Updated with progress 12/11/2015
Goals:
- Identify minimum set of components needed to re-use a Nissan Leaf drivetrain outside a Leaf, retaining basic functionality of charging, driving, and regen braking.
- Transplant the complete drive system from a salvaged Nissan Leaf into a new vehicle.
- Document size, weight, and interoperability requirements of major components to reduce risks to others considering this conversion path.
Strategy:
My intention is to operate the Leaf drive system as closely as possible to how it was originally intended by Nissan. In general this will mean using as much of the Leaf's components as necessary to convince them that they are still in a properly functioning Leaf and operate to as normal. While I am also interested in the possibility of operating individual components independently and/or modifying / enhancing their function, that's not the focus of this particular project for the time being.
Progress:
3/2015 - Procured "rolling chasis" for eventual conversion, 1973 Saab Sonett III with prior 96V DC conversion. Very light (~1800lbs stock), very low CdA (on par with 1st gen Insight), pretty easy to work on with removable fiberglass body over steel frame/pans.
4/2015 - Completed initial survey of failsafe modes of major systems using the factory service manuals.
5/2015 - Procured a 2012 Nissan Leaf SL from salvage auction, began testing and teardown.
5/2015 - Successfully rewired Leaf HV battery into two symmetrical 1/2 packs.
6/2015 - Demonstrated Leaf operating in torn down state with various combinations of systems omitted.
7/2015 - Completed removal of all major components from Leaf.
11/2015 - Completed successful tabletop demo of Leaf drive system charging, going ready, and into D/N/R.
12/2015 - Documented most harness connectors required for operation.
12/2015 - Documented size, weight of most major components.
At this time, here are the main components I believe are required to get the Leaf Drive System running and charging. Items marked with a (*) must all be from the same vehicle, or will require reprogramming with factory Consult III+ tool. Although the rest of these components could be sourced from different vehicles, junk yards, or even new, getting as much as possible from a single salvaged vehicle is probably the most practical / cost effective strategy for this particular approach given the number of components required. The added benefit too is that I will probably end up using many more parts from the Leaf (Cooling system, HVAC, lighting control, keyless entry, radio, NAV, etc) since its there and already integrated. Additional components beyond whats listed here are likely to be required to get regenerative braking operational, but exactly what is unproven at this time.
1. Traction Motor w/ Park Lock Mechanism
2. Inverter
3. DC/DC J/B (Charge relays, DC/DC converter)
4. VCM* (Voltage Control Module, like ECM)
5. BCM* (Body Control Module, mainly for security related functions)
6. Smart Key*
7. Complete Battery Box*
a. LBC* (Lithium Battery Controller, BMS)
b. Battery Modules
c. Battery JB (Main System Relays, Contactors)
d. Battery Low Voltage Harness (LB connectors)
e. Battery HV Disconnect (or interlock defeat, though disconnect strongly recommended)
f. Battery temp sensors x4
g. If not using complete box as is you can omit the box itself, battery heaters, battery heater relay. May need additional HV cabling in place of bus bars if not using original box.
8. ESC (Electronic Shift Control)
9. Shift Selector
10. Power Button
11. NATS Receiver
12. Main (lower) combination meter
13. OBC (On Board Charger)
14. Charge Ports
15. Pedal Box (Brake and Accelerator switches and sensors, if not from same vehicle _may_ need Consult III+ to set brake stroke sensor zero position)
16. IPDM and all fuse/relay boxes
17. 12V Battery
18. All HV Wiring Harnesses (Battery Internal, Battery to DCJB, QC Port to DCJB, OBC to DCJB & Charge Port, Inverter to Motor, Inverter to DCJB, Heater to DCJB (or interlock defeat), AC Comp to DCJB (or interlock defeat).
