH Gear Selected

It is advised to leave HIGH gear selected always at this time until further testing and development has been completed.

Finally, store all parameters to EEPROM once more by typing z and press enter. A response like this will display:

Parameters stored to EEPROM

Selecting Direction.

The firmware supports the use of the IN1 and IN2 pins of the V2 VCU as direction control inputs. Operation is as follows :

If both inputs are unconnected, NEUTRAL is selected. In neutral , no torque commands are transmitted to the inverter regardless of throttle application.

If IN1is connected to +12v , DRIVE is selected. In drive both MG1 and MG2 provide torque in a forward direction to the gearbox output shaft.

If IN2 is connected to +12v , REVERSE is selected. In reverse only MG2 provides torque in a reverse direction to the gearbox output shaft.

Currently this "simple" firmware does not support contactor control. This may be provided in a later version.

====Wi-Fi Display====
A Wi-Fi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

Once powered, the Wi-Fi module will create an open access point with an SSID like ESP-XXXX where XXXX will be a series of letters and numbers.

Connect to this access point with any Wi-Fi enabled device (e.g. laptop, tablet, phone etc.).

Some modern devices will try to access the internet, not find it, and pop up a warning. Dismiss this and open a web browser.

Type 192.168.4.1 into the address bar and press enter. Again, some modern devices and browsers will complain that it is not a secure connection etc. Just dismiss the warning and proceed.

After a few seconds the web gauge display will appear.

Note that the voltage display is derived from the voltage reported by the inverter and both current (amps) and power (kw) gauges are inoperative as of this release.

You may wish to change the SSID and add a passphrase to the access point. To do this goto : 192.168.4.1/admin

A simple set of dialog boxes will allow the SSID, passphrase and background colour of the gauge display to be set.

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

====Development History====
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb (No longer available).

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
====Vendors====
'''EVBMW:''' <ref name=":1" />
'''NOTE:''' There are currently no vendors who offer support on any aspects of the GS450h VCU.
====Support====
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

|}
== See also ==
* [[Builds#Lexus GS450h|Builds using a Lexus GS450h transmission as motor]]
== Citations ==
[[Category:Toyota]]
[[Category:Inverter]]
<references />
[[Category:Motor]]
[[Category:Gearbox]]

Lexus GS450h Drivetrain

2025-01-09T06:13:27Z

Thomaa: added estimates for gs450h inverter safe max operating currents.

== Inverter ==
[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]

The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:

* Two high power inverters, for the 2 motors MG1 capable of handling >430 Amps, and MG2 capable of handling >215 Amps. <ref>https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm</ref><ref>https://www.osti.gov/biblio/947393<nowiki/>see p. 62 for locked rotor test. 430A needed for 300Nm of MG2 torque, which is the official published value for the LS600h. (interestingly gs450h published value is 275Nm, although the two should share the same MG units and inverter).

MG1 could possibly handle just as much, since copper amount is similar. But the inverter has half as many IGBTs for MG1 as MG2, so the current at system level is possibly halved.</ref>
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0">https://www.osti.gov/servlets/purl/928684</ref>

If you combine a LHD transmission with a RHD inverter (or vice versa) you might end up with a motor that is juddering, not spinning. IN this case you need to swap any two phase cables of both MG1 and MG2.

The inverter is capable of running at full speeds on pack voltages from approx. 280V upwards. The maximum allowable input voltage is 650V, so far, many have found that "standard" EV voltages of 300V-360V to be well suited.

'''Note that even though the inverter maximum voltage rating is 650V, a 650V battery pack is not required to run this unit. It is capable of excellent performance at lower voltages, such as the typical 300V-360V found in most EVs. However, there is the opportunity to use larger packs with this unit if required in your application.'''

Should a higher voltage pack be chosen in your application for any reason, the buck/boost converter can be used to power auxiliary equipment at its native voltage.

Weight: 40 lbs

Dimensions: 14" x 9-1/2" x 8-1/2"

''Note: If using Zombieverter, the inverter needs powering up after Zombie, use Zombie to power up the inverter.''

=== Buck/Boost Converter ===
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with chargers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, LEAF, Volt, etc.).

This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.

Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0" />

'''Do not connect your HV battery to the OEM battery location, for conversion you have to bypass the buck/boost converter and connect directly to the HV bus. See the 3D printable parts below to help with this.'''

== Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter and transmission pinout]]
[[File:Transmission Layout.png|thumb|GS450h transmission layout]]
For technical analysis of this transmission, see pages 46 and onward of this document:<ref name=":2">https://www.osti.gov/servlets/purl/947393 </ref>

Motor information and ratios are as follows:

MG1 speed is -2.29:1<ref name=":3">[https://slideplayer.com/slide/14432904/]</ref>

MG1 rated speed is not known at this time and recommended to stick to the same speed as MG2

MG2 speed can be 1.9:1 or 3.9:1<ref name=":3" />

MG2 is rated at 300Nm and max 10,230 rpm<ref name=":2" />

The transmission contains two "Motor-Generator" units. MG1 sits at the front of the transmission, and interfaces with the internal combustion engine through a planetary gear set. For this reason, to obtain torque from MG1, the input shaft of the transmission must be locked in place. This is usually done using a splined coupler, which is then welded onto the transmission front mount.

The input shaft on the transmission has 21 splines, with a 28mm major diameter. It is believed that there are several Toyota clutches which will have this in their centre. The original GS450h flywheel and coupler also contains the appropriate splined centre, of course.

The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.

It is a good idea to replace the two bearings in the electric oil pump before fitting a used transmission. There is a guide here<ref>http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html (Backup: [https://web.archive.org/web/20200209212622/http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html Web Archive])</ref>. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission. More on this in the Oil Pump section below.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===

* Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
* Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
* Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
* Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc.)
* Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.
* The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)
* The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)
* The output flange bolt pattern is 52.5mm radius (about 91mm from hole to hole). It does not seem to have a machined flange surface, only the 22.5mm diameter ~3.2mm deep recesses around the bolt holes are machined. Pilot shaft diameter is 16mm. Internally the flange has 26 quite rectangular splines. (not 27 or so like Toyota's more common off-road applications).

