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2011 bad inverter or motor?

August 16, 2018, 11:14 pm
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by mauiEVenthusiast (Posted Fri, 17 Aug 2018 13:14:50 GMT+7)
alozzy wrote:@mauiEVenthusiast Oops! Got my threads mixed up, thought you had a 2013. Glad you found the manuals for the 2011.


@alozzy Thank you, no worries. I am steadily reading through the 2011 manual between charge/ discharge cycles on a Prius battery Pack. Still not sure where to start, but having the detailed schematics is huge. Wondering how many of these codes will reset with Leaf Spy or if some of them are going to require the dealer Software to clear them...

I have found all the suspected failed components on Ebay so far... The owner of this car wants to get it going ASAP as his wife is turning in her leased leaf at the end of the month... Not sure if this is possible, but that is the goal...

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2016-2017 model year 30 kWh bar losers and capacity losses

August 16, 2018, 11:16 pm
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by johnlocke (Posted Fri, 17 Aug 2018 13:16:56 GMT+7)
On the 30 KWH battery, the twelfth bar doesn't disappear until you hit 80% SOH. Of course that was before Nissan did the LBC firmware update. Now we will have to wait for new reports of lost bars. Until Nissan details the change or we get sufficient data to empirically map the battery loss, all bets on when the capacity bars disappear are off. Nissan probably didn't change the mapping but there's no way to be sure at this point. The same goes for warranty replacement of the battery. It will take a couple of years to collect enough data points map the degradation of the battery with the new firmware. While I hope that the battery failures so far were the result of software errors and that my new battery will last 6 years, I ain't holding my breath.

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Eastern Washington state EV group (MCEVA)

August 16, 2018, 11:19 pm
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by Reddy (Posted Fri, 17 Aug 2018 13:19:29 GMT+7)
Reddy wrote:I know this is a very stale thread, but I will cross-post from ICEless in Seattle thread:

Feel free to show up for the DCQC grand opening (free food) at Noon, Thurs, Aug 2nd, 51 Firing Center Road, Yakima. From Ellensburg, drive the scenic highway 821 Yakima Canyon Rd to skip all the killer HILLS on I-82 and it drops you right at the intersection for the charging station. If you need/want a charge, plan on getting there at least an hour or two early. Be advised, it's HOT over here, so bring extra water. We always traveled with several frozen 2-liter bottles per person back in the days before A/C. Supposed to be 105F today, 107F tomorrow, but "cooling" to 95F by Thursday.

Also, PM me if you'd like to be added to my Eastern WA email list. There will additional grand openings later this summer/fall for the Richland, Pasco, Connell, Prosser, and North Bend stations. Once completed, rumor has it that the Governor will travel across the state in his Bolt EV.
Here's the next DCQC grand opening in Pasco:
You are invited to attend the Pasco Starbuck’s ribbon cutting event on Wednesday, August 29th at 11:00 a.m. at 2411 W. Court Street in Pasco for the electric vehicle charging station. Tom Logan, owner of the Starbuck’s, has a fabulous looking site including a solar canopy – quite a unique site for EVITA!

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ICEless in Seattle : Official Pacific NorthWest thread

August 16, 2018, 11:21 pm
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by Reddy (Posted Fri, 17 Aug 2018 13:21:30 GMT+7)
Here's the next DCQC grand opening in Pasco:
You are invited to attend the Pasco Starbuck’s ribbon cutting event on Wednesday, August 29th at 11:00 a.m. at 2411 W. Court Street in Pasco for the electric vehicle charging station. Tom Logan, owner of the Starbuck’s, has a fabulous looking site including a solar canopy – quite a unique site for EVITA!

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All "Future" battery technology thread

August 16, 2018, 11:35 pm
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by RegGuheert (Posted Fri, 17 Aug 2018 13:35:42 GMT+7)
University of Michigan researchers claim to have achieved a safe, fast elemental Li anode capability using a novel ceramic solid-state electrolyte: Did U Of M Come Up With Solid-State Battery Breakthrough?:
InsideEVs quoting the University of Michigan News wrote:“Up until now, the rates at which you could plate lithium would mean you’d have to charge a lithium metal car battery over 20 to 50 hours (for full power),” Sakamoto said. “With this breakthrough, we demonstrated we can charge the battery in 3 hours or less.

