7.2kW Inverter - Pro Power Onboard 9.6kW - Technical

[ZSC100]

Regarding the recent thread: https://www.f150lightningforum.com/...ot-more-besides-the-outlets-and-wiring.36584/

I was the one who created the original: https://www.f150lightningforum.com/...g-pro-power-onboard-9-6kw-inverter-oem.15816/

I have a local university working on a bigger Lightning Battery project and they are trying to get the 7.2kW ProPower inverter working. We are getting this DTC which relates to the AC Power Outlet Box in the bed LIN signal not present.

We tried to connect my 2.4kW Pro Power AC Power Outlet Box to it, but no dice. I'm assuming the LIN Frame Identifier is different. I have a LIN USB Adapter on order to check this (How do I not have this yet?).

But, I'm curious if @Jesse-Infotainment can comment on the configuration differences that might be at play in making a 2.4kW ProPower truck work and display correctly for a 9.6kW ProPower truck.

Here is a wiring diagram for reference:

I dumped a 22 XLT 312a config into the APIM and it still shows 1200W on A and B, where it should be showing 3400W (I think).

I can't imagine this value (max scale) is being actively sent over the CAN bus. Any insight into any of this is appreciated. I will be putting together a DIY go by eventually to help people add this to their trucks if I can get everything figured out.

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[hturnerfamily]

3600w for each A and B side of 240v power

- the DTC references the word 'Converter', which sounds more like the opposite: A/C to DC power into the battery(which is what takes a/c power in from our Charge Port J1772 and 'converts' it to DC Power), although it's certainly true that 'terminology' is not always the same, one profession to another

- when I added 'Adaptive Cruise/Lane Centering' to my PRO SR, requiring a front-bumper Radar device, new front wiring harness, and coding/programming changes via Forscan, yes, it's very in-depth for all the changes that have to be made for the software/system to 'recognize' these new devices, wiring paths, and how the truck then translates/adds those to the Driver and Center Screens, as well as how the steering wheel buttons now operate.(full thread on this back in June 28 2023 - attached)

You are adding a new 'feature' to the truck, as well as HARDWARE, devices, equipment, etc, and likely with similar Forscan changes... but, I can't help you with the software issues, as I actually simply followed someone else's previous successful attempt, after they had 'figured it out' on their own - plenty of folks smarter than me!

 

[ZSC100]

I helped pioneer that ACC and LKA w/centering mod Good times, geeze we're(our trucks) getting old. I have 150kmi on my truck now and I still love it as much as the day I got it. Best truck I've ever owned and still feels like a brand new truck to me, coming from someone who isn't used to buying/owning new vehicles.

If you notice in the Wiring Diagram they call the 7.2kW Inverter module "DCACB"

That makes perfect sense as the smaller 2.4kW Inverter module is called "DCACA",, but, then in FDRS / FORScan they call the 7.2kW one GFM3. WTF Ford,, just like they call the on board charger SOBDMA, but in wiring diagrams and documents half the time call it BCCM.

I'm hoping @Jesse-Infotainment can shed a bit of light on the module configuration BS going on to make this work. Both the inverters have configuration memory, but the community has no info on them so we're basically at the mercy of just trying AsBuilts from different trucks till something works.

 

[Jesse-Infotainment]

@ZSC100

IM not sure what youre doing. Are you adding the second inverter or replacing the single inverter with the larger one?

The strategy is different in the PCM with the two inverters. The bed outlets are all powered by the 7.2 inverter. So if the linbus is not originating from the 7.2 for the bed outlets youll get that error. THe dual inverter setup splits the outlets.. all cab and frunk are the 2.4 inverter.

So You would need to redirect all bed outlets to the 7.2 inverter.

 

[ZSC100]

@ZSC100

IM not sure what youre doing. Are you adding the second inverter or replacing the single inverter with the larger one?

The strategy is different in the PCM with the two inverters. The bed outlets are all powered by the 7.2 inverter. So if the linbus is not originating from the 7.2 for the bed outlets youll get that error. THe dual inverter setup splits the outlets.. all cab and frunk are the 2.4 inverter.

So You would need to redirect all bed outlets to the 7.2 inverter.

Yes, trying to add the second inverter, the big one, the 7.2kW. I definitely see how the AC power is routed differently and I will handle that no problem, you're correct the LIN from the bed outlet box is connected directly to the small inverter on my truck. This has the little green button you can push to turn the inverter output on. I guess the part number for the 240v bed outlet box has something different in its LIN addressing, I've got one coming to test. Will have a LIN probe too so I can actually reverse engineer this soon.

What I am specifically asking of you that I can't figure out is how the APIM knows the scale of the meter. Someone just posted on the other thread that it is a setting in the PCM, I just looked in the configuration spreadsheet and that setting does not exist on the lightning. I did find a similar setting in the BCM. I'll play with that tonight and see if it changes anything on the APIM.

 

[Jesse-Infotainment]

Yes, trying to add the second inverter, the big one, the 7.2kW. I definitely see how the AC power is routed differently and I will handle that no problem, you're correct the LIN from the bed outlet box is connected directly to the small inverter on my truck. This has the little green button you can push to turn the inverter output on. I guess the part number for the 240v bed outlet box has something different in its LIN addressing, I've got one coming to test. Will have a LIN probe too so I can actually reverse engineer this soon.