=== Oil Pump ===

==== Overview and location ====
[[File:GS450h oil pump check.jpg|thumb|reference image showing the pump fitted (green), and not fitted red)]]
As built, the GS450h supplies oil pressure to the gearbox using either the ICE engine or an electrically-driven external pump. With the input shaft locked in EV applications, the external pump is the only option available. As mentioned previously, this is a vital part of the setup and it's strongly recommended to buy a transmission that still has it fitted. To help with this, here is a reference photo of what to look for.
 
 The Internal pump and pressure regulator provides a steady 7 Bar oil pressure.<ref>https://www.youtube.com/watch?v=9RXtNTp1AFw&t=154s&ab_channel=DamienMaguire</ref> 
 The recommended oil is Toyota ATF-WS, though people have had success with 3rd party equivalents. 
 
 
 
==== Wiring and control ====
[[File:GS450h oil pump controller.jpg|thumb|GS450h oil pump controller|alt=|150x150px]]The external pump also requires a controller, which uses a [[wikipedia:Pulse-width_modulation|PWM]] control scheme. Although this is rarely included with the transmission, it's quite affordably and widely available (Toyota part number: G1167-30020)

===== Pinouts, schematics and notes =====
[[File:Connector_-_A55_Oil_Pump_Motor_Controller_90980–12483.png|alt=|right|269x269px]]
[[File:Oilpump.png|alt=|right|300x300px]]
* The metal case is the ground.
* Black (pin 6) is PWM in from your controller.
* Brown (pin 7) is PWM feedback from the oil pump. It is not required and can be left disconnected.
* The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.
* The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

[[File:Oil_Pump.png|alt=|386x386px]]

[[File:Gearbox_oil_pump_PWM.jpg|alt=|frameless]]

====Hardware====
As per ggeter:
"For those, like me, who didn't get the pump with the transmission unit, here are the part numbers for bolts and (what appears to be a metal) gasket."

Bolts (4) 90080-10197 $2.76 ea.

Gasket (1) 35142-30010 $14

The oil pump also contains 3 black rubber O-rings:

1 x 55mm internal diameter, 2.5mm cross section (for the black outer cover)

2 x 50mm internal diameter, 2.5mm cross section (between each 'layer' of the pump housing).

The oil pump motor cover is held onto the pump housing by 4 M5 x 16mm flanged screws.

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)

=== Inverter Connectors ===

==== OEM ====
{| class="wikitable"
!Connector
!Toyota Part No.
!Location
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Notes
|-
| rowspan="6" |Inverter interface connector (A62)
| rowspan="6" |Toyota
90980–12630
| rowspan="6" |Black connector on the side of the inverter.
'''This connector is not sold anywhere to our knowledge.'''

| rowspan="3" |0.64 mm .025"
| rowspan="3" |36 - Female
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
|
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|
|-
| rowspan="3" |2.3 II
0.040"
| rowspan="3" |4 - Female
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
| rowspan="3" |6mm Pitch Type
(Low Insertion

Force Variant)
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|}

==== Alternatives ====
A good alternative to this otherwise difficult to obtain connector is to replace the receptacle/header with the following parts from Molex:

===== Molex MX123 series =====
{| class="wikitable"
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

===== Assembly Instructions =====
Instructions on how to assemble the MX123 connector can be found here <ref>https://www.molex.com/mx_upload/family/MX123UserManual.pdf (Backup: [https://web.archive.org/web/20220129215727/https://www.molex.com/mx_upload/family/MX123UserManual.pdf Web Archive])</ref>.

===== Pinout =====
Use the following pinout to remap the internal connections from the Toyota plug to the Molex plug:
[[File:Inverter connections.png|none|thumb|GS450h Inverter/converter internal connections]]
[[File:Gs450h-inverter-wires.jpg|thumb|281x281px|Gs450h-inverter-wires - small white connectors inside the inverter|none]]

=== Transmission Connectors ===
[[File:Image.png|none|thumb|GS450 transmission main connection locations]]
{| class="wikitable"
!Connector
!Toyota Part No.
!Part No.
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Location
!
|-
| rowspan="3" |ECT Solenoid (E83)
| rowspan="3" |Toyota 90980-12326
| rowspan="3" |Sumitomo 6189-1092
| rowspan="3" |'''TS 025 Series'''
( 0.025"

0.64mm )

| rowspan="3" |Female - 13
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Located on the left hand side of the transmission above the oil pan.
| rowspan="3" |[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
| rowspan="6" |Shift Lever Position Sensor (E80)
| rowspan="6" |Toyota 90980-12362
| rowspan="6" |Sumitomo 90980-12362
| rowspan="3" |'''TS 025 Series'''
( 0.025"
0.64mm )

| rowspan="3" |Female - 7
!'''20-22 AWG /'''
'''.3-.5 mm2'''
!'''16-18 AWG /'''
'''.85-1.25 mm2'''
!'''14 AWG / 2.0 mm2'''
| rowspan="6" |Located on the right side of the transmission next to the shift lever inhibitor switch.
| rowspan="6" |[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|Yazaki - 7116-4025 (Tin)
|Yazaki - 7116-4026 (Tin)
|Yazaki - 7116-4027 (Tin)
|-
|Yazaki - 7116-4028-08 (Gold)
|Yazaki
7116-4029-08 (Gold)
|
|-
| rowspan="3" |'''TS 090II Sealed Series'''

( 0.090" /
2.3mm )

(6mm LIF variant)
| rowspan="3" |Female - 2
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|-
| rowspan="3" |MG1 & MG2 Resolver(s) (E81 & E82)
| rowspan="3" |Toyota 90980-12520
| rowspan="3" |Sumitomo 6189-1240
| rowspan="3" |'''TS 025 Series'''
(0.025"
0.64 mm)
| rowspan="3" |Female - 8
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Two connectors located on the left side of the transmission by the bell housing.
| rowspan="3" |[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
|
|
|
|
|
|
|
|
|
|
|-
|Vehicle Speed Sensor Connector
|Toyota # 90980-11153 [?]
|S-1530 [?]
|
|
|
|
|
|
|
|}

