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8/9/2019 Cs Metier Ze Eng

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SKILLS COURSE

ELECTRIC VEHICLE

TRAINEE BOOKLET

MECHANICAL TRAINING

DESIGN


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TRAINEE BOOKLET RENAULT Z.E. 2

SKILLS COURSE

LEGAL NOTICE

The technical information contained in these documents may only be used by specialists in the field of

automotive repair.

It is intended solely for use during repair and maintenance work on RENAULT vehicles by automotiverepair specialists possessing the necessary skills to perform such work.

RENAULT accepts no responsibility for work undertaken. All such work is the responsibility of thoseperforming it.

RENAULT accepts no responsibility for the use of technical information not corresponding to the mostup-to-date version issued by RENAULT.


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GENERAL CONTENTS

ELECTRICAL LAYOUT

CHARGE

POWER WIRING

BATTERY

MOTOR AND TRANSMISSION ASSEMBLY

ELECTRIC MOTOR AND TRANSMISSION ASSEMBLY COOLING

THERMAL COMFORT

BRAKING

MAINTENANCE


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ELECTRIC VEHICLE TRAINING

NOTES


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ELECTRICAL LAYOUT


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ELECTRICAL LAYOUT

INTRODUCTION

The electric vehicle has:

A 14 volt network An EVC computer A 400 volt network

The electric vehicle has a 14 volt electric network for:- Computers

- Opening element management

- Lighting

- 12 volt battery

Multiplex networks

Motor fuse andrelay box/

Protection andswitching unit

(UPC)


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ELECTRICAL LAYOUT

MULTIPLEX NETWORKS

Global network

Electric vehicles have one or more 14 volt multiplex networks, identical to the multiplex networks found onRenault combustion engine vehicles. These multiplex networks use protocols such as CAN communicationprotocols (for example: vehicle network) or even LSFT (for example: opening element network).

"Electrotech" network

The 4 computers present on this network communicate between themselves using a CAN protocol. The EVCcomputer creates a gateway between the "Electrotech" network and the "Vehicle" network.

OBD

Multimedia

Vehicle

Openingelements Electrotech

Vehicle


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ELECTRICAL LAYOUT

Traction battery charger(BCB) Converter assembly (PEB) Electric vehicle centralmanagement unit (EVC) Traction battery computer(LBC)

The EVC computer is developed based on another computer.

It has the same functions as the injection computer of a combustion engine vehicle.

OBD

Opening elements

Electrotech

Multimedia


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ELECTRICAL LAYOUT

Management of the 14 volt network

The EVC computer manages:

The voltage of the 14 volt network because it variesaccording to the vehicle operating phases,

All of the faults related to the 14 volt network (undervoltage,overvoltage, communication problem),

The display of warning messages on the instrument panelin the event of a malfunction on the 14 volt and 400 voltnetworks.

Management of the traction and cruise control/speed limiter

The EVC computer uses the converter assembly to manage the traction andregulate/limit the speed setpoint of the cruise control/speed limiter.

Management of the charge

The EVC computer actuates the charging of the traction battery via the charger integrated into the junctionbox.

Junction box EVC computer


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ELECTRICAL LAYOUT

Management of the traction battery

The EVC computer manages the traction battery by actuating 3 relays (A, P, N):

- during the activation and deactivation phases of the vehicle,

- during the charging phases.

Management of the various instrument panel messages

The EVC computer manages the display of various messages on the instrument panel.

Mileage counter with reset in kWh Overall instant vehicle consumption in kW

Average consumption in kWh/100 Distance range

Pre-charging resistor


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ELECTRICAL LAYOUT

"INTERLOCK" management

The "interlock" function makes it possible to check that all of the 400 volt connectors are correctly connected.

This monitoring also prevents a voltage of 400 volts to be accessed by the user.

Insulation level

DescriptionThe 400 volt network is completely insulated on the electric vehicle.

The EVC computer monitors the insulation level between the vehicle and the 400 volt network.

