total inc shipping 950 euros. It would fit the E39 fuel tank space but I would need to do some serious metalwork to make mountings. For now it's just going in the boot:) Once the car is driving I might pick up another and do the fuel tank thing in Dave's workshop on the lift.
Jack Bauer wrote: ↑Fri Apr 24, 2020 2:44 pm
total inc shipping 950 euros. It would fit the E39 fuel tank space but I would need to do some serious metalwork to make mountings. For now it's just going in the boot:) Once the car is driving I might pick up another and do the fuel tank thing in Dave's workshop on the lift.
That's fab, great to see the supply of parts making their way onto the second hand market.
Got a chance to dig into the battery today. Connected up 12v, ground and can to the external connector as well as bypassing the hvil pins. On startup draws about 260mA for 10 seconds then drops to zero. I guess its expecting a terminal 15 over CAN to wake up. Tried some of my captures but no response. Given the age gap between my cars and the G11 it must be like trying to hack the pentagon with a Commodore 64. No can transmission on the external bus. Stripped back the loom tape on the cables going to the bms controller. The blue plug has ten wires :
2x brown with black strip grounds
2x red with white strip 5v supply to slaves (NOT 12V!)
2x blue fault lines
2x yellow with red strip CAN High
2x yellow with brown strip CAN Low
CAN runs at 500kbps.
Attached two captures. One while supply 12v via the external connector to the bms controller and the other while supplying 5v into the red/white wires on the bms internal connector.
The bmw modules need to be powered down, when the get powered on they go through a sequence requested by the BMS master to do checks before reporting anything.
So start up sequence needs to be, power on (5V) can bus from the master.
However might be the stupid checksums vary from I3 to PHEV which would be a pain as that was the most work to figure out.
If you connect to the main connector on the battery pack you should be able to comunicate by can to the HV realys and the BMS system. ( if you can work out what can messages to use)?
The 740e may be differant but on the 330e they are:-
Connector A332*1B
1 Supply terminal 30 red
2 High voltage interlock loop signal Green
3 Terminal 30C signal red
4 not used
5 not used
6 wake up signal terminal 15 yellow
7 not used
8 not used
9 not used
10 Supply refrigerant shut off valve Blue/ purple
11 activation refrigerant shut off valve Blue/ black
12 ground black
13 PT CAN2 bus Brown
14 PT CAN2 bus Yellow
15 PT CAN2 bus Brown
16 PT CAN2 bus Yellow
17 not used
18 not used
19 not used
20 not used
21 not used
22 not used
23 High voltage inter lock loop Green/red
Siemens motor now spinning in the E39 using the Prius Gen 3 MG2 power stage.
So of course I selected 5th gear, pulled on the brakes and wound on the power. MG2 shuts down at 500amps peak. That's around 350amps rms. Even in 5th with a 530d drivetrain, brakes on and the wheels chocked she was creeping forward.
How do you end up figuring out the max safe Amps to set for the long term? Watching temperatures? 500 Amps is fun, but only if you can do it more than once.
I'm almost ready to run my Siemens motor, could you share your parameters when it's convenient for you? I have no experience with tuning induction motors and I'd like to have a baseline
In other news got the Tesla charger and V5 logic board running today. Seems to be a few bugs in the code still but with an actual charger running in a car will make it easier to hunt down.
Command Messages.xlsx