{| class="wikitable"
|+Standardized TS Series Seals and Plugs For Harnesses
!TS 025 Series
!
!
!Seal
! colspan="2" |Plug
|-
!0.64mm
!Wire Insulation Dia.
!Color
!Part Number
!Color
!Part No
|-
|TS 025 SL1
|0.85-0.95 mm (.033-.037 in)
|Light Brown
|7165-1423
|Grey
|Toyota 90980-09871
|-
|TS 025 SL2
|0.95-1.05 mm (.037-.041 in)
|Green
|7165-1043
|Grey
|Yazaki 7158-3043-40
|-
|TS 025 SL3
|1.1-1.4 mm (.043-.055 in)
|Violet
|7165-1312
|
|
|-
|TS 025 SL4
|1.4-1.5 mm (.055-.059 in)
|Dark Yellow
|7165-1198
|
|
|-
|TS 025 SL5
|1.6-1.7 mm (.063-.067 in)
|Red Violet
|7165-1199
|
|
|-
|
|
|
|
|
|
|-
|'''TS 090 II Series'''
|1.4-1.8 mm (.055-.071 in)
|Blue
|7158-3006-90
|
|Yazaki 7157-8761
|-
|'''2.3mm'''
|2.0-2.2 mm (.079-.087 in)
|Grey
|7158-3007-10
|
|
|-
|
|2.3-2.7 mm (.090-.106 in)
|Brown
|7158-3008-80
|
|
|}

=== Oil Pump & Oil Pump Motor Controller ===
{| class="wikitable"
!Connector
!Part No.
!Location
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|-
|HVECU -> Oil Pump Controller (A52)
|Toyota 90980-12483
|Single large (7-way) connector on the side of the oil pump controller
|}

=== 3D Printable Parts ===
https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
[[File:GS450H Inlet Blank .jpg|center|156x156px]]
https://grabcad.com/library/gs450h-side-port-1
[[File:GS450H-3D-PRINTABLE-HV-INLET.jpg|center|thumb|100x100px]]
https://openinverter.org/forum/viewtopic.php?t=1694

==Control Schemes==

===ZombieVerter VCU===
As of 2022, the preferred solution (and the only one under active development) is the [[ZombieVerter VCU]]

==== Zombieverter pinouts and wiring diagram for the GS450H ====
[[File:Zomb-con-et2.png|none|thumb|GS450H pinouts and wiring diagram for Zombieverter VCU]]

====Lexus GS450h VCU (deprecated)====

{| class="wikitable mw-collapsible mw-collapsed" role="presentation"
|Lexus GS450h VCU (deprecated)
|-
|
'''''UPDATE:''' the dedicated Lexus GS450h VCU has been superseded/replaced by the [[ZombieVerter VCU]]. This section is kept active solely as legacy documentation and differs in important ways from the ZombieVerter implementation.''

The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without requiring a GS450h ECU.

An open-source VCU, designed by Damien Maguire, can be purchased as a partially populated board on his website: <ref name=":1">https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu (Backup: [https://web.archive.org/web/20221016171604/https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu Web Archive])</ref>[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

A full schematic for the system can be found at [https://openinverter.org/forum/viewtopic.php?p=12105#p12105 this link]

Note that in addition to the VCU, inverter and transmission, a specific CAN bus connected shunt (ISA shunt) is required: [[Isabellenhütte Heusler]]

For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:
*33472-2002 (Left side, grey in colour)

*33472-2001 (Right side, black in colour)
*33012-2002 (Crimp terminals)
*5810130065 (Enclosure)
For partially populated board, these additional parts are required:
*5810140011 (Header, 40 Pos.)
*75867-101LF (CONN1, Header for Wi-Fi module)
*5787834-1 (CONN2, USB 2.0 receptacle)
*TR10S05 (IC10, 5V DC/DC converter)
These parts are available from many electronics distributors.

====VCU Firmware====
Firmware to run on the VCU is available on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller

This guide relates to V3.01 available here on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller/blob/master/Software/gs450h_v3_user.ino

A video tutorial to accompany this guide and firmware is available here :https://vimeo.com/501777258

In order to aid those not familiar with programming, a new firmware with a basic serial interface is now available. This will be the default loaded onto all VCU boards sold on the EVBMW webshop as of 18/01/21.

This firmware is intended as a stop gap measure before a new Openinverter based version with a web based interface becomes available. (expect mid 2021).

====Instructions for use====
Connect a USB cable between the VCU and a PC.

Using a serial terminal program of your choice, connect at 115200,8,N,1.

Once connected, type ? and press enter. The following menu should then display :

<nowiki>=========== EVBMW GS450H VCU Version 3.01 ==============</nowiki>

<nowiki>************</nowiki> List of Available Commands ************

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

i - Set max drive torque (0-3500) e.g. typing i200 followed by enter sets max drive torque to 200

q - Set max reverse torque (0-3500) e.g. typing q200 followed by enter sets max reverse torque to 200

v - Set gearbox oil pump speed (0-100%) e.g. typing v50 followed by enter sets oil pump to 50% speed

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

<nowiki>**************************************************************</nowiki>

The menu system allows for the display of data from both the VCU, GS450H Inverter and gearbox as well as setting of parameters such as throttle calibration and maximum torque.

To select a menu option type its associated character followed by enter.

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

------------------------------------------------------------------------------

00 | 0 0

10 | 0 0 0 0 0 0 0 0

20 | 0 0 0 0 0 0 0 0 0 0

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

D (capital or large D) displays VCU configuration data as well as information on the Gearbox status in this format :

<nowiki>***************************************************************************************************</nowiki>

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

<nowiki>***************************************************************************************************</nowiki>

Throttle calibration procedure :

Set your throttle, be it a pedal or potentiometer or other, to the position of desired zero throttle.

Type f and press enter. A response like this will display:

Configured min throttle value: 109

Now press or advance the throttle to the desired position of maximum throttle.

Type g and press enter. A response like this will display:

Configured max throttle value: 633

The throttle calibration is now complete.

Next we want to set the maximum allowed drive and reverse torque values. The GS450H inverter will accept a value of between 0 and 3500 for torque.

for initial bench and vehicle testing it is advisable to limit these to low values. In this example we will set drive torque to 500 and reverse torque to 300.

First, drive torque:

Type i500 followed by enter. A response like this will display:

Configured drive torque: 500

Now reverse torque:

Type q250 followed by enter. A response like this will display:

Configured reverse torque: 250

Torque calibration is now complete.