“We’re talking a factor of 10 increase in charging speed compared to previous reports for solid state lithium metal batteries. We’re now on par with lithium ion cells in terms of charging rates, but with additional benefits. ”

That charge/recharge process is what inevitably leads to the eventual death of a lithium ion battery. Repeatedly exchanging ions between the cathode and anode produces visible degradation right out of the box.

In testing the ceramic electrolyte, however, no visible degradation is observed after long term cycling, said Nathan Taylor, a U-M post-doctoral fellow in mechanical engineering.

“We did the same test for 22 days,” he said. “The battery was just the same at the start as it was at the end. We didn’t see any degradation. We aren’t aware of any other bulk solid state electrolyte performing this well for this long.”
This breakthrough reminds me of the presentation Dr. Jeff Dahn made about the issues of Li-Air batteries when compared to Li-ion. I wonder if Dr. Dahn's concerns are still valid or if the issues are now resolve (or mostly resolved).

I suspect one issue that cannot be overcome with this battery is low efficiency. According to Dr. Dahn's presentation, the difference in voltage involved in electroplating and electrostripping means the efficiency of the battery can never reach 80%. Depending on the other specifications, that may or may not be fatal when compared with Li-ion's round-trip efficiency of over 98%. I suspect some applications will require the higher efficiency while some may be able to withstand the additional losses IF some other specification is very compelling.

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Electrify America Network

August 17, 2018, 12:51 am
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by GRA (Posted Fri, 17 Aug 2018 14:51:53 GMT+7)
DaveinOlyWA wrote:
GRA wrote:Building a chain from the middle outwards rather than expanding from one or both ends in is not generally very useful, and as there aren't any other QCs in Oregon or Idaho that are listed as coming soon that would connect to this chain (or any major urban area where the cars it will serve are clustered), it does seem extremely odd to build here now.

Sounds like you need to apply at EA then!

If I could still hear well enough to interact with people verbally in a business setting, I could see doing that. As it is, unless it's written, forget it. I had some legal stuff to deal with recently, and I got about one word out of ten that the lawyer said (he tended to run his words together and not enunciate clearly, plus his voice was low-pitched enough that I mostly just got a rumble). Fortunately I had someone else with me who could give me the highlights later.

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GCC: Nearly 60% of all vehicle trips in US in 2017 were less than six miles

August 17, 2018, 1:03 am
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by GRA (Posted Fri, 17 Aug 2018 15:03:27 GMT+7)
RegGuheert wrote:
GRA wrote:Well, let's see. The Volt has an 18.4 kWh battery, the Bolt has a 57kWh battery, and the Volt has a base MSRP of $33,220, the Bolt $36,620, or $3,400 more.
Only a very shallow view would allow one to think this is a reasonable comparison because both vehicles have "Chevy" badges on them. The fact is that Chevrolet makes the ICE drivetrain for the Volt in-house while it purchases the ENTIRE drivetrain for the Bolt from LG. You only have to look at the battery in the Tesla Model 3 to see where battery costs and material efficiency actually are today.

That's why I did the analysis using actual costs and did not compare costs to prices (what you did).

The customers only care about price; how the costs are distributed isn't of any concern to them. You were the one who mentioned the Volt, so I just followed your lead; I couldn't care less that the Volt and Bolt both have Chevy badges, I was comparing the relative prices and benefits of the PHEV you mentioned to the only currently available, reasonably able to perform as sole car, semi-affordable BEV.

RegGuheert wrote:
SageBrush wrote:I owned a series of Prius and the Prime and think they are outstanding vehicles. Few people share my opinion.
In fact, the Prius Prime is likely the one shining exception to my comparison because Toyota's Prius platform is so refined that the costs and efficiency of the Prime make it a very decent compromise between costs and all-electric driving range in a PHEV.

Then the Ioniq with 29 miles AER @ a base MSRP of $24,950 ($11,670 under a base Bolt LT) is an even better compromise. Although Hyundai still needs to learn how to do handling, and the Prime does a better job of running on the battery only owing to its higher motor power. Advertising is also necessary - I don't think I've ever seen a TV ad for the Ioniq PHEV, unlike say Honda's heavy ad campaign when the Clarity PHEV debuted, and even Toyota's ad campaign for the Mirai was more extensive than Hyundai's for the Ioniq. As for the Prime, Toyota already had a large legion of loyal Prius customers who'd be interested, and they still advertised it heavily.

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Why is the LEAF pulling away from the Volt?