1st insulation fault 2nd insulation fault

The resistance between the battery and the vehicle chassis is measured.

The insulation fault sensor is located in the traction battery. It is the traction battery computer which sendsthe impedance measurement via the multiplex network to the EVC computer.


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ELECTRICAL LAYOUT

Insulation level

1st

insulation fault

This detection protects the equipment and the user in the event of a short circuit on the 400 volt network.

If a first insulation fault level is detected (>80 kOhms), a first orange service indicator light is displayed on theinstrument panel in order to warn the user.

2nd

insulation fault

This detection protects the equipment and the user in the event of a short circuit on the 400 volt network.

If the fault reaches 40 kOhms, there is a danger for the user. Charging the battery is prohibited. The user is

warned by a red display on the instrument panel.

Earth strap

Earth straps are present on all components supplied with400 volts.

In the event of insulation faults, the straps enable the 400

volt circuit to be closed via the vehicle body.

A procedure to check these straps is in place.

It is essential to refer to the technical documentation.

Earth safety strap


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ELECTRICAL LAYOUT

Preconditioning

The conditions to obtain preconditioning are:

When the electric vehicle is connected to the mains (charging) and charging is complete, the EVC computercan request the thermal condition of the vehicle.

THE EVC COMPUTER MANAGES THE FOLLOWING FUNCTIONS:

AirbagUCH ABS

CAN network

LIN

EVC

Wire connection

Vacuumpump

Additional resistorunit

Air conditioningcompressor

Heater

Electric coolant pump(thermal comfort)

Electric coolant pump

+ valve (cooling)


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ELECTRICAL LAYOUT

THE ELECTRIC VEHICLE HAS A 400 VOLT ELECTRICAL NETWORK:

Vehicle mobility and charge

400 volt network

In an electrical vehicle, the400 volt network is orange incolour.

Junction box

400 volt network

Converter assembly

DC / DC


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ELECTRICAL LAYOUT

Junction box

Function

The Junction Box supplies the entire 400 volt network.

The Junction Box contains the battery charger.

The charger enables the traction battery to be charged.

The charger converts the alternating voltage of the external domesticelectrical network into 400 volt direct voltage in order to recharge the

traction battery.

Connections

Converter assembly connector Battery connector

Resistor unitconnector

Charging plugconnector

Signal connectors

Air conditioningcompressor

connector


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ELECTRICAL LAYOUT

The converter assembly

DC / DC

The DC/DC converter enables the 400 volt voltage to beconverted into 14 volts in order to recharge the 12 volt batteryand supply the voltage to the standard electrical network

It replaces the alternator on a standard combustion enginevehicle.

Inverter

The converter assembly contains a power inverter which supplies the 400 volt three-phase voltage to thestator of the traction motor.

Immobiliser

The converter assembly forms part of theimmobiliser chain on the vehicle.

When the + after ignition feed is switched on,the UCH requests authentication of the

converter assembly via the multiplex networks.

The converter assembly is paired to the UCHand cannot be swapped with another UCH fora test.

Power inverter

Time

Value (v) Value (v)

Time

Converter assembly(PEB)EVC

UCH


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ELECTRICAL LAYOUT

Actuation

NOTES

Three-phasesupply of the

electric motor

Electric motorexcitation


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ELECTRICAL LAYOUT

SUPPLY LEVEL

The supply levels are:

+ Permanent

+ Timed feed

+ Accessories feed

+ After ignition

Automatic activation of functions(LAP)

The UCH controls activation and deactivation

As soon as the computers that can be activated by the vehicle CAN networks are no longer active, they send

a message indicating that they are ready to be deactivated over the CAN network.

As soon as the assembly has responded favourably, the UCH sends a general deactivation request. Whenthis request is received, all the computers concerned are deactivated and cut their consumption on the 14volt network.

There are 3 reasons why the UCH may activate the vehicle if the vehicle is deactivated:

"Customer" activation:

When the customer wants to use their vehicle (unlocking).