At this point it is advised to store the now configured values to EEPROM (non volatile memory) by typing z followed by enter. A response like this will display:

Parameters stored to EEPROM

An option is provided to set the speed in % (0 to 100%) for the electric gearbox oil pump. In this example we set the speed to 50% :

Type v50 followed by enter. A response like this will display:

Configured gearbox oil pump speed: 50

I have found in testing on the E65 that 50% is a good value for keeping oil pressure up , providing cooling etc. without running the pump too hard. Your millage may vary.

An option is provided to shift between LOW and HIGH gear in the GS450H gearbox. Shifts are inhibited at MG1 or MG2 speeds above 100rpm for safety at this time.

To select LOW gear type a and press enter. A response like this will display:

LOW Gear Selected

To select HIGH gear type s and press enter. A response like this will display:

HIGH Gear Selected

It is advised to leave HIGH gear selected always at this time until further testing and development has been completed.

Finally, store all parameters to EEPROM once more by typing z and press enter. A response like this will display:

Parameters stored to EEPROM

Selecting Direction.

The firmware supports the use of the IN1 and IN2 pins of the V2 VCU as direction control inputs. Operation is as follows :

If both inputs are unconnected, NEUTRAL is selected. In neutral , no torque commands are transmitted to the inverter regardless of throttle application.

If IN1is connected to +12v , DRIVE is selected. In drive both MG1 and MG2 provide torque in a forward direction to the gearbox output shaft.

If IN2 is connected to +12v , REVERSE is selected. In reverse only MG2 provides torque in a reverse direction to the gearbox output shaft.

Currently this "simple" firmware does not support contactor control. This may be provided in a later version.

====Wi-Fi Display====
A Wi-Fi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

Once powered, the Wi-Fi module will create an open access point with an SSID like ESP-XXXX where XXXX will be a series of letters and numbers.

Connect to this access point with any Wi-Fi enabled device (e.g. laptop, tablet, phone etc.).

Some modern devices will try to access the internet, not find it, and pop up a warning. Dismiss this and open a web browser.

Type 192.168.4.1 into the address bar and press enter. Again, some modern devices and browsers will complain that it is not a secure connection etc. Just dismiss the warning and proceed.

After a few seconds the web gauge display will appear.

Note that the voltage display is derived from the voltage reported by the inverter and both current (amps) and power (kw) gauges are inoperative as of this release.

You may wish to change the SSID and add a passphrase to the access point. To do this goto : 192.168.4.1/admin

A simple set of dialog boxes will allow the SSID, passphrase and background colour of the gauge display to be set.

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

====Development History====
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb (No longer available).

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
====Vendors====
'''EVBMW:''' <ref name=":1" />
'''NOTE:''' There are currently no vendors who offer support on any aspects of the GS450h VCU.
====Support====
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

|}
[[Category:Toyota]]
[[Category:Inverter]]
<references />
[[Category:Motor]]
[[Category:Gearbox]]

Lexus GS450h Drivetrain

2025-01-09T06:06:15Z

Thomaa: test

== Inverter ==
[[File:Inverter connector.png|thumb|GS450h inverter external connector|187x187px]]

The Lexus GS450h is a hybrid vehicle. Their inverters are suitable and attractive for DIY EVs because of:
* Good availability and price - an inverter and "transmission" can generally be purchased for less than £/€1000.
* Durability. Toyota engineers appear to have made the inverters foolproof, many inputs and outputs gracefully handle fault conditions.

* Respectable performance. Rated for a combined 250kW output.
* Ease of repurposing. Emulating the original ECU seems reasonably feasible. The transmission is a similar size and layout to many RWD transmissions.
The Lexus GS450h (2006-2012 model years) has a variety of useful components inside the inverter package:

* Two high power inverters, for the 2 motors MG1 capable of handling X amps, and MG2 capable of handling Y(?) amps. <ref>https://toyota-club.net/files/faq/21-12-01_faq_hybrid_tr_en.htm</ref>
* A boost module to boost the 288v battery pack up to 650v as used in the Lexus (Note that voltages this high are not required for EV conversions).

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0">https://www.osti.gov/servlets/purl/928684</ref>

If you combine a LHD transmission with a RHD inverter (or vice versa) you might end up with a motor that is juddering, not spinning. IN this case you need to swap any two phase cables of both MG1 and MG2.

The inverter is capable of running at full speeds on pack voltages from approx. 280V upwards. The maximum allowable input voltage is 650V, so far, many have found that "standard" EV voltages of 300V-360V to be well suited.

'''Note that even though the inverter maximum voltage rating is 650V, a 650V battery pack is not required to run this unit. It is capable of excellent performance at lower voltages, such as the typical 300V-360V found in most EVs. However, there is the opportunity to use larger packs with this unit if required in your application.'''

Should a higher voltage pack be chosen in your application for any reason, the buck/boost converter can be used to power auxiliary equipment at its native voltage.

Weight: 40 lbs

Dimensions: 14" x 9-1/2" x 8-1/2"

''Note: If using Zombieverter, the inverter needs powering up after Zombie, use Zombie to power up the inverter.''

=== Buck/Boost Converter ===
A buck/boost converter lives within the inverter housing, originally this is used to step up the 288V battery pack in the GS450h to the 650V for use in the inverter in the GS. (Note that this does not mean the inverter requires 650V to run, it is simply a maximum rating) For those using a 600+V battery pack, this converter can be used to step the voltage down to a more reasonable level to interface with chargers, DCDC converters, heaters, AC compressors, and other components which can be found in "regular" EV's (Tesla, LEAF, Volt, etc.).

This unit is rated at 30kW, making it unsuitable for traction power, but good for auxiliary devices.

Details on how to control the converter are here: https://openinverter.org/forum/viewtopic.php?f=14&t=538

For technical analysis of this unit, see pages 14-47 of this document: <ref name=":0" />

'''Do not connect your HV battery to the OEM battery location, for conversion you have to bypass the buck/boost converter and connect directly to the HV bus. See the 3D printable parts below to help with this.'''