August 17, 2018, 1:24 am
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by GRA (Posted Fri, 17 Aug 2018 15:24:58 GMT+7)
RegGuheert wrote:Meanwhile, back on planet Earth, we see that BEVs outsold PHEVs by a MORE THAN a 2:1 margin in July in the US:
InsideEVs wrote:Pure Electric Car Market Share vs PHEV In July*

BEV – 20,111
PHEV – 9,403

*Based on estimates due to the lack of U.S. monthly sales reporting by Tesla and GM, as well as BMW i3 splits (BEV + REx).
Back on topic I must admit that my prognostications for the LEAF versus the Volt for this year have been completely wrong: Out of all the months in 2018, the Nissan LEAF only outsold the Chevy Volt in June, and that was only by a handful. (interestingly, the Volt is also outselling the Bolt this year.)

On planet Earth, what % of those BEVs were $49k and up, ~$13k over the average new car transaction price, and at least $9k over the $40k semi-affordable limit of the list? In other news, early adopters of expensive high tech have incomes which are disproportionately skewed above the median national average. People who buy premium-priced cars tend to be those who can afford them. Meanwhile,
Average New Vehicle Cost is $36,000+ And Loan Delinquencies Are Up
https://www.forbes.com/sites/davidkiley5/2018/05/30/average-new-vehicle-cost-is-36000-and-loan-delinquencies-are-up/#46fadcf51e84

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Official Tesla Model 3 thread

August 17, 2018, 1:43 am
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Official Jeep Wrangler PHEV topic

August 17, 2018, 1:48 am
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by GRA (Posted Fri, 17 Aug 2018 15:48:32 GMT+7)
Didn't find an existing topic - mods can move if there is one. Via IEVS:
Jeep Wrangler PHEV Production Inches Forward With New Announcement
https://insideevs.com/jeep-wrangler-phev-production-inches-forward/

. . . The upcoming Jeep Wrangler PHEV, which will be the first plug-in hybrid Jeep when it goes on sale in 2020, will be produced at the Toledo Assembly Complex.

FCA recently announced that a key component – the power electronic module for the Wrangler PHEV – will be produced in-house in its 54-year-old Toledo Machining Plant in Perrysburg, Ohio. . . .


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Leaf Spy and Leaf Spy Pro

August 17, 2018, 2:12 am
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by mauiEVenthusiast (Posted Fri, 17 Aug 2018 16:12:32 GMT+7)
Aloha from Maui, Thank you so much for developing Leaf Spy. I have Leaf Spy Pro v1.7.38, and I am working on a 2011 Leaf. Please excuse me if this is not the correct place to post this, I am a newbie on this forum.

It has a battery that was replaced just before the warranty expired. The previous owner was driving and one day had a bunch of warning lights come on & lost all power. After towing to the dealership, they stated that the car needed an inverter replacement & since the motor showed a slight fluid leak, they wanted to replace it as well. Their quote was over $12k for parts & over $2k for Labor...

These are the Powertrain codes I read with LeafSpy Pro;

P0AA0 00C4 EV/HEV QNRH Hybrid Batt. Positive Contactor EVC-141
P317A 00C0 EV/HEV Motor System EVC-247.
P0A1B 000A MOTOR CONTROL Drive Motor A Cntrl Mod TMS-46
P0C79 000A MOTOR CONTROL Drive Motor A Inverter Voltage TMS-70
P324F 000A MOTOR CONTROL Drive Motor A IGBT TMS-99

Now it seems to me that nothing will work if the P0AA0 Positive Contactor failure is the root cause of the other codes. Can the version of Leafspy Pro that I have (v.1.7.38) clear the P0AA0 code? I have found info that P0AA1 can be cleared with an updated version of LeafSpy, but I don't know which version that is. Looks like my App is up to date according to the App store on my device.

Thank you again

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Solutions to 12 Volt Batteries and Chargers Posted Here

August 17, 2018, 2:22 am
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by BrockWI (Posted Fri, 17 Aug 2018 16:22:17 GMT+7)
Where is the current plug, anyone have a picture?

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Hydrogen and FCEVs discussion thread

August 17, 2018, 2:37 am
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by GRA (Posted Fri, 17 Aug 2018 16:37:34 GMT+7)
FWIW (not much here, I'm sure), via GCR:
Commentary: Electric-car and fuel-cell advocates should agree...to agree
https://www.greencarreports.com/news/1118284_commentary-electric-car-and-fuel-cell-advocates-should-agree-to-agree

. . . Many our readers argue vociferously that the only green cars run on batteries alone—no, thank you, to range-extending gas engines, either.

