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DJI P2V+ ESC Board - Troubleshooting & Repair P. Harden 1/7

The Handiman’s Guide to the DJI V.2 ESC
Theory, Troubleshooting, and Repair
by Paul Harden

Introduction. This guide is the result of repairing Motor Commutation Sequence

several DJI V.2 ESC (Electronic Speed Control) Winding 1 2 3 4 5 6 .
A POS POS FLOAT NEG NEG FLOAT
boards suffering premature failures and repaired at
B FLOAT NEG NEG FLOAT POS POS
the component level. It is shared for those desiring to C NEG FLOAT POS POS FLOAT NEG
do the same. It contains some basic theory of Windings
operation, ESC board replacement, trouble- ON AC AB CB CA BA BC
OFF B C A B C A
shooting steps, oscilloscope waveforms, the
schematic diagram (reverse engineered), and PCB POS
parts layout.
A NEG
Basic Theory of Operation.
The motors are 3-phase motors with 3 sets of coil B
windings DJI labels A, B and C. The electrical symbol
is shown in Fig. 1. In reality, there are 12 coils and 14 C
fixed magnets as shown in Fig. 2. The “A” motor
winding is actually four orthogonal windings, as are Windings ON: AC AB CB CA BA BC
the “B” and “C” windings, offset by 30 degrees. It
takes 168 steps (12 x 14) for one motor revolution. Fig. 3 – Commutation Sequence
These are “outrunner” motors, meaning the
outside sleeve with the fixed magnets is what rotates The 8051 microprocessor unit (MPU) on the
(the rotor) and the coil windings are fixed (stator), ESC board converts the PWM motor control signal
wired direct to the ESC, for a brushless motor. into the six sets of sequential motor drive signals.
Fig. 3 shows that two windings are energized (ON)
Motor windings (stator) and one is OFF at any given instant.
Fixed magnets N 30°
MOTOR (rotor) S S The MOSFETs High side
(2312 or sim.) - source
N A
N turn the selected
B C
C A
C B S
windings ON and
S +
+A - + A-
OFF. They convert the ON A
C
B
Common N B - C
N 3v MPU drive signals + –+ B OFF
point
C B into the battery 11v OFF –
S A S
C B A + high current drive for
Motor Drive Signals A N N the motor windings. ON
S
DJI V2 ESC BOARD Common
Only winding A wiring shown
point
Two MOSFETs are Low side
sink
turned ON at a time to
Fig. 1 – Electrical diagram Fig. 2 – Mechanical arrangement
of 3-phase motor and ESC of motor, coil windings and rotor r o u t e t h e c u r r e n t Fig. 4 – Current flow for sequence
2, windings A and B energized.
through two motor
The idea is to energize a coil winding positive windings at a time. Fig. 4 shows the case of windings
(POS=N pole) as it approaches a south (S) magnet, A and B being energized (sequence #2) by Q13
and negative (NEG=S pole) as it approaches a north sourcing and Q12 sinking the current to complete the
(N) magnet pole to cause the windings and magnets circuit. Windings A and B are also energized in
to attract. This sequenced magnetic attraction is sequence #5 by Q11 as the source and Q12 the sink to
what makes the motor rotate. It is the job of the ESC reverse the magnetic polarities of the two windings.
to energize the windings, in the proper sequence and BEMF. Note that while windings A–B are ON,
polarity, to produce the motor speed, direction, and winding C is OFF or floating and generates a voltage
power desired. This 6-step sequencing of the pulse (called BEMF) that is used by the MPU to
windings is called commutation and shown in Fig. 3. derive the sensorless position of the stator and rotor
Each ESC board receives motor control signals to make any adjustments in motor speed or power.
from the Mai n Contro l Board/NAZA-M
controller. This signal is a pulse width modulated Oscilloscope waveforms on the following pages
(PWM) 400 Hz square wave. As the pulse width gets show this sequential commutation process in better
wider, more power is provided to the motors. detail or for troubleshooting purposes.
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DJI P2V+ ESC Board - Troubleshooting & Repair P. Harden 3/7

1 Testing and ESC Replacement Preparation

1) Remove props; remove P2V+ top cover for ESC board access; keep GPS cable plugged in; remove gimbal clamp.
2) P2V+ normal turn on: RC remote on, then P2V+ quadcopter battery on; motors off. Range extender not needed.
3) Check +11v ESC input voltage and +3.3v microprocessor (MPU) voltage.
FAIL: No +11v: Check battery and +11v and GND wires soldered to ESC. No 3.3v: Check U2 voltage regulator.