What I am specifically asking of you that I can't figure out is how the APIM knows the scale of the meter. Someone just posted on the other thread that it is a setting in the PCM, I just looked in the configuration spreadsheet and that setting does not exist on the lightning. I did find a similar setting in the BCM. I'll play with that tonight and see if it changes anything on the APIM.

There is a config on the APIM to determine it.

7D0-02-03

xxxx

xx*x

xx--

7D0-03-03

xxxx

xx*x

xx--

 

[hturnerfamily]

wow, you guys are way over my head, but, that's o.k., as the rest of us appreciate your hard work!

Yes, agreed, with over 68,000 miles on this amazing machine, I still hop in and wonder at all the roominess, the smooth ride, the POWER when needed, and the technology that powers this wonderful beast... and, most folks riding along side don't even realize it's any 'different' than any other truck...well, until I'm suddenly past them, and out of view, before they know it : )

My tag plate "240 V" is a sure giveaway, although most not familiar with 'electricity' probably won't get it... that's o.k. I wouldn't want to stand out : )

circa 1987... Michael Jackson, and Toto, would be jealous...

circa 2022... 'Daddy' Jim "Ford" Farley should be proud...

 

[chl]

Yes, trying to add the second inverter, the big one, the 7.2kW. I definitely see how the AC power is routed differently and I will handle that no problem, you're correct the LIN from the bed outlet box is connected directly to the small inverter on my truck. This has the little green button you can push to turn the inverter output on. I guess the part number for the 240v bed outlet box has something different in its LIN addressing, I've got one coming to test. Will have a LIN probe too so I can actually reverse engineer this soon.

What I am specifically asking of you that I can't figure out is how the APIM knows the scale of the meter. Someone just posted on the other thread that it is a setting in the PCM, I just looked in the configuration spreadsheet and that setting does not exist on the lightning. I did find a similar setting in the BCM. I'll play with that tonight and see if it changes anything on the APIM.

The inverter that powers the front outlets (2.4kW) is not synchronized with the bed inverter (7.2kW) so they cannot be combined unless you run them through some kind of a synchronizing system.

The 240V bed outlets provide a split phase output. The front outlets are not in synch with either of the bed phases.

If that is what you are trying to do?

If the 2.4kW inverter were split phase, you'd see the 1200W 1200W display you show in your image - very strange.

How'd that happen - should be 3600W 3600W?

I suppose you are looking for the setting to change the bed inverters back to 3600 each?

I'd suggest you revert to the original 'as built' configuration if the truck had the 7.2kW.

If not, check the thread about someone who added the 7.2kW to a truck that originally only had 2.4kW.


Ooops, I misunderstood what was going on, sorry.

 

[ctuan13]

Regarding the recent thread: https://www.f150lightningforum.com/...ot-more-besides-the-outlets-and-wiring.36584/

I was the one who created the original: https://www.f150lightningforum.com/...g-pro-power-onboard-9-6kw-inverter-oem.15816/

I have a local university working on a bigger Lightning Battery project and they are trying to get the 7.2kW ProPower inverter working. We are getting this DTC which relates to the AC Power Outlet Box in the bed LIN signal not present.

We tried to connect my 2.4kW Pro Power AC Power Outlet Box to it, but no dice. I'm assuming the LIN Frame Identifier is different. I have a LIN USB Adapter on order to check this (How do I not have this yet?).

But, I'm curious if @Jesse-Infotainment can comment on the configuration differences that might be at play in making a 2.4kW ProPower truck work and display correctly for a 9.6kW ProPower truck.

Here is a wiring diagram for reference:

I dumped a 22 XLT 312a config into the APIM and it still shows 1200W on A and B, where it should be showing 3400W (I think).

I can't imagine this value (max scale) is being actively sent over the CAN bus. Any insight into any of this is appreciated. I will be putting together a DIY go by eventually to help people add this to their trucks if I can get everything figured out.

I'm no inverter or vehicle sys expert, but I just gotta comment, cause did you say "bigger Lightning battery project"??

Music to my ears and godspeed. The Lightning is definitely the ideal platform for prototyping an upgraded pack given just how easy it is to remove and install the entire pack as well as how easily the pack itself comes apart!

Keep us posted!

 

[ZSC100]

There is a config on the APIM to determine it.

7D0-02-03

xxxx

xx*x

xx--

7D0-03-03

xxxx

xx*x

xx--

Jesse, Number of Bars (NB)???

 

[RedTib]

@ZSC100 Assuming you figure out the software component (good job and thank you), how much were the parts and how would you rate the difficulty of install? Any special tools needed?

 

[ZSC100]

Yep, it is figured out and the install is fairly easy if you're handy with various automotive things like hoses, wires, bed removal, etc.

I'll be making a DIY post about it soon, but I recommend buying the 7.2kW inverter from eBay/salvage. The HV wiring harness you need is:
https://www.oemfordpartsdirect.com/oem-parts/ford-wire-harness-nl3z14290r

Here is a pic of the harness:

And the hoses are trivial, I mean so trivial, it literally just goes in series with all other modules under the bed. I wouldn't bother to OEM any of that. Just by repair snap on fittings and barb connectors.

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