Others seem to hold out for the hydrogen economy, with cars that can go more than 300 miles on a five-minute fill-up and use purely renewable energy from water—however far off that future might be.

So when we came across an old study from the University of California, Irvine, that compares the environmental impact of both technologies, it piqued our interest. Unfortunately, the study is no longer available online, but we were able to capture its two key charts to share.

Lots of studies, including this one, show that on a well-to-wheels basis—looking at the energy required and the emissions created to produce the fuel and drive the cars—battery electric cars emit about 50 percent less greenhouse-gas pollution as reflected in their higher MPGe ratings.

Still, many skeptics have expressed concern about the extra energy and pollution required to produce and recycle large, heavy batteries for electric cars.

Electric cars today are still new enough that the footprint of lithium mining is small, and few electric cars with lithium-ion batteries are old enough yet to feed a large battery recycling enterprise, which could provide better insights on the economic and environmental feasibility of battery recycling.

The 2014 UC Irvine study addresses these concerns by looking at the greenhouse-gas emissions of many types of cars, including battery-electric and fuel-cell cars, in two ways. The study examines pollution on a well-to-wheels basis, and on a life-cycle basis—looking from cradle to grave of production of the raw materials to build the car and drive it, then disposing of all of its components.

The study affirms that battery-electric cars are more efficient every mile they drive on a well-to-wheels basis. Looking at emissions on a life-cycle basis, however, it gives the advantage to fuel-cell vehicles.

Part of hydrogen's advantage, the study notes, stems from its inherent storage capabilities. Producing electricity from intermittent renewable energy sources such as wind and solar requires a way to store the energy for later use when a driver may need it to drive the car. (That's why hardly any engineers are working on practical, road-going sailing vessels or pure solar-powered cars without batteries, for example.)

The advantage in life-cycle emissions for fuel-cell cars in the study comes down to the need to produce additional batteries to store renewable energy for the grid or in homes to charge cars when they're parked—and when the sun isn't shining and the wind isn't blowing. Of course, many of these batteries are helpful in expanding the use of renewable energy for homes and businesses as well as cars.

Whether well-to-wheels or life-cycle analysis is more important, whether one technology is needed to serve as a transition to the other, or whether the two can usefully coexist, are all valid questions. Each technology has its advantages.

So far, the infrastructure to produce and distribute renewably produced hydrogen is embryonic at best. Even some large hydrogen suppliers don't want to get involved in the business of providing transportation fuels. So that clean hydrogen future may still be years or decades in the future, and electric-car supporters may have a valid argument that the world can't wait that long.

In the meantime, maybe we can all just agree—to agree.

As I'm often accused here of being a partisan of this or that AFV tech despite all the evidence to the contrary, just to make it crystal clear, that last bolded section also represents my own opinions. Many here disagree, and I don't ascribe any nefarious motives to their disagreement - reasonable people can arrive at different conclusions from the same evidence. It would be nice if that worked both ways.

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2012 vs 2015 Leaf - Debating on Purchase

August 17, 2018, 3:44 am
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by butch66 (Posted Fri, 17 Aug 2018 17:44:56 GMT+7)
Hi Everyone
Just joined the forum and really enjoy reading all of the info here. I bought a 2015 Leaf SV about two months ago and my wife and I love it. There is so much to learn about it because where I live is in northern Missouri and you just don't see EV's here. The Leaf I bought come from Georgia and had 39000 miles on it with 12 bars. Give $11500.00 for it. The car is in very good shape and had just half dozen small hail dents on it.

Good thing about it all is last year I had a 16 KW solar array put in and I have been charging this car for 0 dollars. I kept my 2012 Impala just so we could go longer distances. But me and the wife are both retired and we don't do any traveling.

Thanks for having such a great forum, there sure is alot of knowledge here.

Butch

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Using air conditioning to reduce battery pack tempature

August 17, 2018, 3:45 am
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by agt (Posted Fri, 17 Aug 2018 17:45:46 GMT+7)
A friend pointed me towards the Yazaki 7225-5302-51 assembly, which does seem to match what's in my 2016 S.

