My dude let me send you a prius inverter before you blow up anything else expensive. Pay for shipping and I'll take care of everything else since you are footing the bill here for all the other major expenses. I'm more than happy to help you get going with it as it's no more complicated than any other controller. My number is 712-420-0093, give me a call and we can get things setup.
Another ESC bites the dust... in a hellfire inferno
- Thread starter AlexLTDLX
- Start date
those inverter thingies need some openinverter controller to get things going ?
Home - openinverter.org - Open Source AC motor inverter
openinverter.org
The type of performance from an ESC you are looking for guys, can be found in the Tesla model 3 inverters, ability to handle 1000A at 400V. Have a look at the inverter tear-down which is also being used in the plaid model. This will give an idea of the build quality needed to handle these high amperage on the ESC circuit board layout. It would be good to have a tear-down of the TMM 80063-3 ESC to find its real current handling capabilities.
Advertised does not necessarily mean what it can handle, wished someone has done a tear down on it on youtube.
Of course not. At this point I've blown up four ESCs - all of them were being run within their ratings. And at this point I think I know (or have an idea) what caused each failure. However, the trampa vesc has 900 amps worth of mosfets on the output. Yet they only rate it for 300.
EV inverters are a different beast. They typically require sensored motors but not always, and most of them can't handle the electrical RPM we're looking at. That doesn't mean one can't be adapted, but it also doesn't mean that they're any better or worse than the high end industrial grade ESC we're moving to. In our cases, unique challenges are cropping up which largely have never been considered. For example the effect of long motor cables versus the effect of long power cables. Long power cables have a known issue, long motor cables are still more of an unknown at this point. I can tell you that the two guys with working e turbos (wb projects & myself) have had the same issue with long motor cables or so it appears at this point in time. Right now there are some pretty good guesses as to what the causes are, but they haven't been isolated in the real world yet.
EV inverters are a different beast. They typically require sensored motors but not always, and most of them can't handle the electrical RPM we're looking at. That doesn't mean one can't be adapted, but it also doesn't mean that they're any better or worse than the high end industrial grade ESC we're moving to. In our cases, unique challenges are cropping up which largely have never been considered. For example the effect of long motor cables versus the effect of long power cables. Long power cables have a known issue, long motor cables are still more of an unknown at this point. I can tell you that the two guys with working e turbos (wb projects & myself) have had the same issue with long motor cables or so it appears at this point in time. Right now there are some pretty good guesses as to what the causes are, but they haven't been isolated in the real world yet.
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WB projects
Active member
Why do you think caused the failures?
The Chinese units were just rated in Chinese Volts and Amps - in other words, their ratings were complete nonsense. The APD failures had more to do with the ultra-compact design in a metal housing without conformal coatings on the boards coupled with component or assembly issues. The little one (the HV unit) popped a ceramic SMD input capacitor; it was likely a faulty part. One failure mode of those types of capacitors is the dielectric between the layers cracks. Then you can have a short, or the makings of a short through carbon tracking. That one worked well for a few tests, but when powered up the last time with no load applied, that little capacitor simply failed. It also could've had a voltage rating right on the edge. The UHV unit - the bigger one - looks to have had a fault in the MOSFET section - either a faulty part, some piece of debris inside the case, poor soldering or something similar. However, there is a strong possibility that in both cases, conformal coating could've possibly solved the issue - the HV unit's capacitor would've had more structural integrity; the same with the UHV unit. Conformal coating can keep the parts together (though not ideal); it certainly would've protected it against a piece of debris in the case. In any event, having circuit boards with extremely high power densities in tiny metal cases where plasma arcs are entirely possible without adequate isolation (and arc suppression strategies - the resin-bonded, silica impregnated linings or something similar) can lead to the disaster you saw.
WB projects
Active member
It's sad to have a beautifull ESC and at the same time so dangerous 
I've got a new theory after watching the meltdown video again. It is possible to wire a motor such that 2 phases are pushing in the correct direction and the other is pushing backward. This results in the motor running in the correct direction but consuming far far too much power. With your LTO's, you have thousands of amps at your disposal and these devices have very little resistance. So when a problem occurs such as an overcurrent event the controller has very very little time to try and shut down before things get smoky. Once the arc is lit you need very little voltage to maintain the arc(just like in welding), and fuses are only meant to protect the wire not the device. 
WB projects
Active member
Is the capacitor not supposed to smooth the current?