VW Touran Conversion - Revision history

Johu: /* CCS charge port upgrade */

2024-11-27T16:00:41Z

CCS charge port upgrade

← Older revision		Revision as of 16:00, 27 November 2024
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	One advantage of CCS is the reduced number of signal wires. Only PP and CP need to be routed to the charge controller. In addition I also routed both charge pin temperature sensors resulting in 4 wires total. That said, with the charge port lock (that sits on the EVSE side for CHAdeMO) we'd be back at 8 wires.		One advantage of CCS is the reduced number of signal wires. Only PP and CP need to be routed to the charge controller. In addition I also routed both charge pin temperature sensors resulting in 4 wires total. That said, with the charge port lock (that sits on the EVSE side for CHAdeMO) we'd be back at 8 wires.

	For controlling the charging session I use the [[~~Fully Open CCS Charge Controller (FOCCCI)~~\|Fully_Open_CCS_Charge_Controller_(FOCCCI).]] It sits on top of the battery pack and is accessible via the fuel pump service opening just as the CHAdeMO controller was formerly. Internally it still uses the CHAdeMO CAN protocol to communicate with the VCU.		For controlling the charging session I use the [[Foccci\|Fully_Open_CCS_Charge_Controller_(FOCCCI).]] It sits on top of the battery pack and is accessible via the fuel pump service opening just as the CHAdeMO controller was formerly. Internally it still uses the CHAdeMO CAN protocol to communicate with the VCU.

	== Nasty stuff ==		== Nasty stuff ==

Johu: Info on cooling

2024-09-04T11:06:11Z

Info on cooling

← Older revision		Revision as of 11:06, 4 September 2024
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	While the pack was liquid cooled in the ID.3 it is now not being cooled at all or convection cooled at most. Summer time will have to show whether this is practical. The voltage drop under load is much lower than that of the Nissan pack so I expect much less heat. Since I usually drive very economical I don't expect much heat buildup during driving. It's the charging that will heat the pack up.		While the pack was liquid cooled in the ID.3 it is now not being cooled at all or convection cooled at most. Summer time will have to show whether this is practical. The voltage drop under load is much lower than that of the Nissan pack so I expect much less heat. Since I usually drive very economical I don't expect much heat buildup during driving. It's the charging that will heat the pack up.

			'''Update:''' a few road trips have shown that cooling is inadequate. On hot summer days even the first charge session will end up derating because the modules reach 50°C. In winter you get one flawless session and the next one will overheat. As before it might be helpful to not drive the pack to empty but recharge well above 40%. Internal resistance and current draw rises as the battery empties, driving temperature even higher. I am now experimenting with air cooling to improve this.

	== CCS charge port upgrade ==		== CCS charge port upgrade ==

Johu: Added write up about nasty bugs

2024-06-02T20:58:15Z

Added write up about nasty bugs

← Older revision		Revision as of 20:58, 2 June 2024
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	For controlling the charging session I use the [[Fully Open CCS Charge Controller (FOCCCI)\|Fully_Open_CCS_Charge_Controller_(FOCCCI).]] It sits on top of the battery pack and is accessible via the fuel pump service opening just as the CHAdeMO controller was formerly. Internally it still uses the CHAdeMO CAN protocol to communicate with the VCU.		For controlling the charging session I use the [[Fully Open CCS Charge Controller (FOCCCI)\|Fully_Open_CCS_Charge_Controller_(FOCCCI).]] It sits on top of the battery pack and is accessible via the fuel pump service opening just as the CHAdeMO controller was formerly. Internally it still uses the CHAdeMO CAN protocol to communicate with the VCU.

			== Nasty stuff ==

			==== Charger pushing buttons ====
			In summer 2022 I installed a Mitsubishi iMIew/Outlander charger in order to replace the external home-built boost mode charger that had repeatedly blown up. I quickly realized that this resulted in a duplicate CAN Id on the bus - both the charger and cruise control produce message 0x38A. So the charger randomly "pushed" buttons of cruise control. Cruise control data is sent redundant, i.e. an encoded version of the 4 button bits follows the bitmap version. Also the message contains two alive counters. I implemented checks for all this and found no drawbacks to this for over a year and around 5000 km or more (much day-to-day driving, a trip to France and various trips within Germany).

