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I haven't kept it up to date. edisonmotors.net

Not that I know of.

It was almost 40kwh, you could def get a bit more then that.

Yeah. When I had it running on one pack, I manually paralleled the 2nd pack and it didnt complain much. you could just parallel additional cells.

@@TheLiddokun Im thinking of buying one of these to replace my ICE Transit Connect. My interest is to upgrade the batteries to double to range. Do you think its worth it, if I have no skills to work on it myself? I planned on taking it to an EV specialist in my area of Dallas TX. Maybe even retrofit a nissan leaf battery pack replacement if thats even possible. My main concern is that the company that made this is long out of business.

18650 cells from a 2014 Model S

Picard Industries There’s a guy that sells the software on eBay including the adapter.

well it's most likely IGBT or something else most of the train manufactures started to ditch GTO inverter systems about 20 years ago which compared to most of the Tesla cars were manufactured after 2010 when GTO were mostly gone for sure GTO do have some technical problems, and IGBT is way more power efficient

They are IGBT's

Hey Tommmis Euf., did you get your answer on this? I would also like to know.

Yep. This is just a quick concept for 7s6p. Can do up to 25s25p or so..... at least.

The toyota inverters are unique in terms of they use a DC/DC boost converter (bidirectional) before the inverter stage @ 800V from a lower voltage battery. I have not had my hands on one and I am not sure how the DC/DC stage is integrated or controlled. I am interested in them though to add 480V three phase power to a 350V EV system and the toyota setup would be a nice arrangement. I would need one in my hands to determine if I can easily hack it ... depending on any control requirements for the boost stage.

Thx for the question! Yes it is FOC with separate Id and Iq. I have never heard of "fixed" slip speed type control. We use a type of FOC called indirect FOC, whereas the slip speed is calculated by the motor currents and the motor parameters in real time. This is a "feedforward" method of control which does not require feedback - such as a in a sensorless algorithm. This is more accurate and better response, assuming we are doing our calculations right of course. It is called "indirect" because the rotor flux position is not measured such as in some sensorless algorithms for ACIM (or a PMAC with an encoder), it is calculated and predicted from the rotor speed (from the encoder) and the calculated slip speed (which is based on motor currents and current motor parameters).

Well I think Tesla uses the same algorithm. Main challenge is to select the right flux for every speed and torque to reach best effectivity. Constant slip speed is very simple but powerfull scalar algorithm. Inverter always outputs frequency propornional to RPM plus slip speed. But voltage is varied by PID for speed to reach target RPMs. Slip speed itself is selected to be so that motor gives maximum torque at fixed stator current, it's simple experiment to do with blocked rotor. At this frequency inductive and active resistances in rotor are equal and current and torque is maximized. Keeping slip speed the same at all RPMs and torques lets you easily control ACIM in rather good way. Not very far from MTPA, as I read. Several years ago I made CNC spindle inverter with such algorithm. Now days I develop PMSM invertors and I'm fery interested in insides of new tesla inverter visible on your videos.

Cool. Yeah, you can learn a lot about the motor from a locked rotor test. Actually, selecting the correct flux is not really important. Nor is selecting the torque for an EV. First the torque.. well that is selected by the driver with their foot.. so that's not something one needs to optimize for an EV :-) In terms of selecting optimal flux, this is of much lesser importance then ensuring your slip speed calculation (and thus your rotor flux position) is accurate. A quick rule of thumb for selecting flux is to set Id = Iq. That way rotor flux is equal to stator flux (assumimg equal inductance), and you will get good torque per amp. This will offer slower response for some motors But the Tesla motor has a very low rotor time constant so it is not an issue for an EV. By far the most important aspect is ensuring your rotor flux position is accurate. It is also the most difficult aspect.

Yeah, in my controllers for PMSMs I measure the rotor position very precisely with complicated analog encoder and algorythm, a little eroor in radians leads to many hundred amps different in currents. I hoped in ACIMs such a pricision is not needed, because you need to know exactly only the speed, not angle. But it seems not. One more question about tesla inverter, is it from front axle? And what about it's photos?..... May you send me smth via e-mail? I would very appreciate this! Also you can wath videos of my creation on my channel, that's electric motorcyles, ATV and even glider. Thanks!

Yeah, flux position in ACIM is no less important then PMSM. Slip just makes it more difficult. You can go to the website and find my email there and we can talk. edisonmotors.net

Sure, we will be selling drive units with our controller integrated. I am also considering offering a core exchange service where one sends their invert-er if they already have a drive unit and we send back a hacked inverter with a user manual. edisonmotors.net

salvage teslas you can get for dirt cheap is one way

And also the rotor construction...

Coz the power depends how construction and scheme is made(rotor)

Very.