Battery: Stellantis eCMP (Citroen, DS, Opel, Peugeot)
Caution
Working with high voltage is dangerous. Always follow local laws and regulations regarding high voltage work. If you are unsure about the rules in your country, consult a licensed electrician for more information.
To use the eCMP battery in stationary storage, the BMS needs to be isolated to keep contactors engaged. This requires opening the battery, exposing yourself to 400V. Only proceed with this battery if you are OK with High Voltage work. For the full procedure, see this section of the wiki
The following eCMP ( Peugeot, Citroën, DS, Opel/Vauxhall ) batteries are currently supported
- Citroen ë-C4 (2020-) ✔️
- DS DS3 (2020-) ❓
- Opel/Vauxhall Corsa-e/Mokka-e (2019-) ✔️
- Peugeot e-208/e-2008(2020-) ✔️
The same Stellantis eCMP platform integration can be used for some Toyota/Citroen/Fiat/Opel/Peugeot/Vauxhall van batteries. These batteries come in 50 and 75kWh sizes. It is still unclear what packs work, and which require more integration. It is also unclear what specific platform these batteries are.
- Toyota Proace / Proace Verso Electric ✔️
- Citroën e-Jumpy / e-SpaceTourer ✔️
- Fiat Scudo / Ulysse Electric ✔️
- Opel (Vauxhall) Zafira / Vivaro ✔️
- Peugeot Expert / Traveller ✔️
- Maybe more, feel free to add
Work in progress, values not valid yet
- Peugeot e-3008 III (e-P64, 2024–present) ❓
- Peugeot e-5008 III (e-P67, 2024–present) ❓
- Opel Grandland II (2024–present) ❓
The 50kWh car battery weighs approximately 350kg
The 50kWh VAN battery weighs approximately 382kg The 75kWh VAN battery weighs approximately 534kg
The 50kWh battery (108 2x cells) has an operating voltage between 356 and 448 VDC (108 double cells x 3.3 - 4.15V)
The eCMP platform comes in three different physical sizes, A, B and C type:
| Designation | Type | Models | Length (mm) | Width (mm) | Height (mm) |
|---|---|---|---|---|---|
| A | eCMP L1 | eP2JO (Corsa-e), eP21 (208), eD34 (DS3), eP2QO (Mokka) | 2090 | 1280 | 280 |
| B | eCMP L2 V1 | eP24 (2008) | 2145 | 1280 | 280 |
| C | eCMP L2 V2 | eC41 (C4) | 2145 | 1280 | 280 |
For this battery type, use the option called "Stellantis ECMP battery" under the "Battery Protocol" setting
There are High Voltage Interlock (HVIL) connections that need to be seated on the battery. Depending on which battery you get, there will be multiple pins to jumper.
Example of jumpered HVIL on unused HV connector
To disable completely the HVIL, just short the 2 wires from the BMS connector:
The following pinout has been reverse engineered on an ë-C4
| 1 | green | CAN H | (Connect to Battery Emulator CAN H) |
| 2 | white | CAN L | (Connect to Battery Emulator CAN L) |
| 5 | yellow | 12V WAKE UP | (Connect to permanent 12V) |
| 6 | green | Crash signal | (Connect to permanent 12V) |
| 7 | red | 12V permanent | (Connect to permanent 12V) |
| 10 | grey | 12V permanent | (Connect to permanent 12V) |
| 11 | yellow | HVIL | (Connect to pin 12) * |
| 12 | pink | HVIL | (Connect to pin 11) * |
| 14 | light grey | GND | (Connect to GND for the 12V feed) |
This platform shares its low voltage connector with the Stellantis SMP platform
Did your battery not come with all the required cables/plugs? No worries, here are the part numbers and purchase links!
High voltage connectors: https://a.aliexpress.com/_EImj7ZG
Class-Y Capacitors 10NF 400V: https://a.aliexpress.com/_EH7Rw0k
- Low voltage connector: 27ZRO-B-1A (unverified)
- Pins 0.3 to 0.5 mm
$^2$ : SZRO-A021T-M0.64 - Pins 0.75 to 0.85 mm
$^2$ : SZRO-A031T-M0.64 - Dummy Plug: WPHDP-H-1A-H
Caution
Working with high voltage is dangerous. Always follow local laws and regulations regarding high voltage work. If you are unsure about the rules in your country, consult a licensed electrician for more information.
The eCMP BMS performs real time insulation monitoring. When installing the battery to a stationary storage system, the solar inverter will start to perform insulation monitoring. This means the vehicle monitoring is no longer required, and unfortunately on the eCMP this monitoring will incorrectly detect leakage and open contactors after 1 minute when in use.
To get around this issue, we need to disable the insulation monitoring on the BMS. The only known way at this stage is to open up the battery, and insulate the BMS grounding points. This effectively disables the isolation monitoring from interfering with the contactors
To perform this, open up the battery and locate the BMS. Isolate the part circled in red.
On this PCB inside the battery, place 2x Y capacitors 10nF between:
- BAT+ and GND
- BAT- and GND
Alternatively, the same capacitors can be installed on the OUTSIDE of the battery, for a much safer install, not requiring dismantling the contactor box
CAN needs to be on separate GND plane compared to inverter. Use a CAN opto isolator, or a board that has isolation between CAN chips like for instance the LilyGo T-2CAN. You can also add a CAN Bus isolator, links in the Lightning strike wiki page
Under the "More Battery Info" page you can run collision unlock, contactor stuck unlock, and isolation error unlocking procedures. Remember to press the "Open contactors" button via the main page before running these requests, otherwise they wont work.
How to deal with red screens:
If you have this red screen, check if you did connect the main contactors box (the second one is not needed, it's only used for DC charging) Also you might have stored errors in BMS. When trying to clear the codes you MUST press multiple times the buttons (the commands are not always executed successfully so you need to press them more than once). Then reboot BE and do a hard reset (cut 12V then turn on again)
Can Logs can be found here: https://drive.google.com/drive/folders/1S-Nf0dN5nZi71HhXIoM3GTydEk_VHHuM?usp=drive_link