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TSLA corporate outlook

August 17, 2018, 4:05 am
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by LTLFTcomposite (Posted Fri, 17 Aug 2018 18:05:04 GMT+7)
In a related story there was news President Trump expressed interest in changing reporting periods for public companies from quarterly to semiannually. I'd think Tesla would benefit from that as would a lot of other companies, reduce short term thinking just a little, but ulterior motives will be assumed.

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Charger unit lights all flashing. Help please

August 17, 2018, 5:15 am
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by sanathnv (Posted Fri, 17 Aug 2018 19:15:53 GMT+7)
Hi

I'm also having the same problem where all lights in the Charger uni flashing. Can someone let me know how did you resolve the same.

Sanath

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Leaf 2012 won't start or charge [SOLVED]

August 17, 2018, 5:25 am
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by mauiEVenthusiast (Posted Fri, 17 Aug 2018 19:25:56 GMT+7)
I have been posting in another thread that I found about the car we got ( https://www.mynissanleaf.com/viewtopic.php?f=30&t=26343 ), but it seems like this thread may be more on point.

My friend who has several 2013+ Leafs bought this Leaf here on Maui.
The battery was replaced by Nissan in 2016. It shows a SOC of 67% and a SOH of 92.18%.
I got those numbers with Leaf Spy Pro. There is no battery charge level or range displayed on the GOM...
Car will not charge, or go to "ready" mode, and go into Drive or Reverse.

There are a lot of trouble codes. I think these are the most important ones here.

P0AA0 00C4 EV/HEV QNRH Hybrid Batt. Positive Contactor EVC-141
P317A 00C0 EV/HEV Motor System EVC-247.
P0A1B 000A MOTOR CONTROL Drive Motor A Cntrl Mod TMS-46
P0C79 000A MOTOR CONTROL Drive Motor A Inverter Voltage TMS-70
P324F 000A MOTOR CONTROL Drive Motor A IGBT TMS-99

The rest of the codes are ABS, HVAC, or Multi AV codes which I think are a result of no HV to the HV Junction Block.
Now this is my first time I have worked on a Leaf, however I have been servicing the family Prius for 13 years. I have fixed a lot of other Prius, and changed everything at least once. Inverters, traction batteries, HV Contactors, Drivetrains, ABS modules, etc. I have an associates degree in electronics, so at least I know enough to not complete a High Voltage circuit with myself...

The original owner was driving normally one day, and suddenly a bunch of warning lights lit up, and the car lost all power. The owner had the car towed to the dealership. They pulled all the same codes I got on the invoice. The dealer paperwork says the inverted is at fault, & the motor has a slight fluid leak so they want to replace it too. The repair quote was over $12k in parts, & over $2k in labor. Also the dealer replaced the 12V battery as part of the diagnostics protocol.

I have the factory service manual now too. According to the manual so far I have found the inverter problem code and the HV contactor code receive the same Priority level in the troubleshooting flow, but the code P0AA0 HV contactor diagnosis page says if there are other DTC's present, deal with them first, as the P0AA0 may be caused by the other problems... That is good I suppose since it appears the HV contactors are inside the battery case, & I do not want to drop the battery and split the case if that is not needed... Still it seems to me that none of the HV componenets will work if the +HV contactor has failed, and the contactor/precharge assembly is the least expensive component of the suspected failure points...

Any pointers will be greatly appreciated.

Mahalo

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Nissan issues software update to solve 30 kwh battery issues

August 17, 2018, 5:56 am
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by DaveinOlyWA (Posted Fri, 17 Aug 2018 19:56:14 GMT+7)
coldstorage5 wrote:Hi so I went to Yorktown heights Nissan and got the recall done, they also did the SOH. I have a 2017 SL Its 1 year old.

The SOH paper came back at 82% and I was a disappointed that it wasn't higher. I park in the shade and do everything I can to keep the car cool.

Anyone get such a low score ( percentage after 1 year) 82%?

Funny thing was I got 5 stars in the 3 categories.

Now with the update: It definitely seemed to be more accurate with the range. When I charged it to 98% it had a range of 111 and I did close to that.
Thankyou,
CS


if u got 111 miles on a charge, I think you are a bit more than 82% SOH

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Rock hit my windsheild but most of the damage is on the inside.

August 17, 2018, 7:17 am
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by gncndad (Posted Fri, 17 Aug 2018 21:17:26 GMT+7)
Understood. However, the splintered inner glass should be held in place by the vinyl-like material laminated between the layers of glass.

I suppose there's always the freak combination of temp/stone shape/angle/velocity that might cause this sort of damage.

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