			In summer 2023 my wife drove the car to work. While in a traffic jam the car would suddenly accelerate with full torque when coming off the brake pedal. Touching the brake pedal stopped it. Power-cycling finally "cured" it. Many months of investigation were fruitless. I now drove her to work as understandably she refused to drive the car herself. Finally, half a year later when I drove her to work suddenly cruise control was disabled. Then it finally dawned on me - The Mitsubishi 0x38A message contains temperature data and at the right temperatures the message would slip through the checks of the cruise control message and again trigger phantom button pushes on the stalk. The checks had made this unlikely but not impossible. In my case it disabled cruise control. In my wifes case it resumed cruise control.

			As a consequence we had added a cruise control torque limit to the inverter. After finding the root cause I added a length check to the 0x38A message. The charger message is 8 bytes, the CC message is 4 bytes. That is a unique discriminator and eliminates the problem for good.

			==== Android radio status web page resets VCU ====
			With the above problem solved in fall 2023 the next one emerged. After working on the battery pack (cell tap wires had come loose) I found I had squished a signal cable between battery and chassis leading to a ground fault meaning the BMS wouldn't start up in drive mode. I fixed the issue and then the real problems started.

			The car is fitted with an Android radio that displays a web page served by the ESP8266 module that sits on the VCU. The page constantly polls various values and displays them.

			At random occasions the car would loose power, light up the ABS warning light and a second later would resume to drive normally. Naturally I thought this was somehow connected to the earlier issue with the squished signal wires. I started probing for voltage dips and took as much data as possible to track down the issue. I swapped out the CPU board which did not cure the issue. I swapped the ESP8266 and suddenly the problem no longer occurred. I jumped to the conclusion that the ESP board must have injected voltage dips onto the supply rail and thereby reset the STM32 as well. But on the next longer trip I found the reset issue was back. (spoiler: in reality the new module had super poor connectivity and hardly ever worked)

			I only ever experienced the spurious resets while driving, never while charging (as indicated by an uptime counter). Which was odd, the car spends a lot more time charging than driving.

			Again, months later I was charging and at the same time displaying the same status web page on my laptop that is normally shown on the Android radio. It sat on the secondary screen for hours while I was doing something else. And boom, suddenly I saw the charge power had dropped to 0 and the CPU had done a watchdog reset. The status page must be the culprit.

			I set up an experiment on the bench where I bombarded the serial interface with commands. It was only a matter of seconds until the CPU locked up and was reset by the watchdog. It turned out the terminal was prone to "DOS attacks". If, while processing a command, the next command was already sent, this would overwrite the previous commands 0-termination character and cause functions depending on 0-termination to diverge. Turning off command reception during command processing cured this issue for good.

			I never figured out why it took this problem 3 years to emerge and then return on a regular basis. Was it some update to web browser? I noticed it kept queueing up requests until they were answered. The connectivity was sometimes poor and when it did return many requests would be fired at the STM32 at once. Maybe earlier versions of the browser didn't queue up that excessively? Maybe connectivity issues had grown worse over time? I don't know.

			==== Conclusions ====
			What is puzzling about both these faults is how long they "slept" until finally emerging. The DOS problem has been sleeping in the software perhaps for 10 years. The CC problem was silent for 1 year. The debugging process also shows that events that precede an error aren't necessarily connected to it. Heuristically we assume a fault to likely be caused by the last change to the system.

			Before tracking down the root cause of the faults I had greatly lost confidence in the car. What if the VCU reset occurred while sharply pulling out at an intersection? What if the car self-accelerated while standing close to the car in front of you? I guess you can imagine that this made me a very defensive driver! Finding the root cause has completely restored that confidence - at least for me.
	[[Category:VAG]] [[Category:Conversions]]		[[Category:VAG]] [[Category:Conversions]]

Johu: /* Mechanical work */

2024-06-01T19:53:03Z

Mechanical work

← Older revision		Revision as of 19:53, 1 June 2024
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	The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.		The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.

