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Actually, Mojave, I'm assuming I can send a CAN signal to an arduino via the VCU, and just have the arduino interpret the CAN message into a PWM signal that drives the A/C compressor... I already have the PWM signal setup to output correctly from an arduino to drive the compressor. I'd just be changing my code logic on the arduino to interpret a CAN message instead of a temperature value from an external sensor. That would in theory let me retain climate control via the vcu, correct? I'm assuming that all interfaces and supports programmable behavior via the carbon display?
 

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I think I am misunderstanding something here. I'm intending to use a traditional coolant system and Tesla coolant heater for temperature control of the batteries. I expect I'll be able to manage both of those through the VCU, correct?
Yes. The ability to add the A/C chiller to either the battery or inverter cooling loops just gives you more options when ambient temps are very high and you are loading the systems. Not terribly necessary for the battery loop but supercooling the motor/inverter loop before a run allows you to run harder longer.
 

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Actually, Mojave, I'm assuming I can send a CAN signal to an arduino via the VCU, and just have the arduino interpret the CAN message into a PWM signal that drives the A/C compressor... I already have the PWM signal setup to output correctly from an arduino to drive the compressor. I'd just be changing my code logic on the arduino to interpret a CAN message instead of a temperature value from an external sensor. That would in theory let me retain climate control via the vcu, correct? I'm assuming that all interfaces and supports programmable behavior via the carbon display?
Yes, doing that essentially makes the system CAN controlled and the VCU would be fine with it.
 

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Awesome, thanks Mojave! I'm completely unfamiliar with the idea of supercooling the motor and inverter.

How knowledgeable are you about the cooling needs of a tesla motor and battery modules? I'm not planning on dragging the car (Porsche 944 with Model S base LDU and 16 battery modules). I've got a couple questions around that topic in another thread if you're up on that side of the technicals.
 

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I am not working on that specific project so I don't have dates or anything like that but I can say that it seems to either be complete and may just be in the buttoning up phase. Last I saw they were validating very high speed regen so there cant be much left if anything.

As to plug & play, well, you definitely need to read my response above regarding the system design function of the VCU200 & 300. I think the Tesla board version will be a little simpler since the motor is defined but you still have the rest of the vehicle to consider and how it will relate to the VCU. Also, I would definitely say it is not plug and play since to me that means you literally plug in the supplied harnesses and while there is one for the Tesla drive, the VCU does not have a generic harness, you need to build on so no plug & play for the VCU. Also, note that the control algorithm for the LDU controller is 100% CAN based, there is no stand alone mode for the LDU. Also the throttle pedal wiring does not go to the LDU either, everything needs to come in over CAN. That puts all the torque control functions into the VCU's hands, the LDU will no longer do anything but the most basic safety de-rate functions, shifting that over watch responsibility to the VCU and adjustable by the user. I'm not 100% sure, but I believe the CAN specs for the Tesla control board will also be published at the same time as the board is released so if someone wanted to control it with a different VCU or whatever, that will be possible as well.

I did however get to drive our mule Mustang with the VCU-200 & base LDU about a month ago and it was an absolute riot. I took it home for the weekend and scared my friends with 0-90 runs and overall put about 150 miles on it.

Any updates on the sport LDU drive unit board?
 
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