== Transmission ==
[[File:Inverter.png|thumb|213x213px|GS450h inverter and transmission pinout]]
[[File:Transmission Layout.png|thumb|GS450h transmission layout]]
For technical analysis of this transmission, see pages 46 and onward of this document:<ref name=":2">https://www.osti.gov/servlets/purl/947393 </ref>

Motor information and ratios are as follows:

MG1 speed is -2.29:1<ref name=":3">[https://slideplayer.com/slide/14432904/]</ref>

MG1 rated speed is not known at this time and recommended to stick to the same speed as MG2

MG2 speed can be 1.9:1 or 3.9:1<ref name=":3" />

MG2 is rated at 300Nm and max 10,230 rpm<ref name=":2" />

The transmission contains two "Motor-Generator" units. MG1 sits at the front of the transmission, and interfaces with the internal combustion engine through a planetary gear set. For this reason, to obtain torque from MG1, the input shaft of the transmission must be locked in place. This is usually done using a splined coupler, which is then welded onto the transmission front mount.

The input shaft on the transmission has 21 splines, with a 28mm major diameter. It is believed that there are several Toyota clutches which will have this in their centre. The original GS450h flywheel and coupler also contains the appropriate splined centre, of course.

The fluid fill port is the banjo bolt for the upper transmission cooler hose. The specified fluid is "Toyota WS" ATF.

It is a good idea to replace the two bearings in the electric oil pump before fitting a used transmission. There is a guide here<ref>http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html (Backup: [https://web.archive.org/web/20200209212622/http://carlthomas66.blogspot.com/2016/03/lexus-gs450h-transmission-oil-pump.html Web Archive])</ref>. Bearing part numbers are 61900-2Z and 608-2Z, you will need one of each.

[[File:Shift position.png|thumb|154x154px|GS450h shift position sensor]]
The shift position lever on the right-hand side of the transmission engages the parking pawl when in the "all-the-way-back" position. All other positions disengage this pawl. The R, N, D, M positions only affect the output of the shift position sensor.

Note the following when purchasing the transmission:
* It is recommended to purchase one which has the electric oil pump fitted - these are a costly item as the bearings in them often fail, in some cases they cost more than the transmission. More on this in the Oil Pump section below.
* It is recommended to purchase a transmission which includes the wiring harness, or at least off-cuts of the connectors. Some connectors may be unavailable for purchase. There is a thread [https://openinverter.org/forum/viewtopic.php?f=14&t=271 here] which covers the connectors on this transmission.

=== Dimensions ===

* Overall height (oil pan to top of bellhousing) is 39cm. Bell housing is full height, i.e. 39cm diameter, when the transmission is sitting on its oil pan (as it is on my bench), the bellhousing still just about touches the bench.
* Widest point is 40cm, includes a bump for a starter motor which I don't believe the GS450h even has. Likely leftover to mate with the 2GR engine.
* Overall length including tailshaft, output flange, and pilot shaft, is 82cm.
* Transmission is tapered quite heavily, the width and height is closer to 25cm after the bellhousing, but hard to gauge due to various outcropping parts (motor cables, oil pump, PRNDL selector, etc.)
* Weight is 128kg. Unknown if this is dry or filled. Likely partially filled. Unknown if this includes oil pump and cables.
* The input shaft pokes out 29mm from the general highest point of the back of the bell housing? (e.g. set a 20cm ruler there and measure from it)
* The taper at the tip of the shaft before the splines appear fully is 6mm long. (i.e. the length of the tip portion without proper splines)
* The output flange bolt pattern is 52.5mm radius (about 91mm from hole to hole). It does not seem to have a machined flange surface, only the 22.5mm diameter ~3.2mm deep recesses around the bolt holes are machined. Pilot shaft diameter is 16mm. Internally the flange has 26 quite rectangular splines. (not 27 or so like Toyota's more common off-road applications).

=== Oil Pump ===

==== Overview and location ====
[[File:GS450h oil pump check.jpg|thumb|reference image showing the pump fitted (green), and not fitted red)]]
As built, the GS450h supplies oil pressure to the gearbox using either the ICE engine or an electrically-driven external pump. With the input shaft locked in EV applications, the external pump is the only option available. As mentioned previously, this is a vital part of the setup and it's strongly recommended to buy a transmission that still has it fitted. To help with this, here is a reference photo of what to look for.
 
 The Internal pump and pressure regulator provides a steady 7 Bar oil pressure.<ref>https://www.youtube.com/watch?v=9RXtNTp1AFw&t=154s&ab_channel=DamienMaguire</ref> 
 The recommended oil is Toyota ATF-WS, though people have had success with 3rd party equivalents. 
 
 
 
==== Wiring and control ====
[[File:GS450h oil pump controller.jpg|thumb|GS450h oil pump controller|alt=|150x150px]]The external pump also requires a controller, which uses a [[wikipedia:Pulse-width_modulation|PWM]] control scheme. Although this is rarely included with the transmission, it's quite affordably and widely available (Toyota part number: G1167-30020)

===== Pinouts, schematics and notes =====
[[File:Connector_-_A55_Oil_Pump_Motor_Controller_90980–12483.png|alt=|right|269x269px]]
[[File:Oilpump.png|alt=|right|300x300px]]
* The metal case is the ground.
* Black (pin 6) is PWM in from your controller.
* Brown (pin 7) is PWM feedback from the oil pump. It is not required and can be left disconnected.
* The fat blue wire (pin 5) is 12V power. The oil pump uses around 50A Max. So plan for that. Add your own relay to stop it draining your battery while the car is off.
* The PWM for this is weird, it's not just 0-100. IIRC it is 0% at both ends, and rises to 100% near the middle, then back down again. This is just based on the sound of the pump with no load, so needs more testing to find the real values.

[[File:Oil_Pump.png|alt=|386x386px]]

[[File:Gearbox_oil_pump_PWM.jpg|alt=|frameless]]

====Hardware====
As per ggeter:
"For those, like me, who didn't get the pump with the transmission unit, here are the part numbers for bolts and (what appears to be a metal) gasket."

Bolts (4) 90080-10197 $2.76 ea.

Gasket (1) 35142-30010 $14

The oil pump also contains 3 black rubber O-rings:

1 x 55mm internal diameter, 2.5mm cross section (for the black outer cover)

2 x 50mm internal diameter, 2.5mm cross section (between each 'layer' of the pump housing).