	Update 2024		'''Update 2024'''

	The car now uses 8 VW MEB modules for a total capacity of 55 kWh. Its highway range is now about 300 km, charge power is 90 kW so 100 km can be added within 10 minutes under good conditions. Power output is about 110 kW and highway economy is 150 Wh/km in summer when driving 110 kph with cruise control.		The car now uses 8 VW MEB modules for a total capacity of 55 kWh. Its highway range is now about 300 km, charge power is 90 kW so 100 km can be added within 10 minutes under good conditions. Power output is about 110 kW and highway economy is 150 Wh/km in summer when driving 110 kph with cruise control.
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	* Do not use force! You will reuse many connectors so don't destroy them		* Do not use force! You will reuse many connectors so don't destroy them
	* The only thing you can safely cut is the fuel pipes :)		* The only thing you can safely cut is the fuel pipes :)
	* Have someone empty the A/C - it's a vary unpleasant spray if you don't. ~~Don't ask me how I know~~.		* Have someone empty the A/C - it's a vary unpleasant spray if you don't. It is also a potent climate gas, releasing it causes the same warming as driving 1000 km on petrol.

	=== Transmission coupling plate ===		=== Transmission coupling plate ===

Johu at 19:50, 1 June 2024

2024-06-01T19:50:25Z

← Older revision		Revision as of 19:50, 1 June 2024
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	The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.		The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.

			Update 2024

			The car now uses 8 VW MEB modules for a total capacity of 55 kWh. Its highway range is now about 300 km, charge power is 90 kW so 100 km can be added within 10 minutes under good conditions. Power output is about 110 kW and highway economy is 150 Wh/km in summer when driving 110 kph with cruise control.
	== Mechanical work ==		== Mechanical work ==
	[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]		[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]

Johu: /* More connectors */

2024-06-01T19:47:02Z

More connectors

← Older revision		Revision as of 19:47, 1 June 2024
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	== More connectors ==		== More connectors ==
	There is another 6-pole connector whos counterpart has part number 1J0973833. Four of its pins end up inside the ECU so it is useful for getting "miscellaneous" signals out of it. I put the oil pressure simulation and DC ~~switch~~ on it.		There is another 6-pole connector whos counterpart has part number 1J0973833. Four of its pins end up inside the ECU so it is useful for getting "miscellaneous" signals out of it. I put the oil pressure simulation, DC/DC enable, AC inlet plug present signal and AC/DC enable signal on it.

	There is another 10-pole connector underneath the car that has quite a few pins ending up in the ECU. It used to be connected to some kind of exhaust sensor. The mating plug has part number 6X0973815.		There is another 10-pole connector underneath the car that has quite a few pins ending up in the ECU. It used to be connected to some kind of exhaust sensor. The mating plug has part number 6X0973815.

Johu: Added upgrades

2024-02-11T18:40:49Z

Added upgrades

← Older revision		Revision as of 18:40, 11 February 2024
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	The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.		The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.
	~~{{#drawio:TouranTest\|type=svg\|max-width=500px}}~~
	== Mechanical work ==		== Mechanical work ==
	[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]		[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]
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	\|80		\|80
	\|		\|
	\|P5.4 (I use it for CANL towards ~~Nissan~~ BMS)		\|P5.4 (I use it for CANL towards BMS, ISA shunt and CCS controller)
	\|-		\|-
	\|81		\|81
	\|		\|
	\|P5.3 (I use it for CANH ~~towards Nissan BMS~~)		\|P5.3 (I use it for CANH)
	\|-		\|-
	\|83		\|83
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	== Battery Integration ==		== Battery Integration ==
	[[File:Vw touran battery mount rear.jpg\|thumb\|Rear Battery Mounting]]		[[File:Vw touran battery mount rear.jpg\|thumb\|Rear Battery Mounting]]
			'''Update below!'''

