Controlling the Leaf Inverter on its own

[JeremyW]

Reading on CRC a bit, it appears 11A is using the same polynomial as 1DA and others. See this thread for more: http://www.mynissanleaf.com/viewtopic.p ... 0&start=15

Only concern is 1F2. It appears to might have a CRC on byte 7 that is different than the rest. For the 2011/2012s this message was used for commanding charge power to the OBC (not sure if it is still used for this in the 2013+ models). Not sure if the inverter cares about this message.

[celeron55]

https://www.youtube.com/watch?v=OZO9_JBVP14

[trseven]

Congratulations! Great to see that you got it spinning! I bought a 2013 Leaf motor and I was happy to see the salvage yard left the inverter bolted to the top. Before that I had planned to drive the motor with a Chevy Volt inverter power stage controlled with a chip developed by a guy in Switzerland over on the endless sphere forum. What are you using to communicate with the inverter? I’ve got a Chevy Volt Charger working with a Arduino and a can bus shield. But that’s just continuously sending two commands.

Great work!

[JeremyW]

You have to share how you got it running!!

[celeron55]

Here's my publication on the minimum protocol and wiring details, as used in the video:

http://productions.8dromeda.net/c55-lea ... tocol.html

Enjoy! 8)

Once figured out, it's fairly simple.

Next I need to get the DC-DC converter working, and the charger, but that's for another thread.

[JeremyW]

Very cool! Congrats on making it work! For the DC/DC on the 2011/2012’s the VCM used a PWM signal to control it. The charger in those cars is also way different from the 2013+ so I’m no help there ether.

[carrott]

Nice!

It's simpler than I was expecting. It looks like the constant values you're sending are just from the middle of my recording when I was driving the car. I wonder what they mean? I guess it's some variation on "all is well".

It's possible there is a current limit and maybe even a voltage limit? I haven't tried to verify it myself, but the big spreadsheet says the BMS sends a power limit, so something has to translate that into a current limit. Since you're not sending the BMS frames and the inverter is working, either the inverter doesn't care and the limit is implemented in throttle pedal & cruse control to torque request translation, or one of the constants you're sending re-encodes the limit.

[celeron55]

Controlling it like that sets the codes P3193 and U1000. According to the manual, both have "No impact to vehicle behavior". I couldn't get rid of them even by attempting to generate all the frames in carrott's capture, so I decided it's not worth it.

P3193 is the inverter's "I'm not hearing the BMS" DTC.

U1000 is Nissan's universal "There's a CAN problem of some kind" DTC.

[RNM]

Here's my publication on the minimum protocol and wiring details, as used in the video:

http://productions.8dromeda.net/c55-lea ... tocol.html

Enjoy! 8)

Once figured out, it's fairly simple.

Next I need to get the DC-DC converter working, and the charger, but that's for another thread.

Awesome, Thank you Sir!

[carrott]

Controlling it like that sets the codes P3193 and U1000. According to the manual, both have "No impact to vehicle behavior". I couldn't get rid of them even by attempting to generate all the frames in carrott's capture, so I decided it's not worth it.

P3193 is the inverter's "I'm not hearing the BMS" DTC.

Advice from the manual not withstanding, It is possible this error will put the inverter into a reduced current mode. I guess you'll need a battery capable of high current and a motor dyno (or a vehicle) to test this.