RPM shows a value when the shaft is spun by hand after connecting sensor showing it working
Found by experimentation that the sensor wheel has 72 teeth:
This is slightly below the stator frequency due to induction motor slip.
Max speed of the motor (according to Tesla) is 18,000 rpm or 300 revs/sec.
Max frequency from sensor is 300 x 72 = 21.6 kHz.
Accelerator Pedal (APP Sensor)
Now showing accelerator position after connecting to inverter
NOTE: This did not work as the supplied diagram is wrong
This one is correct for the supplied pedal:
Brake is showing as working (red dot on the right), and we can now select "D" drive (as well as other modes).
The original motor was designed for a 300vDC battery and was down-tuned to limit the power to approx 250kW which is about 800A.
In the Mass-EV project the battery is 33 x 12vDC AGM batteries, which have a rest voltage of 12.6vDC and max 13.8vDC.
This means a pack voltage of between 415v and 455v.
Also the car has 3 packs in parallel each capable of 600A, giving 18,000A
Also the IKW75N60T IGBT array is 16 x 75A (100C rating) for all 6 banks (2 directions by 3 phases).
This is a limit of 1,200A.
Since we are using our own logic board we can unleash the full power of this which is 1.2kA x 455v = 546kW or 732hp.
This is not a sustainable power as things will probably get quite hot very quickly.
With a high power cooling system it will be enough for 10secs of power to get a good standing 1/4 mile.
Also checking Wikipedia figures for torque it looks like it would be in the region of 900 lbft (1,220 Nm).
It's also possible using extreme cooling and series-parallel lithium pack to get even more power.
The IGBTs are capable of 225A and 600vDC each if held at less than 25C.
This would be 16 x 225A = 3,600A, 3600 x 600 = 2,160,000W or 2.16 MW (2897hp),
though I doubt that motor would withstand that for more than a second.
During testing one of the original driver boards had a fault.
Replacing with another original part was just not an option, they are not available.
This is using a Cree/Wolfspeed CGD15HB62P1 gate driver board as a replacement for the Tesla one.
The CGD15HB62P1 is sold by both RS and Farnell, and probably others, so it's something which is readily available.
It uses the same Infineon 1ED020I12 driver so is compatible with anything which connects to the original Tesla board.
The board plus DC-DC converter comes in under £250 (inc UK VAT).
They are not the right shape to fit in the original space, but there is space above the IGBTs to fit a board so will fit inside the inverter housing.
This board is intended to be used with a Cree IGBT module, so it needs some modification.
The supply is 15vDC instead of 12vDC so needs a DC-DC converter,
also the board is intended to be connected directly to the gates so a connection needs to be added before the on-board gate resistors.
If you are intending to connect the original logic board you will also
need a lead to convert from the JST plug to the Molex socket on the CGD15HB62P1 board,
This would need to include the DC-DC converter inline.
..with screened leads for the gates
Plenty of space inside sleeve
What is trinary control, and why is it better?
Baically it's shoot-through protection, but details are here
Checking V-phase Motor input (PWM ~4kHz, field rotation ~1kHz)
TIME:200uS/div, Blue:MCU V-phase(2vDC/div), Red:MCU W-Phase(2vDC/div), Green:MCU U-Phase(2vDC/div), Yellow: Motor V-phase(4vDC/div).
Adding Schmitt Triggers
7414 Schmitt Trigger inverters are very fast, in the order of 10nS switch times.
This is much faster than the BC5x7B circuits so it makes sense to use one as an inverter.
Also having 2 in series provides a good buffered output.