	As opposed to the original plans I currently only mounted one full Nissan Leaf pack in the fuel tank space. I used the existing 5 M8 holes that used to hold the fuel tank and part of the exhaust. In addition I drilled 3 holes into the seat carrying structure that exit exactly between the two battery bricks. Another 3 M10 screws fix the two bricks to the chassis there. So 8 bolts fix the mounting angles to the chassis.		As opposed to the original plans I currently only mounted one full Nissan Leaf pack in the fuel tank space. I used the existing 5 M8 holes that used to hold the fuel tank and part of the exhaust. In addition I drilled 3 holes into the seat carrying structure that exit exactly between the two battery bricks. Another 3 M10 screws fix the two bricks to the chassis there. So 8 bolts fix the mounting angles to the chassis.
	[[File:Vw touran battery mount front.jpg\|thumb\|Front Battery Mounting]]		[[File:Vw touran battery mount front.jpg\|thumb\|Front Battery Mounting]]
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	== Fast Charging ==		== Fast Charging ==
	[[File:ChaDeMo socket in Touran.jpg\|thumb\|Nissans ChaDeMo socket just fits into the original fuel filler location]]		[[File:ChaDeMo socket in Touran.jpg\|thumb\|Nissans ChaDeMo socket just fits into the original fuel filler location]]
			'''Update below!'''

	I decided to use ChaDeMo for fast charging since the Nissan drive stack came with a ChaDeMo connector and ChaDeMo is pretty simple to implement. I had to twist the socket by 90° because that was the only way to fit it. I soldered a shielded Ethernet cable to the control lines and extended the power cables to reach the relay cluster in the exhaust tunnel. I used Nissans original charge port relays that I extracted from the PDM (the module on top of the drive stack). They come with a neat economizer circuit that I use as is.		I decided to use ChaDeMo for fast charging since the Nissan drive stack came with a ChaDeMo connector and ChaDeMo is pretty simple to implement. I had to twist the socket by 90° because that was the only way to fit it. I soldered a shielded Ethernet cable to the control lines and extended the power cables to reach the relay cluster in the exhaust tunnel. I used Nissans original charge port relays that I extracted from the PDM (the module on top of the drive stack). They come with a neat economizer circuit that I use as is.
	[[File:CAN repeater.jpg\|thumb\|This PCB contains a CAN repeater, simple relay economizer and drive inhibit logic]]		[[File:CAN repeater.jpg\|thumb\|This PCB contains a CAN repeater, simple relay economizer and drive inhibit logic]]
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	I will use it for DC switch, fuel tank fill level simulator, and CAN bus (towards Nissan LBC). I'm doing the latter because the current CAN bus layout gets disturbed by EMI.		I will use it for DC switch, fuel tank fill level simulator, and CAN bus (towards Nissan LBC). I'm doing the latter because the current CAN bus layout gets disturbed by EMI.

			== Battery Upgrade to 55 kW ID.3 modules ==
			[[File:Touran Battery Modules.jpg\|thumb\|MEB Battery Modules arranged for Touran fuel tank space]]
			To further increase long range ability of the Touran I have fitted a new battery in the beginning of 2024. Coincidentally 8 modules easily fit into the former fuel tank space. While the Nissan module occupied about every millimeter the MEB pack still clears the subframe by 40mm.

			The bolting points are the same as for the Nissan pack but I added a forth hole because the 3 holes from before were off-center. So the pack is now held on with 4 M10 bolts and 5 M8 bolts.

			The MEB BMS modules are being reused and live outside the actual battery box in a separate BMS box that I bolted to the front. I was again lucky that there are no mutual CAN Ids between the BMS and the rest of the car. There is more bus traffic now as all battery voltages are transmitted in 100 ms intervals. This does not seem to cause issues.
			[[File:ISA shunt in Touran pack.jpg\|thumb\|ISA shunt in Touran pack]]
			High level BMS functions such as SoC calculation and dynamic current limits must now be implemented in the VCU. I watched numerous Nyland videos to understand how VW runs this battery. Apparently the maximum temperature is 50°C and full 100 kW charge power is only available above around 25°C. I will probably limit charge power to 80 kW in general as I don't need to churn out marketing figures.

