if KSI is working, then controller will run its diagnostics and blink out whatever problem may be, including blown MOSFETs.
Indeed 1238 is supposed to precharge via KSI, from Curtis docs:FWIW the EV West schematic for the 1239 controller(revision1.7, 9/22) shows a dedicated precharge circuit, something lacking in the 1238 schematic:
You might try to put a precharge resistor across the HV terminals of your main contactor(with the main battery disconnected, of course!). Someone here could size it for you. If you wait for the controller capacitors to charge-up through this resistor after the main disconnect switch is turned on and before the main contactor is activated, the controller may still work.
Before you do this, it looks like the 1238 has an ignition switch/HV relay controlled tap to pin 1 of the controller. This may be a HV feed to an internal controller precharge system. You can test this, if you can do it safely and carefully, by measuring for HV between the lead to pin 1 on the controller and B-, with the ignition switch/HV relay cycled on and off. Do this initially with the batteries and other parts of the system connected EXCEPT for the main contactor. Again, only do this if you can do it safely and carefully.
It's interesting that Curtis would switch to an external precharge system(if this is the case) in a presumably later model controller, the 1239.
It has a dedicated parameter to enable / disable precharge.The KSI input provides power for all low power control circuits. This includes the microprocessors,
power supply outputs, power for the digital and PWM driver outputs, the power-capacitor
precharge (before main contactor closure). Battery voltage is sensed on the input for the VCL battery
Where to buy ?If you use AC induction/asynchronous motor, you can consider using our controller.
View attachment 134283
That's great, but where are the prices / ordering information ?We will ship controllers from China. You can add my contact information.