2 ESC Motor Control Inputs

The Main Control Board/NAZA-M issues separate motor control signals to each ESC board and motor based on the
throttle, yaw, and direction commands from the RC remote joy sticks. ESC motor control signals are 400Hz pulse width
modulated (PWM) square waves. The microprocessor (MPU U1) internal clock “counts” how long the pulse is HI to
control the speed of the motor from off ( <1mS or <40% duty cycle) to full throttle (about 1.8mS or 75% duty cycle). PWM
allows for precise motor speed control. PWM signal is on the 4-pin connector P1 and cable from the Main Control Board.

1) Oscope setup: Ch.1 2v/div; Ch.2 5v/div; sweep 1mS/div; trigger: Ch.1. PWM signal best seen at R2.
2) With motors off, PWM pulse width (PW) should be <1mS or about 37% duty cycle. (Fig. 5)
3) Turn on motors to idle. PW should be about 1.2mS or 47% duty cycle with motor drive signals active. (Fig. 6)
4) Increase motor speed. PW approaches about 1.8mS or 70-75% duty cycle at full throttle. (Fig. 7)
5) Turn off motors (leave P2V+ powered on). PWM returns to 37% duty cycle and motor drive A, B and C signals off.
FAIL: No PWM signal at R2 indicates a bad cable at P1 or a problem with the Main Control Board, not the ESC.

Motor Drive phases: “C” “B” “A” Microprocessor

Unit (MPU U1)
ESC control
cable (P1) R2 PWM LED
control input
+11v IN
(Battery)
R1 PWM Motor
GND ref control input

+3.3v voltage
MPU +3.3v regulator (U2)

Fig. 5 – P2V+ ON; motor OFF Fig. 6 – P2V+ on; motor on idle Fig. 7 – P2V+ ON; motor full throttle
PWM 37% duty cycle; no drive output PWM 47% duty cycle with motor drive PWM 72% duty cycle with motor drive
9765 9766 9767

Pulse
width

CH 1: PWM motor control input (at R1) CH 1: PWM motor control input (at R1) CH 1: PWM motor control input (at R1)
CH 2: Motor drive “A” CH 2: Motor drive “A,” “B” and “C” CH 2: Motor drive “A,” “B” and “C”

OK: 400Hz PWM signal at 37% duty OK: 400Hz PWM at 47% (about OK: 400Hz PWM signal at >70% duty
cycle (about 1mS) indicates P2V+ is 1.2mS) indicates ESC and motors at cycle (about 1.8mS) indicates P2V+
ready to fly (GPS, home point set, etc.) proper idle speed. speed control is functioning normally.

Fail: If no 400Hz PWM, check GPS Fail: If no motor drive output on phase Fail: If speed does not ramp up to full
cable and for 6+ satellites, ESC control “A,” “B” and/or “C,” problem is likely the throttle, there may be a problem in the
cable connected at P1, or possible MOSFETs for the failed phase(s) . commutation or BEMF sense circuitry.
failure of Main Control Board. Goto Step 3 - Motor drive signals Goto Step 5 - BEMF sensing
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3 ESC Motor Drive Signals

The Phantom 3-phase motor drive signals are the three motor wires soldered to the ESC board and labeled A–B–C. Only
two of the three phases are energized at a time to step the motor in the proper direction (CW or CCW) and desired power.
The MPU firmware converts the input PWM motor control signals into the 3–phase motor drive signals. These low-current
3v MPU drive signals are applied to an array of six MOSFETs to deliver the battery+11v high-current pulses required by
the motor windings.
A MOSFET is basically a semiconductor switch; ideally, it is either ON for full current flow, or OFF for no current flow.
They precisely deliver the appropriate power to the motor for the desired speed. Pulses are used to energize the motor
windings. Thus, each motor drive signal (A–B–C) are “bursts” consisting of narrow pulses for precise speed control. It is
important to note that each MOSFET drive burst powers the rotor to the next stator winding. Motors consist of 12 stator
windings and 14 rotor magnetic poles. It takes 14 motor drive bursts per winding to complete one motor revolution.
1) O-scope setup: Ch.1 10v/div; Ch.2 10v/div; sweep 1mS/div; trigger: Ch.1
Ch.1 to motor drive wire “A” (black) for the reference phase.
2) Turn on motor to idle. Observe 11v drive bursts on Ch. 1 (motor drive A)
3) Place Ch.2 probe on motor drive B channel (Fig. 8), then motor drive C (Fig. 9)
4) Observe proper phase sequencing between phases A–B and A–C; should be 120° (1mS at idle) apart.
5) Observe proper 3-phase sequencing at higher motor speeds.
NOTE: Since motor speed is constantly changing, triggering may be difficult. Try single sweep to capture waveforms.
FAIL: No drive burst on one or more motor drive lines is likely failed MOSFETs associated with the bad channel.
Blown MOSFETs are the main failure item on the ESC boards. A blown MOSFET is usually visibly destroyed.