			With the removal of the Nissan BMS I also loose the current sensor and I replaced it with an ISA shunt. This is actually a remarkable upgrade as the shunt has much higher resolution and also measures the current draw of the 230V AC inverter correctly. It also integrates the current for Coulomb counting. Furthermore it has 3 voltage inputs that I will be using for charge port voltage sensing.

			As opposed to the Nissan pack the new box is designed to be waterproof. This makes me feel much more comfortable when driving in heavy rain.

			While the pack was liquid cooled in the ID.3 it is now not being cooled at all or convection cooled at most. Summer time will have to show whether this is practical. The voltage drop under load is much lower than that of the Nissan pack so I expect much less heat. Since I usually drive very economical I don't expect much heat buildup during driving. It's the charging that will heat the pack up.

			== CCS charge port upgrade ==
			[[File:Touran CCS port.jpg\|thumb\|Touran CCS port]]
			Europe's charging network is growing rapidly but only if you have the right charge inlet. Unfortunately the complicated CCS standard has won the port battle. So I bought the CCS port from an MG ZS EV. Its power cables exit sideways which is very convenient in the confined wheel arch. I had to mirror the outlet direction because originally they exited towards the tail light. Fortunately inlet pins and power cables can be separated to allow for swapping them around.

			The PE is solidly bolted to the chassis right next to the port. Unfortunately the port locking mechanism did not fit.

			One advantage of CCS is the reduced number of signal wires. Only PP and CP need to be routed to the charge controller. In addition I also routed both charge pin temperature sensors resulting in 4 wires total. That said, with the charge port lock (that sits on the EVSE side for CHAdeMO) we'd be back at 8 wires.

			For controlling the charging session I use the [[Fully Open CCS Charge Controller (FOCCCI)\|Fully_Open_CCS_Charge_Controller_(FOCCCI).]] It sits on top of the battery pack and is accessible via the fuel pump service opening just as the CHAdeMO controller was formerly. Internally it still uses the CHAdeMO CAN protocol to communicate with the VCU.
	[[Category:VAG]] [[Category:Conversions]]		[[Category:VAG]] [[Category:Conversions]]

Johu: Added picture

2023-02-03T10:05:54Z

Added picture

← Older revision		Revision as of 10:05, 3 February 2023
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			[[File:Touran Charging in Bortnan.jpg\|thumb\|Touran Charging in Bortnan]]
	I started this conversion in November 2018 with a 2004 VW Touran 1.6 petrol. It uses the EM57 Nissan motor (found also in Leaf and eNV-200) with its original inverter. The motor is bolted to the original 6-speed gearbox which seems to handle the torque fine. Also Nissans original DC cable, DC contactors, BMS and ChaDeMo socket is used and integrated into the vehicle.		I started this conversion in November 2018 with a 2004 VW Touran 1.6 petrol. It uses the EM57 Nissan motor (found also in Leaf and eNV-200) with its original inverter. The motor is bolted to the original 6-speed gearbox which seems to handle the torque fine. Also Nissans original DC cable, DC contactors, BMS and ChaDeMo socket is used and integrated into the vehicle.

Johu at 11:31, 31 January 2023

2023-01-31T11:31:36Z

← Older revision		Revision as of 11:31, 31 January 2023
Line 3:		Line 3:

	The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.		The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.
	{{#drawio:TouranTest}}		{{#drawio:TouranTest\|type=svg\|max-width=500px}}
	== Mechanical work ==		== Mechanical work ==
	[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]		[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]

Johu: test

2023-01-29T14:57:03Z

test

← Older revision		Revision as of 14:57, 29 January 2023
Line 3:		Line 3:

	The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.		The conversion heavily uses the existing motor CAN bus. A custom board has been fitted into the original ECU enclosure which is a nice junction point of various signals like throttle pedal, vacuum sensor and so on. The board handles VW specific CAN messages, Nissan Leaf BMS CAN messages and the ChaDeMo protocol. Last but not least it controls the inverter.
			{{#drawio:TouranTest}}
	== Mechanical work ==		== Mechanical work ==
	[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]		[[File:Motor bracket.jpg\|thumb\|This bracket attaches Nissans mounting to VWs. The shown aluminium is too weak, I rebuilt it with steel later.]]