Tesla Model S Battery Heater - Revision history

Tom91: Categories

2024-12-20T16:18:27Z

Tom91: Categories

2024-12-20T14:39:44Z

Collin80: Added more details about PWM duty cycle to the heater.

2024-01-10T01:21:07Z

Added more details about PWM duty cycle to the heater.

@@ Line 28: / Line 28: @@
 |HVIL out (not needed)
 |}
 Control is done by applying a 12V PWM signal on pin 5 (PWM in). ''Note this must be a signal in the 12V range, a 5V PWM signal had no effect.'' Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference. The duty cycle for my (dlud) fhvjb was different. At 20-30% duty cycle no power was delivered to the heater. At 46% power was received and was maximum at 65%. Above 65% the power decreased. This was using a 50hz frequency.
 As noted, HVIL pins 11 & 12 seem to have no effect on the function of the HVJB and can be left de-pinned.

Dlud: Added clarification/change to the duty cycle.

2022-08-24T00:51:32Z

Added clarification/change to the duty cycle.

← Older revision		Revision as of 00:51, 24 August 2022
Line 28:		Line 28:
	\|HVIL out (not needed)		\|HVIL out (not needed)
	\|}		\|}
	Control is done by applying a 12V PWM signal on pin 5 (PWM in). ''Note this must be a signal in the 12V range, a 5V PWM signal had no effect.'' Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference.		Control is done by applying a 12V PWM signal on pin 5 (PWM in). ''Note this must be a signal in the 12V range, a 5V PWM signal had no effect.'' Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference. The duty cycle for my (dlud) fhvjb was different. At 20-30% duty cycle no power was delivered to the heater. At 46% power was received and was maximum at 65%. Above 65% the power decreased. This was using a 50hz frequency.

	As noted, HVIL pins 11 & 12 seem to have no effect on the function of the HVJB and can be left de-pinned.		As noted, HVIL pins 11 & 12 seem to have no effect on the function of the HVJB and can be left de-pinned.

Jason arnold: added categories

2022-03-22T19:47:07Z

added categories

← Older revision		Revision as of 19:47, 22 March 2022
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	Also, there does seem to be a feedback of a some sort on pin 6 (STATUS out), but not much as been done to interpret the data beyond noting it's a 5V square wave.		Also, there does seem to be a feedback of a some sort on pin 6 (STATUS out), but not much as been done to interpret the data beyond noting it's a 5V square wave.
			[[Category:OEM]]
			[[Category:Tesla]]
			[[Category:HVAC]]
			[[Category:Thermal Management]]
			[[Category:Accessories]]

Jason arnold at 03:47, 17 March 2022

2022-03-17T03:47:21Z

← Older revision		Revision as of 03:47, 17 March 2022
Line 1:		Line 1:
	==Overview==		==Overview==
	Except for a Philips & Temro Zerostart mode used in early Model S production, the hydronic (fluid) heater for the Model S battery pack remains unchanged from ~~205~~ and up. Originally this part was branded as LG (Tesla p/n 1038901-00-E through H), but from 2018 up (Tesla p/n 1038901-00-I through K) the unit appears the same but is now Tesla-branded.		Except for a Philips & Temro Zerostart mode used in early Model S production, the hydronic (fluid) heater for the Model S battery pack remains unchanged from 2015 and up. Originally this part was branded as LG (Tesla p/n 1038901-00-E through H), but from 2018 up (Tesla p/n 1038901-00-I through K) the unit appears the same but is now Tesla-branded.

	==Control==		==Control==

Jason arnold: /* Control */ added details on other control pins

2022-03-17T03:38:07Z

Control: added details on other control pins

← Older revision		Revision as of 03:38, 17 March 2022
Line 28:		Line 28:
	\|HVIL out (not needed)		\|HVIL out (not needed)
	\|}		\|}
	Control is done ~~via~~ a 12V PWM signal on pin 5. Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference.		Control is done by applying a 12V PWM signal on pin 5 (PWM in). ''Note this must be a signal in the 12V range, a 5V PWM signal had no effect.'' Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference.

			As noted, HVIL pins 11 & 12 seem to have no effect on the function of the HVJB and can be left de-pinned.

			Also, there does seem to be a feedback of a some sort on pin 6 (STATUS out), but not much as been done to interpret the data beyond noting it's a 5V square wave.

Jason arnold: Page created

2022-03-17T03:30:27Z

Page created

New page

==Overview==
Except for a Philips & Temro Zerostart mode used in early Model S production, the hydronic (fluid) heater for the Model S battery pack remains unchanged from 205 and up. Originally this part was branded as LG (Tesla p/n 1038901-00-E through H), but from 2018 up (Tesla p/n 1038901-00-I through K) the unit appears the same but is now Tesla-branded.

==Control==
The battery heater itself does not have any onboard control circuitry, however, it is controlled by the Model S front HVJB using PWM on the HV cables. For this reason, if you want to easily control the battery heater, a front HVJB is required. As mentioned in the [[Tesla Model S Front HVJB]] article, the control pins are on the Molex MX 150 plug found on this unit.
The LV connector on the bottom left side is a 12-pin Molex MX150 series (Molex p/n: [https://www.molex.com/molex/products/part-detail/crimp_housings/0334721201 33472-1201]). Only 6 of the 12 pins are populated, as follows:
{| class="wikitable"
|+LV pinout[[File:Connector-Tesla-FJB.png|200x200px]]<small>(harness view)</small>
!pin
!function
|-
|4
|12V
|-
|5
|PWM in
|-
|6
|STATUS out
|-
|10
|GND
|-
|11
|HVIL in (not needed)
|-
|12
|HVIL out (not needed)
|}
Control is done via a 12V PWM signal on pin 5. Experimentally, some measure of control has been achieved at a frequency of 50Hz and two different ranges of duty cycle. From 20-30% duty cycle, the current increases fairly linearly though the minimum (20%) still draws a bit of power. However, from 30-40% the current ''decreases'' to nearly the same level as 20% duty cycle, but you are able to continue further, all the way to 45%, where the current decreases to the point where the heater draws very little power. Ultimately, not sure how useful this finding will be, but it's here for reference.

← Older revision		Revision as of 16:18, 20 December 2024
Line 86:		Line 86:

	Also, there does seem to be a feedback of a some sort on pin 6 (STATUS out), but not much as been done to interpret the data beyond noting it's a 5V square wave.		Also, there does seem to be a feedback of a some sort on pin 6 (STATUS out), but not much as been done to interpret the data beyond noting it's a 5V square wave.
	~~[[Category:OEM]]~~
	[[Category:Tesla]]		[[Category:Tesla]]
	[[Category:~~HVAC]]~~		[[Category:Heater Coolant]]
	~~[[Category:Thermal Management~~]]

← Older revision		Revision as of 14:39, 20 December 2024
Line 90:		Line 90:
	[[Category:HVAC]]		[[Category:HVAC]]
	[[Category:Thermal Management]]		[[Category:Thermal Management]]
	~~[[Category:Accessories]]~~