Nissan Leaf Traction Inverter
The traction inverter is the middle unit on the Nissan Leaf drive stack. It takes high voltage DC from the PDM and creates the 3-phase drive current in the motor
The idea behind this post is to collect as much information as possible on this component on the mechanical, electrical and software interfaces.
Electrical interface
The inverter is driven by 12 V and consumed around TBD A during full operation.
The high voltage inputs contains a considerable ammount of capacitance and should not be connected to the battery without pre-charging first.
Connector
The main signal connector on the Gen2 80kW inverter seems to be a proprietary connector. There are indications that the same has been used for the Toyota Prius Gen3 inverter and has the Toyota part number G9260-47010. I will try to order one and confirm this. (See referenced post on openinverter forums)
Nissan Leaf Gen2 inverter signal connector
| Part | Inverter (Male) | Wire Harness (Female) |
|---|---|---|
| Housing | TBD | Toyota G9260-47010 |
| Terminal 1-45 (small) | TBD | TE 1612290-1 |
| Terminal 46-49 (large) | TBD | Yazaki 7116-4025 |
Pinout:
Nissan Leaf Gen2 inverter signal connector pinout
Not all pins are populated
| Pin | Name | Descriptions |
|---|---|---|
| 1 | TBD | TBD |
| 2 | TBD | TBD |
| 3 | TBD | TBD |
| 4 | TBD | TBD |
| 5 | TBD | TBD |
| 6 | TBD | TBD |
| 7 | TBD | TBD |
| 8 | TBD | TBD |
| 9 | TBD | TBD |
| 10 | TBD | TBD |
| 11 | TBD | TBD |
| 12 | TBD | TBD |
| 13 | TBD | TBD |
| 14 | EV-CAN High | TBD |
| 15 | EV-CAN Low | TBD |
| 16 | TBD | TBD |
| 17 | Resolver S2 | TBD |
| 18 | Resolver S4 | TBD |
| 19 | Resolver R1 | TBD (Excitation coil?) |
| 20 | Resolver S1 | TBD |
| 21 | Resolver S3 | TBD |
| 22 | TBD | TBD |
| 23 | TBD | TBD |
| 24 | TBD | TBD |
| 25 | TBD | TBD |
| 26 | TBD | TBD |
| 27 | Resolver R2 | TBD (Excitation coil?) |
| 28 | TBD | TBD |
| 29 | TBD | TBD |
| 30 | TBD | TBD |
| 31 | TBD | TBD |
| 32 | TBD | TBD |
| 33 | TBD | TBD |
| 34 | TBD | TBD |
| 35 | TBD | TBD |
| 36 | TBD | TBD |
| 37 | TBD | TBD |
| 38 | TBD | TBD |
| 39 | TBD | TBD |
| 40 | TBD | TBD |
| 41 | TBD | TBD |
| 42 | Ignition | Connect to Battery+ when ignition is on. |
| 43 | TBD | TBD |
| 44 | Motor Temp GND | TBD |
| 45 | Motor Temp | TBD |
| 46 (large) | B+ | Battery+, fused with 10A |
| 47 (large) | B- | Battery-, connect to GND |
| 48 (large) | B+ | Battery+, fused with 10A |
| 49 (large) | B- | Battery-, connecto to GND |
Since the high power 12V supply is fused with 10 A, 1.5 mm2 should be enough.
Interlock
The inverter contains an interlock circuit that will break a connection if the top lid of the inverter is opened. They are connected to pins TBD of the signal connector
CAN interface
The PDM is connected on the EV-CAN network which is a standard ISO 11898-1 CAN bus with 11-bit identifiers and 500 kbit/s baudrate. For more detailed information on the bus and it’s messages, see the EV-CAN post.
To keep the inverter happy, there are 3 can frames that needs to be sent periodically
- ID = 0x11A
- ID = 0x1D4
- ID = 0x50B
Start procedure
- Switch on 12V power
- Initiate CAN communication
- Start pre-charging
- Connect HV-power
Stop procedure
- Request 0 Nm of Torque
- Disconnect HV-power
- Switch off 12 V power.
Cooling
The inverter needs coolant flowing through the cooling circuit. More info TBD
References
- Service manuals found at: NicoClub
- Reverse engineering 8Dromeda
- openinverter forums: (Prius) Gen3 inverter connector