19. Motor Control LV Harness (Traction motor, Inverter, Park Lock, Heater, QC interlock, DCJB)
20. Motor Room LV Harness (Cooling, Accelerator, Brake, VCM, QC Port, 12V Power/GND)
21. Main LV Harness (Combination Meter, ESC, BCM, Power Switch, NATS Amplifier)
22. Body LV Harness (HV Battery, OBC, BCM)
With these components, the system should initiate and charge from LV1/2 and QC (not tested), should go ready and shift from Park to D/N/R and return to park. Power cycling should work as normal, and though DTCs are reported none should need to be cleared between cycles. In this state, the following DTCs and warnings should be displayed:
Current DTCs:
BCM:
U1000 CAN Com
U0415 Vehicle Speed (ABS)
B2557 Vehicle Speed (ABS / Comb Meter mismatch)
B2626 Outside 1 Antenna
B2627 Outside 2 Antenna
B2628 Outside 3 Antenna (door key sensors, likely a few more of this type if interior sensors disconnected)
Charger: OK None
EV/HEV (VCM):
P31B3 CAN Error (AC Auto Amp)
P3194 CAN Error (ABS)
P3195 CAN Error (IBU)
U1000 CAN Com
P31B9 CAN Error (Electronic Parking Brake)
P31EE AC Refrigerant Pressure Sensor
P31E8 Water Pump 1
P31EA Water Pump 2
HV Battery: OK
IPDM: OK
Meter:
U1000 CAN Com
Motor Control: OK
Shift:
U1000 CAN Com
Dash shows I-Key error (due to missing door sensors I believe) and T/M System Malfunction (likely multiple causes, probably IBU/ABS mainly) as well as warning lights for PS (power steering not connected), BRAKE (parking brake not connected), traction control/VDC (ABS not connected), ABS, Brakes warning (IBU/pressure sensor), airbag (not connected), EV System warning, headlight warning (not connected)
Regenerative braking will be studied more once I start putting the system into the new vehicle. The system as it stands now _may_ have pedal off regen, but no other regen as its the IBU that sends braking force requests to the VCM. At a minimum adding regen will require addition of the IBU/master cylinder. It may also require the ABS unit and/or EPS but this is still unclear. Depending on how things work out, my initial build will probably include the IBU, possibly wheel speed sensors, possibly ABS but probably not EPS controller. After testing we'll see where we go from there.
Although not listed above as you can technically operate without it, you will need some means of cooling the HV components (motor, DCJB, Charger, Inverter) either using the stock radiator, fans, and water pumps or something else.
Any HV components not used (example heater, AC Compressor) will require some means of defeating the HV interlock check. The VCM looks for connectivity at all HV connections, and will not let the system be enabled without it.
My working list of component weights and dimensions can be seen here, with dimensioned photos showing more detail beginning on page 8 of this thread.
https://docs.google.com/spreadsheets/d/12rXYxqdnux7NaZTLxCUlh_WIbJlKeKVEoCvvYmTAmaw/edit?usp=sharing
My working list of harness connectors (referenced to 2012 service manual notation) is here:
https://docs.google.com/spreadsheets/d/1mwp0npqVMoTADt26c1_NvXiB-2EVsTHTQsyyn4HAigw/edit?usp=sharing
My summary of the DTC failsafe conditions from various controllers can be found here:
https://docs.google.com/spreadsheets/d/1L6-BZ-tbyuR7V2o-B8_pewGph_tKKjo8etcJuW12-jg/edit?usp=sharing
Youtube videos I've posted related to this project:
Initial Teardown and component locations:
Tabletop demo Pt1 (demonstrating ready, Shift to D/N/R):
Tabletop demo Pt2 (demonstrating charging, fast ready, no DTC clear needed)
Other projects I know of using Leaf drive system in a similar way:
http://ecomodder.com/forum/showthre...f-drivetrain-into-02-honda-insight-30966.html
http://www.diyelectriccar.com/forums/showthread.php/85-supra-conversion-89391.html
If you have a similar project going let me know, and I'll add a link! Please feel free to share your experiences with the Leaf system on this page and I'll try to incorporate into the summary here as well.
