Bonjour Lionel,

   Certainly, in my experience with a proper range these scooters are perfect for moving around - on the Cote d'Azur even in the winter :) Also 6k kilometers is practically nothing for something that has just a few moving parts as for all EVs.

To display the voltage values permanently you can always switch to diag mode: kill switch to off > pull left brake lever > kill switch back to normal. You should see the lowest and highest cell voltage values on the middle display but also the current (ampers) and some of the temperature readings as well on the left display. There is no limitation, you can use the bike in this mode if you prefer. Switching back to normal mode is also possible by the same sequence (even during driving), so you will have the clock and range values back.    

/ Azzuro

Salut Lionel,

   First of all I forgot to mention I am happy you've fixed the MC which we've discussed earlier. 

Don't worry about the bus current and voltage values, apparently they are just swapped in the spreadsheet. Same applies to the FEF3, you may not need these unless there would be issues with the charging or you get "No FEF3" on the dashboard.

In terms of the FEDA values most likely you would also need to monitor FEDA44 to FEDA47 (cell positions 21..40) as well as I've pointed out in order to monitor all your cells. Regarding the testing itself, you could also consider dry run by simply lifting the rear wheel and run the motor while monitoring the cell voltages - the only challenge is the side stand as it needs to be closed (or the respective wires closed at the connector) in order to enable the drivetrain.

Cheers, Azzuro

Bonjour Lionel,

   They look good to me - even if I've never created a full list of commands myself only focused on the ones I needed. Also these may slightly differ between firmware versions. Worth mentioning some bytes in the address also have meaning, particularly the last byte indicating the source of the packet in general (00 = ICM, 05 = MC, 4C = charger etc.).  

One more practical remark, the charger (with Li firmware of course) are actually not using all the cell voltage values in order to control the charging process but only the the values of the 4 high/low pairs (per FEF3) since these are sufficient to determine the overall highest voltage of the complete battery pack. The detailed cell voltages are only for the diag app.  

Your spreadsheet seems to be a good step to troubleshoot potential problems with your battery, BMS or even beyond those. I believe you've swapped the bus current and voltage values though :)

/ Azzuro  

Salut Lionel,

   The Vectrix diagnostic app is basically a clever CAN RX/TX tool which simply makes these fuctions human readable. In fact the app translates the CAN commands based on xml files making reverse engineering quite easy for basic cases. The respective files are in the PGNChartFilesDirectory and the actual BMS related commands are in the ...VX1Li file (Cell n Voltage).

Each command (FDF041...FDF048) includes values for a 5 cell block making it a total of 40 cells maximum. Needless to say if you only have 36 cells every 10th of these values are simply zero. Using a real life example this will look something like this: 00FDF041 - A6 A6 A5 A6 A7 EE EE 6E where the first 5 bytes represent the cell voltages of the first 5 cells and so on. 

/ Azzuro

I meant only the VCC..obviously UN is not shorted to the ground per your results.

Salut Lionel,

   Sounds promising, that would be a lucky case indeed if a single optocoupler change would fix the issue. Meanwhile it may be also worth checking the UN port on the power module to make sure it is not shorted to VCC (VN1) or ground (VNC). I think the fault detection of the module only monitors the output side.

/ Azzuro

Salut,

   Luckily there is only one version. Some of the later controllers have an additional small module that is aiming to completely eliminate the few mA idle current from the battery but this is not really relevant in my view - particularly in case of Li-ion batteries.

/ Azzuro

Salut Lionel,

   Sounds like a plan, I think you are on the right path. These motorcontrollers are fairly reliable compared to their complexity. Indeed the rush current caused by instant connection of the battery can cause issues with the supercapacitors and their fuses however the IGBTs should be less sensitive to this. Let me know what you've found based on your measurements :) 

As plan B you may also consider to look around for an MC on Leboncoin, just in case. In an optimal scenario if you could fix the current one you'd still have a hot spare.

/ Azzuro  

Salut Lionel,

   No worries at all, in fact I just finished the captures and shared the resulting two videos with you (apologies for the low resolution, just noticed it). In the first video I have captured the native 15 kHz PWM signal for the power lines A (red) and B (yellow). I only have a dual channel oscilloscope but line C is similar anyway. Notably the signals are 50-50% PWM having the amplitude of the battery voltage as we could expect. The revving was zero to 40km/h equivalent rpm then zero again. 

The second video shows the signals sampled behind a pair of makeshift low pass filters (R=470k / C=100p) - using 5 and 10 ms resolutions having two 0-40-0 km/h runs again. These videos shows the actual sinusoid PWM based drive signals, even the 120 degree difference between the two waves could be recognized.

As you could see my results are significantly different from your yours which I could not fully explain - I see you have used software based filter, that could be a contributing factor for example. 

Worth noting in my case regardless the rpm the A and B (and also C) signals are basically identical as the 3 phrase motor driving logic dictates. Accordingly you may consider to focus on this aspect namely the assymetry between the 3 lines in your measurements. In my view a possible cause is a partially defective IGBT module. Curious of your opinion.

/ Azzuro   
    

Salut,

   Luckily I am an electrical engineer therefore a low pass filter should not pose a problem. The few days delay is caused by the fact I actually need to use my primary scooter that is in daily use to check the power lines - since I found my spare scooter having old NiMH batteries is HS. Back to you soon.

/ Azzuro