Fig. 8 – Motor at idle; Phases A and B Fig. 9 –Motor at idle; Phases A and C
9783 9784
Ch 1: 10v/div
Ch 2: 10v/div +11v
Sweep: 1ms/div A A
Trig: Ch 1 +slope 0v
~2mS ~1mS

+11v
B C
0v

CH 1: Motor drive “A” CH 1: Motor drive “A”

CH 2: Motor drive “B” CH 2: Motor drive “C”

OK: Motor phase “B” and “C”drive bursts about 1mS and 2mS from drive “A” indicates the proper 120° phase
difference between the 3 phases. Whether “A” to “B” is 1mS or 2mS depends if a CW or CCW motor.
Fail: If one (or more) of the phases is missing, most likely a MOSFET failure.
If not 120° between A,B and C, or phase not stable (jumping around), possible failure of BEMF rotor
sensing. Goto Step 5.

Motor Drive phases: “C” “B” “A” Microprocessor

Unit (MPU)
ESC control
cable (P1)

+11v IN
(Battery)

GND ref

MOSFETs
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4 MOSFET High- and Low-side Switching

OFF
In Fig. 10, Q13 is the high-side switch (connected to +11v) ON High side
High side
switch
and Q12 is low-side switch (connected to ground). source
However, the low- and high-side MOSFETs on the same
winding are never turned on at the same time. Fig. 11 ON C
shows the normal current flow used to energize two A
+ –+ B OFF
windings, in this case, A–B. ON
–
OFF OFF

The high-side switch (a P-channel MOSFET) is turned on ON

to provide the battery +11v to the proper winding pair; the Low side
switch Low side
low-side switch (N-channel MOSFET) sinks current to sink
ground, modulated with the speed control drive pulses.
Fig. 10 –High-side and Fig. 11 –High and Low side
Checking these inputs with the associated motor drive Low-side switching switching to energize
outputs can isolate a bad MOSFET. two windings

1) O-scope setup: Ch.1 10v/div; Ch.2 10v/div; sweep 1mS/div; trigger: Ch.1
2) Turn on motors to idle. Place Ch. 2 probe on Motor Drive “A”
3) Ch. 1 probe, check gate input pin 4 on Q9, Q11 and Q13 for high side drive signal (Fig. 13)
4) Ch. 1 probe, check gate input pin 4 on Q8, Q10 and Q12 for low side drive signal (Fig. 14)

Fig. 12 –Low and Hi side gate drive Fig. 13 –Hi side and motor drive Fig. 14 –Low side and motor drive
9772
9788 9805 9806
Q8-4
Q10-4
Q12-4

Q9-4
Q11-4
Q13-4
BEMF BEMF
Drive pulses

CH 1: Low-side drive “A” (Q12-4) CH 1: Low-side drive “A” (Q12-4) CH 1: High-side drive “A” (Q12-4)
CH 2: High-side drive “A” (Q13-4) CH 2: Motor drive “A” CH 2: Motor drive “A”

OK: Motor phase “B” and “C”drive bursts about 1mS and 2mS from drive “A” indicates the proper 120° phase
difference between the 3 phases. Whether “A” to “B” is 1mS or 2mS depends if a CW or CCW motor.
Fail: If one (or more) of the phases is missing, most likely a MOSFET failure.
If not 120° between A,B and C, or phase not stable (jumping around), possible failure of BEMF rotor
sensing. Goto Step 0.

FAILED ESC BOARD Ver. 2

ID Burned or
A failed ESC board is usually caused by damaged
the failure of one or more MOSFETs. A wiring
MOSFET usually fails from excessive
current (often caused by shorting out
internally), creating excessive heat. The Visibly
MOSFET chip(s) will usually show signs destroyed
of excessive heat or being “burned,” and MOSFETs
often easy to spot. Damage to the printed
circuit board may also result.
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5 BEMF Sensorless Rotor Sensing

Fig. 15 –BEMF sampling
The motor drive signal to a winding, when the low-side MOSFET is ON, is a 9806
burst of numerous pulses for precise speed control. When that MOSFET turns Drive
Pulses
OFF, that drive line is floating. However, the rotor magnets are still moving, and READ
moving past the floating winding, now acting as a generator (producing a BEMF
voltage) and inducing the drive pulses from the two other active windings. This
induced voltage is called the back electromagnetic force voltage, or BEMF. The
MPU uses the BEMF voltage from the 3 motor drive lines to determine exactly
where the rotor is in relation to the windings and adjusts the speed, up or down,
as needed. This technique is called a sensorless motor, as no physical sensors
are used to determine the position of the rotor. Fig. 15 shows the winding drive BEMF
MOSFET MOSFET PULSES
pulses when the MOSFET is ON, and the induced BEMF pulses while the ON OFF
MOSFET is OFF, and the period of time BEMF pulses are “read” by the MPU.