Rob
Goals:
- Identify minimum set of components needed to re-use a Nissan Leaf drivetrain outside a Leaf, retaining basic functionality of charging, driving, and regen braking.
- Transplant the complete drive system from a salvaged Nissan Leaf into a new vehicle.
- Document size, weight, and interoperability requirements of major components to reduce risks to others considering this conversion path.
Strategy:
My intention is to operate the Leaf drive system as closely as possible to how it was originally intended by Nissan. In general this will mean using as much of the Leaf's components as necessary to convince them that they are still in a properly functioning Leaf and operate to as normal. While I am also interested in the possibility of operating individual components independently and/or modifying / enhancing their function, that's not the focus of this particular project for the time being.
Progress:
3/2015 - Procured "rolling chasis" for eventual conversion, 1973 Saab Sonett III with prior 96V DC conversion. Very light (~1800lbs stock), very low CdA (on par with 1st gen Insight), pretty easy to work on with removable fiberglass body over steel frame/pans.
4/2015 - Completed initial survey of failsafe modes of major systems using the factory service manuals.
5/2015 - Procured a 2012 Nissan Leaf SL from salvage auction, began testing and teardown.
5/2015 - Successfully rewired Leaf HV battery into two symmetrical 1/2 packs.
6/2015 - Demonstrated Leaf operating in torn down state with various combinations of systems omitted.
7/2015 - Completed removal of all major components from Leaf.
11/2015 - Completed successful tabletop demo of Leaf drive system charging, going ready, and into D/N/R.
12/2015 - Documented most harness connectors required for operation.
12/2015 - Documented size, weight of most major components.
At this time, here are the main components I believe are required to get the Leaf Drive System running and charging. Items marked with a (*) must all be from the same vehicle, or will require reprogramming with factory Consult III+ tool. Although the rest of these components could be sourced from different vehicles, junk yards, or even new, getting as much as possible from a single salvaged vehicle is probably the most practical / cost effective strategy for this particular approach given the number of components required. The added benefit too is that I will probably end up using many more parts from the Leaf (Cooling system, HVAC, lighting control, keyless entry, radio, NAV, etc) since its there and already integrated. Additional components beyond whats listed here are likely to be required to get regenerative braking operational, but exactly what is unproven at this time.
1. Traction Motor w/ Park Lock Mechanism
2. Inverter
3. DC/DC J/B (Charge relays, DC/DC converter)
4. VCM* (Voltage Control Module, like ECM)
5. BCM* (Body Control Module, mainly for security related functions)
6. Smart Key*
7. Complete Battery Box*
a. LBC* (Lithium Battery Controller, BMS)
b. Battery Modules
c. Battery JB (Main System Relays, Contactors)
d. Battery Low Voltage Harness (LB connectors)
e. Battery HV Disconnect (or interlock defeat, though disconnect strongly recommended)
f. Battery temp sensors x4
g. If not using complete box as is you can omit the box itself, battery heaters, battery heater relay. May need additional HV cabling in place of bus bars if not using original box.
8. ESC (Electronic Shift Control)
9. Shift Selector
10. Power Button
11. NATS Receiver
12. Main (lower) combination meter
13. OBC (On Board Charger)
14. Charge Ports
15. Pedal Box (Brake and Accelerator switches and sensors, if not from same vehicle _may_ need Consult III+ to set brake stroke sensor zero position)
16. IPDM and all fuse/relay boxes
17. 12V Battery
18. All HV Wiring Harnesses (Battery Internal, Battery to DCJB, QC Port to DCJB, OBC to DCJB & Charge Port, Inverter to Motor, Inverter to DCJB, Heater to DCJB (or interlock defeat), AC Comp to DCJB (or interlock defeat).