The oil pump motor cover is held onto the pump housing by 4 M5 x 16mm flanged screws.

== Wiring Harness Connectors ==
Here are a list of connectors required for the GS450h transmission & inverter if you need/wish to build the harness for your build. (It is a good idea to find components with at least the connectors to build on. As some of the connectors are impossible to obtain)

=== Inverter Connectors ===

==== OEM ====
{| class="wikitable"
!Connector
!Toyota Part No.
!Location
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Notes
|-
| rowspan="6" |Inverter interface connector (A62)
| rowspan="6" |Toyota
90980–12630
| rowspan="6" |Black connector on the side of the inverter.
'''This connector is not sold anywhere to our knowledge.'''

| rowspan="3" |0.64 mm .025"
| rowspan="3" |36 - Female
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
|
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|
|-
| rowspan="3" |2.3 II
0.040"
| rowspan="3" |4 - Female
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
| rowspan="3" |6mm Pitch Type
(Low Insertion

Force Variant)
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|}

==== Alternatives ====
A good alternative to this otherwise difficult to obtain connector is to replace the receptacle/header with the following parts from Molex:

===== Molex MX123 series =====
{| class="wikitable"
!Image
!Part No.
!Item
!Quantity
|-
|[[File:036638-0002.jpg|center|frameless|80x80px]]
|036638-0002
|CMC header connector 48pin
|1
|-
|[[File:064320-1311.jpg|center|frameless|80x80px]]
|064320-1311
|CMC receptacle 48pin
|1
|-
|[[File:064320-1301.jpg|center|frameless|80x80px]]
|064320-1301
|CMC wire cap
|1
|-
|[[File:064323-1039.jpg|center|frameless|80x80px]]
|064323-1039
|CP terminal
|4
|-
|[[File:064323-1029.jpg|center|frameless|80x80px]]
|064322-1039
|CP terminal
|32
|-
|[[File:064325-1010.jpg|center|frameless|80x80px]]
|064325-1010
|CMC plug
|8
|-
|[[File:064325-1023.jpg|center|frameless|80x80px]]
|064325-1023
|CMC plug
|4
|}

===== Assembly Instructions =====
Instructions on how to assemble the MX123 connector can be found here <ref>https://www.molex.com/mx_upload/family/MX123UserManual.pdf (Backup: [https://web.archive.org/web/20220129215727/https://www.molex.com/mx_upload/family/MX123UserManual.pdf Web Archive])</ref>.

===== Pinout =====
Use the following pinout to remap the internal connections from the Toyota plug to the Molex plug:
[[File:Inverter connections.png|none|thumb|GS450h Inverter/converter internal connections]]
[[File:Gs450h-inverter-wires.jpg|thumb|281x281px|Gs450h-inverter-wires - small white connectors inside the inverter|none]]

=== Transmission Connectors ===
[[File:Image.png|none|thumb|GS450 transmission main connection locations]]
{| class="wikitable"
!Connector
!Toyota Part No.
!Part No.
!Terminals
!QTY
!Terminal Size Opt 1
!Terminal Size Opt 2
!Terminal Size Opt 3
!Location
!
|-
| rowspan="3" |ECT Solenoid (E83)
| rowspan="3" |Toyota 90980-12326
| rowspan="3" |Sumitomo 6189-1092
| rowspan="3" |'''TS 025 Series'''
( 0.025"

0.64mm )

| rowspan="3" |Female - 13
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Located on the left hand side of the transmission above the oil pan.
| rowspan="3" |[[File:Sumitomo 6189-1092.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
| rowspan="6" |Shift Lever Position Sensor (E80)
| rowspan="6" |Toyota 90980-12362
| rowspan="6" |Sumitomo 90980-12362
| rowspan="3" |'''TS 025 Series'''
( 0.025"
0.64mm )

| rowspan="3" |Female - 7
!'''20-22 AWG /'''
'''.3-.5 mm2'''
!'''16-18 AWG /'''
'''.85-1.25 mm2'''
!'''14 AWG / 2.0 mm2'''
| rowspan="6" |Located on the right side of the transmission next to the shift lever inhibitor switch.
| rowspan="6" |[[File:Sumitomo 90980-12362.png|center|frameless|100x100px]]
|-
|Yazaki - 7116-4025 (Tin)
|Yazaki - 7116-4026 (Tin)
|Yazaki - 7116-4027 (Tin)
|-
|Yazaki - 7116-4028-08 (Gold)
|Yazaki
7116-4029-08 (Gold)
|
|-
| rowspan="3" |'''TS 090II Sealed Series'''

( 0.090" /
2.3mm )

(6mm LIF variant)
| rowspan="3" |Female - 2
!'''.3-.5 mm2 (22-20 AWG)'''
!'''.5-1.25 mm2 (20-16 AWG)'''
!'''2.0 mm2 (14 AWG)'''
|-
|8100-0460 - (Tin)
|8100-0461 (Tin)
|8100-0462 (Tin)
|-
|8100-1344 - (Gold)
|8100-0594 (Gold)
|8100-0817 (Gold)
|-
| rowspan="3" |MG1 & MG2 Resolver(s) (E81 & E82)
| rowspan="3" |Toyota 90980-12520
| rowspan="3" |Sumitomo 6189-1240
| rowspan="3" |'''TS 025 Series'''
(0.025"
0.64 mm)
| rowspan="3" |Female - 8
!'''.13 mm2 / 26 AWG'''
!'''.22-.35 mm2 / 24-22 AWG'''
!'''.5 mm2 / 20 AWG'''
| rowspan="3" |Two connectors located on the left side of the transmission by the bell housing.
| rowspan="3" |[[File:Sumitomo 6189-1240.jpg|center|frameless|100x100px]]
|-
|Sumitomo 8240-0336 (Tin)
|Sumitomo 8100-3455 (Tin)
|8240-0287 (Tin)
|-
|Sumitomo 8240-0337 (Gold)
|Sumitomo

8100-3456 (Gold)
|8240-0288 (Gold)
|-
|
|
|
|
|
|
|
|
|
|
|-
|Vehicle Speed Sensor Connector
|Toyota # 90980-11153 [?]
|S-1530 [?]
|
|
|
|
|
|
|
|}