The 3 BEMF sensor voltages, about 11v, are applied to voltage dividers R7-R3 (A winding), R5-R4 (B), and R9-R11 (C) to
form 1v BEMF pulses for the MPU (a 3.3v device). However, this voltage is not referenced to ground, but to the common
node of the windings (the junction of the 3 windings - which has no electrical connection). The 3 BEMF voltages are
summed together by R10, R6 and R8 and applied to the MPU for determining the common node voltage and the reference
voltage (Vref) to a voltage comparator internal to the MPU. This comparator, and varying Vref, is a zero-crossing detector
of the BEMF, effectively removing the BEMF “ramp” for accurate rotor position determination.

BEMF feedback is an important function of the ESC in properly controlling the speed and power control of the motor. With
this scheme, speed and power adjustments are being applied to the motor constantly. If you’ve wondered how the Phantom
can hover in place “solid as a rock,” this is why. The motor speed is being checked and corrected constantly and several
times within one motor revolution. BEMF is disabled during motor start up until idle speed is stable.

1) O-scope setup: Ch.1 5v/div; Ch.2 1v/div; sweep 400uS/div; trigger: Ch.1
Ch. 1 to motor drive “A” signal
2) Turn on motors to idle. Place Ch. 2 probe on Motor Drive “A”
3) Ch. 1 probe to junction of R7–R8, drive “A” BEMF (Fig. 16)
4) Ch. 1 probe to junction R6–R8, BEMF common node sum (Fig. 17)
5) Repeat step 3 for drive and BEMF “B” (R5–R6) and “C” (R9–R10)

Fig. 16 –BEMF Voltage Divider Fig. 17 –BEMF Common Node Sense

9794 9795

CH 1: Motor drive “A” CH 1: Motor drive “A”

CH 2: BEMF, junction of R7-R8 CH 2: BEMF sum, junction R6-R8

OK: BEMF feedback sensing and the MPU are functioning normally
Fail: If one of the BEMF signals is missing or incorrect (unlikely) with the motor running, check the
resistors in the associated voltage divider network. If BEMF OK at the MPU, it may be a failure in the MPU
firmware. Lastly, turn off motor and move rotor by hand for smooth, consistent rotation. Any unusual
resistence could indicate a bad bearing or debris (dirt, sand) in the motor.
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6 The LEDs Fig. 18 –PWM LED Control Signal

The Main Control Board/NAZA-M controller issues separate LED Pulse width Duty Cycle LED color
control signals to each ESC board for illuminating the Phantom
500uS 50% LEDs OFF
status LEDs on each arm. The LEDs are physically mounted on the
400uS 40% Yellow
underside of the ESC boards. LED control signals are 1000Hz pulse 300uS 30% Green
width modulated (PWM) square waves. The microprocessor (MPU 200uS 20% Red
U1) internal clock “counts” how long the pulse is HI to determine
which color LED to illuminate. See Fig. 18. There are three green and three red LEDs on each ESC/arm. The MPU
activates one output port line for the green LEDs, another port for RED, and both ports for YELLOW. These port signals
are buffered by transistors Q1 (0v=LED on). The LED PWM signal is on the 4–pin connector P1 and cable from the Main
Control Board. LED blinking and blinking rate is controlled by the Main Control Board, not the ESC.

1) Oscope setup: Ch.1 2v/div; Ch.2 - not used; sweep 1mS/div; trigger: Ch.1. PWM LED signal best seen at R1.
2) Turn on PV2+. In NAZA-M mode, LEDs will flash yellow, green-red while searching GPS, and finally green with
6 satellites (ready to fly). This is ample time to observe the LED PWM changes for the three different colors.
3) Check Q1-3 and Q1-6 for collectors going LO (0v) to turn on respective LEDs.

Fig. 19 –Motor off, LEDs OFF Fig. 20 – LEDs blinking GREEN Fig. 21 – LEDs blinking RED
9790 9790 9792 9791 9793

CH 1: LED CTL, R1 CH 1: LED CTL, R1 CH 1: LED CTL, R1

CH 2: None CH 2: None CH 2: None

Green LED +11v Microprocessor

current limiter R32 Unit (MPU)
ESC control
cable (P1)
LED PWM
input
+11v IN
(Battery)

GND ref Q1 LED

Drivers

Red LED +11v

current limiter R31