19. Motor Control LV Harness (Traction motor, Inverter, Park Lock, Heater, QC interlock, DCJB)
20. Motor Room LV Harness (Cooling, Accelerator, Brake, VCM, QC Port, 12V Power/GND)
21. Main LV Harness (Combination Meter, ESC, BCM, Power Switch, NATS Amplifier)
22. Body LV Harness (HV Battery, OBC, BCM)
With these components, the system should initiate and charge from LV1/2 and QC (not tested), should go ready and shift from Park to D/N/R and return to park. Power cycling should work as normal, and though DTCs are reported none should need to be cleared between cycles. In this state, the following DTCs and warnings should be displayed:
Current DTCs:
BCM:
U1000 CAN Com
U0415 Vehicle Speed (ABS)
B2557 Vehicle Speed (ABS / Comb Meter mismatch)
B2626 Outside 1 Antenna
B2627 Outside 2 Antenna
B2628 Outside 3 Antenna (door key sensors, likely a few more of this type if interior sensors disconnected)
Charger: OK None
EV/HEV (VCM):
P31B3 CAN Error (AC Auto Amp)
P3194 CAN Error (ABS)
P3195 CAN Error (IBU)
U1000 CAN Com
P31B9 CAN Error (Electronic Parking Brake)
P31EE AC Refrigerant Pressure Sensor
P31E8 Water Pump 1
P31EA Water Pump 2
HV Battery: OK
IPDM: OK
Meter:
U1000 CAN Com
Motor Control: OK
Shift:
U1000 CAN Com
Dash shows I-Key error (due to missing door sensors I believe) and T/M System Malfunction (likely multiple causes, probably IBU/ABS mainly) as well as warning lights for PS (power steering not connected), BRAKE (parking brake not connected), traction control/VDC (ABS not connected), ABS, Brakes warning (IBU/pressure sensor), airbag (not connected), EV System warning, headlight warning (not connected)
Regenerative braking will be studied more once I start putting the system into the new vehicle. The system as it stands now _may_ have pedal off regen, but no other regen as its the IBU that sends braking force requests to the VCM. At a minimum adding regen will require addition of the IBU/master cylinder. It may also require the ABS unit and/or EPS but this is still unclear. Depending on how things work out, my initial build will probably include the IBU, possibly wheel speed sensors, possibly ABS but probably not EPS controller. After testing we'll see where we go from there.
Although not listed above as you can technically operate without it, you will need some means of cooling the HV components (motor, DCJB, Charger, Inverter) either using the stock radiator, fans, and water pumps or something else.
Any HV components not used (example heater, AC Compressor) will require some means of defeating the HV interlock check. The VCM looks for connectivity at all HV connections, and will not let the system be enabled without it.
My working list of component weights and dimensions can be seen here, with dimensioned photos showing more detail beginning on page 8 of this thread.
https://docs.google.com/spreadsheets/d/12rXYxqdnux7NaZTLxCUlh_WIbJlKeKVEoCvvYmTAmaw/edit?usp=sharing
My working list of harness connectors (referenced to 2012 service manual notation) is here:
https://docs.google.com/spreadsheets/d/1mwp0npqVMoTADt26c1_NvXiB-2EVsTHTQsyyn4HAigw/edit?usp=sharing
My summary of the DTC failsafe conditions from various controllers can be found here:
https://docs.google.com/spreadsheets/d/1L6-BZ-tbyuR7V2o-B8_pewGph_tKKjo8etcJuW12-jg/edit?usp=sharing
Youtube videos I've posted related to this project:
Initial Teardown and component locations:
Tabletop demo Pt1 (demonstrating ready, Shift to D/N/R):
Tabletop demo Pt2 (demonstrating charging, fast ready, no DTC clear needed)
Other projects I know of using Leaf drive system in a similar way:
http://ecomodder.com/forum/showthre...f-drivetrain-into-02-honda-insight-30966.html
http://www.diyelectriccar.com/forums/showthread.php/85-supra-conversion-89391.html
If you have a similar project going let me know, and I'll add a link! Please feel free to share your experiences with the Leaf system on this page and I'll try to incorporate into the summary here as well.
Rob