{| class="wikitable"
|+Standardized TS Series Seals and Plugs For Harnesses
!TS 025 Series
!
!
!Seal
! colspan="2" |Plug
|-
!0.64mm
!Wire Insulation Dia.
!Color
!Part Number
!Color
!Part No
|-
|TS 025 SL1
|0.85-0.95 mm (.033-.037 in)
|Light Brown
|7165-1423
|Grey
|Toyota 90980-09871
|-
|TS 025 SL2
|0.95-1.05 mm (.037-.041 in)
|Green
|7165-1043
|Grey
|Yazaki 7158-3043-40
|-
|TS 025 SL3
|1.1-1.4 mm (.043-.055 in)
|Violet
|7165-1312
|
|
|-
|TS 025 SL4
|1.4-1.5 mm (.055-.059 in)
|Dark Yellow
|7165-1198
|
|
|-
|TS 025 SL5
|1.6-1.7 mm (.063-.067 in)
|Red Violet
|7165-1199
|
|
|-
|
|
|
|
|
|
|-
|'''TS 090 II Series'''
|1.4-1.8 mm (.055-.071 in)
|Blue
|7158-3006-90
|
|Yazaki 7157-8761
|-
|'''2.3mm'''
|2.0-2.2 mm (.079-.087 in)
|Grey
|7158-3007-10
|
|
|-
|
|2.3-2.7 mm (.090-.106 in)
|Brown
|7158-3008-80
|
|
|}

=== Oil Pump & Oil Pump Motor Controller ===
{| class="wikitable"
!Connector
!Part No.
!Location
|-
|Oil Pump Temperature Sensor
|Sumitomo 6189-0175
|The connector is the small 2-pin connector in the middle of the harness between the oil pump and controller
|-
|HVECU -> Oil Pump Controller (A52)
|Toyota 90980-12483
|Single large (7-way) connector on the side of the oil pump controller
|}

=== 3D Printable Parts ===
https://grabcad.com/library/gs450-inverter-hv-inlet-blank-1
[[File:GS450H Inlet Blank .jpg|center|156x156px]]
https://grabcad.com/library/gs450h-side-port-1
[[File:GS450H-3D-PRINTABLE-HV-INLET.jpg|center|thumb|100x100px]]
https://openinverter.org/forum/viewtopic.php?t=1694

==Control Schemes==

===ZombieVerter VCU===
As of 2022, the preferred solution (and the only one under active development) is the [[ZombieVerter VCU]]

==== Zombieverter pinouts and wiring diagram for the GS450H ====
[[File:Zomb-con-et2.png|none|thumb|GS450H pinouts and wiring diagram for Zombieverter VCU]]

====Lexus GS450h VCU (deprecated)====

{| class="wikitable mw-collapsible mw-collapsed" role="presentation"
|Lexus GS450h VCU (deprecated)
|-
|
'''''UPDATE:''' the dedicated Lexus GS450h VCU has been superseded/replaced by the [[ZombieVerter VCU]]. This section is kept active solely as legacy documentation and differs in important ways from the ZombieVerter implementation.''

The Lexus GS450h VCU is an open source project to repurpose 2006-2012 Lexus GS450h inverters for DIY EV use. It consists of a circuit board and programming that communicates with the original logic board in the inverter and allows independent control of it without requiring a GS450h ECU.

An open-source VCU, designed by Damien Maguire, can be purchased as a partially populated board on his website: <ref name=":1">https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu (Backup: [https://web.archive.org/web/20221016171604/https://www.evbmw.com/index.php/evbmw-webshop/vcu-boards/gs450h-vcu Web Archive])</ref>[[File:Transmission.png|thumb|147x147px|GS450h transmission and oil pump temperature sensor]]
The VCU is an external unit that will not fit within the GS450h inverter housing. It does not replace the GS450h inverter control board, instead it interfaces with it over USART.

A full schematic for the system can be found at [https://openinverter.org/forum/viewtopic.php?p=12105#p12105 this link]

Note that in addition to the VCU, inverter and transmission, a specific CAN bus connected shunt (ISA shunt) is required: [[Isabellenhütte Heusler]]

For those who have purchased the fully built board, the mating connectors for the VCU are Molex parts:
*33472-2002 (Left side, grey in colour)

*33472-2001 (Right side, black in colour)
*33012-2002 (Crimp terminals)
*5810130065 (Enclosure)
For partially populated board, these additional parts are required:
*5810140011 (Header, 40 Pos.)
*75867-101LF (CONN1, Header for Wi-Fi module)
*5787834-1 (CONN2, USB 2.0 receptacle)
*TR10S05 (IC10, 5V DC/DC converter)
These parts are available from many electronics distributors.

====VCU Firmware====
Firmware to run on the VCU is available on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller

This guide relates to V3.01 available here on Github : https://github.com/damienmaguire/Lexus-GS450H-Inverter-Controller/blob/master/Software/gs450h_v3_user.ino

A video tutorial to accompany this guide and firmware is available here :https://vimeo.com/501777258

In order to aid those not familiar with programming, a new firmware with a basic serial interface is now available. This will be the default loaded onto all VCU boards sold on the EVBMW webshop as of 18/01/21.

This firmware is intended as a stop gap measure before a new Openinverter based version with a web based interface becomes available. (expect mid 2021).

====Instructions for use====
Connect a USB cable between the VCU and a PC.

Using a serial terminal program of your choice, connect at 115200,8,N,1.

Once connected, type ? and press enter. The following menu should then display :

<nowiki>=========== EVBMW GS450H VCU Version 3.01 ==============</nowiki>

<nowiki>************</nowiki> List of Available Commands ************

? - Print this menu

d - Print received data from inverter

D - Print configuration data

f - Calibrate minimum throttle.

g - Calibrate maximum throttle.

i - Set max drive torque (0-3500) e.g. typing i200 followed by enter sets max drive torque to 200

q - Set max reverse torque (0-3500) e.g. typing q200 followed by enter sets max reverse torque to 200

v - Set gearbox oil pump speed (0-100%) e.g. typing v50 followed by enter sets oil pump to 50% speed

a - Select LOW gear.

s - Select HIGH gear.

z - Save configuration data to EEPROM memory

<nowiki>**************************************************************</nowiki>

The menu system allows for the display of data from both the VCU, GS450H Inverter and gearbox as well as setting of parameters such as throttle calibration and maximum torque.

