1/24/2024 0 Comments Mpps v18 украина![]() The plus is direct connected to the + terminal of the upper contactor. The minus is the connection on the current sensor. I can tell you also the HV measurement part is supplied by the whole serial voltage of all 3 stacks. It only open the K元0C loop and also the Interlock loop.Ĭonnect CAN Bus on EV_CAN Low and High and add a 60 Ohm resistor as the Multiplexer (or OpenPort 2.0) and also the BMS on the EV-CAN pins do not own the necessary 120 Ohm termination resistors inside.īy the way the idea of junk yard mode is rubbish, because the CRASH_IN pin es even not connected at all on ED3 There is a hidden electrical damage, which need to be corrected to be save on this.Īlso the Current Sensor which need to be disconnect is a need by saving it for becoming destroyed by the issue of the brownout or better coming back of the battery stacks during charging.Īlso the P18051C is not related to the stacks and 0V cells at all The situation of a not defined status by discharged batteries and cells cause an issue on a internal power supply (and read out of the system) as soon you power up the main part of BMS in the unhealthy condition again. By the way you can override the Pyrofuse to charge the battery. By this way in case of emergency the BMS is locked down. +12V on G4 (K元0C) as this pin is the supply of the upper pins of the contactor coils coming indirect via pyrofuse. Crossing my fingers this is not the case for Vincent Rapide I would caution against Junkyard packs in general, unless you can get some kind of guarantee that it came out of a still moving/driving/etc car! "Grade A" may be based on appearance only in my experience. Most if not all airbags deployed smart ed's are going to have a dead hv om what I can tell. BUT You are still taking the big risk that it dies while sitting (several month auction process). The only metric you can go by is "runs & drives", or go look in person if/when possible. You'd have to see the part of the dash further towards the center, which I've never seen in Copart dash photos. Either way, you can't see the battery charge indicator area (range remaining). Occasionally you might see the dreded hv system workshop message on the dash, but usually the photo is zoomed in on just the odometer. Unfortunately they usually take a photo of the odometer only, and on the smart ed that part of the dash tells you nothing. In salvage auction photos you (typically) CAN'T see if the smart HV battery is still holding a charge. You would be free to choose a voltage range and run whatever BMS would match your series/parallel cell arrangement. One benefit would be that you could use any hv batt that you wished: lead-acid or any Li-Ion chemistry you choose. The smartED is such a unique ev that we should work to perfect this solution. I have not reached this level of desperation where I would remove my smartED inverter and replace its logic board with an open-sorce board, but that day may not be far off. Or you could use a Prius inverter/open source board instead but this is much more powerful than we need for our little 80hp motor. ![]() Ok, the o/s inverter control boards already exist so we just need to choose one that would best run the smartED MOSFETs in the smart inverter. The answer here is to create an 'open-source' inverter control board that can run the smart inverter directly, no 'permission' from Daimler needed. This thread shows the endless battle ahead for owners who run afoul of the security constructs of Daimler, Inc. ![]()
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