To select a menu option type its associated character followed by enter.

? Will display the menu.

d Displays data from the inverter in this format :

 0 1 2 3 4 5 6 7 8 9

------------------------------------------------------------------------------

00 | 0 0

10 | 0 0 0 0 0 0 0 0

20 | 0 0 0 0 0 0 0 0 0 0

30 | 0 0 0 0 0 0

40 | 0 0 0 0 0 0 0 0

50 | 0 0 0 0 0

60 |

70 |

80 | 0 0 0 0 0 0

90 | 0 0 0 0 0 0 0 0

MTH Valid: Yes Checksum: 0

DC Bus: ----v

MG1 - Speed: 0rpm Position: 0

MG2 - Speed: 0rpm Position: 0

Water Temp: 0.00c

Inductor Temp: 0.00c

Another Temp: 0c

Another Temp: 0c

D (capital or large D) displays VCU configuration data as well as information on the Gearbox status in this format :

<nowiki>***************************************************************************************************</nowiki>

Throttle Channel 1: 109

Throttle Channel 2: 53

Commanded Torque: 0

Selected Direction: DRIVE

Selected Gear: HIGH

Configured Max Drive Torque: 600

Configured Max Reverse Torque: 300

Configured gearbox oil pump speed: 40

Current valve positions:

PB1:ON

PB2:ON

PB3:ON

MG1 Stator temp: 109.69

MG2 Stator temp: 109.69

<nowiki>***************************************************************************************************</nowiki>

Throttle calibration procedure :

Set your throttle, be it a pedal or potentiometer or other, to the position of desired zero throttle.

Type f and press enter. A response like this will display:

Configured min throttle value: 109

Now press or advance the throttle to the desired position of maximum throttle.

Type g and press enter. A response like this will display:

Configured max throttle value: 633

The throttle calibration is now complete.

Next we want to set the maximum allowed drive and reverse torque values. The GS450H inverter will accept a value of between 0 and 3500 for torque.

for initial bench and vehicle testing it is advisable to limit these to low values. In this example we will set drive torque to 500 and reverse torque to 300.

First, drive torque:

Type i500 followed by enter. A response like this will display:

Configured drive torque: 500

Now reverse torque:

Type q250 followed by enter. A response like this will display:

Configured reverse torque: 250

Torque calibration is now complete.

At this point it is advised to store the now configured values to EEPROM (non volatile memory) by typing z followed by enter. A response like this will display:

Parameters stored to EEPROM

An option is provided to set the speed in % (0 to 100%) for the electric gearbox oil pump. In this example we set the speed to 50% :

Type v50 followed by enter. A response like this will display:

Configured gearbox oil pump speed: 50

I have found in testing on the E65 that 50% is a good value for keeping oil pressure up , providing cooling etc. without running the pump too hard. Your millage may vary.

An option is provided to shift between LOW and HIGH gear in the GS450H gearbox. Shifts are inhibited at MG1 or MG2 speeds above 100rpm for safety at this time.

To select LOW gear type a and press enter. A response like this will display:

LOW Gear Selected

To select HIGH gear type s and press enter. A response like this will display:

HIGH Gear Selected

It is advised to leave HIGH gear selected always at this time until further testing and development has been completed.

Finally, store all parameters to EEPROM once more by typing z and press enter. A response like this will display:

Parameters stored to EEPROM

Selecting Direction.

The firmware supports the use of the IN1 and IN2 pins of the V2 VCU as direction control inputs. Operation is as follows :

If both inputs are unconnected, NEUTRAL is selected. In neutral , no torque commands are transmitted to the inverter regardless of throttle application.

If IN1is connected to +12v , DRIVE is selected. In drive both MG1 and MG2 provide torque in a forward direction to the gearbox output shaft.

If IN2 is connected to +12v , REVERSE is selected. In reverse only MG2 provides torque in a reverse direction to the gearbox output shaft.

Currently this "simple" firmware does not support contactor control. This may be provided in a later version.

====Wi-Fi Display====
A Wi-Fi web browser based display is provided in order to easily visualise data from the inverter and gearbox.

Once powered, the Wi-Fi module will create an open access point with an SSID like ESP-XXXX where XXXX will be a series of letters and numbers.

Connect to this access point with any Wi-Fi enabled device (e.g. laptop, tablet, phone etc.).

Some modern devices will try to access the internet, not find it, and pop up a warning. Dismiss this and open a web browser.

Type 192.168.4.1 into the address bar and press enter. Again, some modern devices and browsers will complain that it is not a secure connection etc. Just dismiss the warning and proceed.

After a few seconds the web gauge display will appear.

Note that the voltage display is derived from the voltage reported by the inverter and both current (amps) and power (kw) gauges are inoperative as of this release.

You may wish to change the SSID and add a passphrase to the access point. To do this goto : 192.168.4.1/admin

A simple set of dialog boxes will allow the SSID, passphrase and background colour of the gauge display to be set.

In newer versions (October 2020 onwards) of the VCU Board, the default SSID and Password will be `gs450h_vcu` and `inverter123` respectively.

====Development History====
V1 - This board was sold tested but also as a bare logic board requiring purchase of your own components and SMD placement and soldering skills. https://www.evbmw.com/index.php/evbmw-webshop/toyota-bare-boards/gs450h-bare-pcb (No longer available).

V2 - A new board source was found to be both high quality and low cost. The boards were redesigned around the inventory of parts available from this supplier. In particular the high cost of populated and soldered boards (10x the price) from the source used to make the v1 boards is so significantly lower on the v2 that there are likely no savings by building and soldering the board yourself. Software is still in development.
====Vendors====
'''EVBMW:''' <ref name=":1" />
'''NOTE:''' There are currently no vendors who offer support on any aspects of the GS450h VCU.
====Support====
Community support is available on the [https://openinverter.org/forum/viewtopic.php?f=14&t=396 Lexus GS450H VCU Support Thread]

|}
[[Category:Toyota]]
[[Category:Inverter]]
<references />
[[Category:Motor]]
[[Category:Gearbox]]