Technical activation:

Every 8 hours (for 10 seconds), the UCH activates the vehicle in order to assess the status of the battery.The temperature is recorded by the traction battery computer and stored in the memory.

Technical activation:

Every 8 hours (for 10 seconds), the UCH activates the vehicle in order to assess the status of the battery.The temperature is recorded by the traction battery computer and stored in the memory.


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ELECTRICAL LAYOUT

NOTES


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CHARGING


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CHARGING

Standard charging

Operation duration: 8 hours

Lead with EVSE

The charging lead equipped with the EVSE (Electric Vehicle SupplyEquipment) unit is available in 10 or 16 Amps.

Lead without EVSE

Using a lead without EVSE requires the use of a Wall Box in order to protect the installation.

This box has the same functionalities as the EVSE unit.


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CHARGING

Charging by quick-drop system

Operation duration: 3 minutes.

Accessible in certain countries.

Available on certain electric vehicles in the Renaultrange.

Actuation

The EVC computer detects that the battery must be replaced in a Quick Drop station when the vehicle isstationary and all of the locks are open.

At this point, all of the safety relays of the traction battery are disconnected from the rest of the 400 volt powernetwork.

EVC

Speedinformation

400 volt battery

Lock contacts


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CHARGING

Charging by quick-drop system

To find out more

The traction battery is equipped with mountinglocks.

In After-Sales, these locks must be unlocked by aspecial tool, MS1971.

Rapid charging

Operation duration: 30 minutes.

Vehicles equipped with the rapid chargingfunction have a special on-board charger.

NOTES


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CHARGING

CHARGING PRINCIPLE

Indicator lights

During charging, the instrument panel is active and shows the remaining charging time.

10 A charge

[01]:[05]

remaining

Indicator lights Management of the charge Vehicle socket

Lead

Industrial plugEVSE


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CHARGING

Management of the charge

Step 1

When the vehicle is in sleep mode, connecting thecharging plug to the vehicle activates the UCH. The UCHconsequently activates the EVC computer.

The EVC computer activates the 400 volt network.

Step 2

The EVC computer sends a charging request to thecharger.

Step 3

The charger switches to fault finding mode in order toensure that its state can authorise charging (vehicle plugconnection status, traction battery relay status, etc.).

Once fault finding is complete, the charger sends theinformation: charging ready.

Step 4

Charging commences. The charger follows the instructions sent by the EVC computer.

Step 5

Charging is complete when the 400 volt battery is recharged.

The charger performs fault finding once again. If everything is in order, the charger then sends theinstruction that the vehicle can be deactivated.

When there is no more communication over the multiplex network, the charger can enter sleep modestatus.

Vehicle socketThe socket on the vehicle side is a socket which meets the standard SAEJ1772 16-32A.


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CHARGING

Lead

The lead has 3 wires: The "control pilot" wire

- Live

- Neutral

- Earth

The "control pilot" wire is a control signal which informsthe charger in the Junction Box about the maximumcurrent which can be supplied by the electrical installationto which the vehicle is connected.

EVSE unit

READY:GREEN

CHARGE:ORANGE

FAULT:RED

The EVSE unit renders the installation to be connected to thevehicle safe by limiting the charging current.

The EVSE (Electric Vehicle Supply Equipment) unit iscomposed of:

- a circuit breaker,

- a 30 mA differential,

- a bipolar switch,

- an electronic stage which enables the switch to becontrolled when the 2 plugs are connected,

- an earth control.

3 wire lead

3 wire lead + "control pilot" wire


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POWER WIRING


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POWER WIRING

GENERAL INFORMATION

Two types of connectors

MAXIMUM CURRENT RANGE: 230AMPS

MAXIMUM CURRENT RANGE: 30 AMPS

Voltage range: 400 volts direct current

Unlocking Locking

Catch locked/unlocked

IT IS ESSENTIAL TO MAKE THE VEHICLE SAFE BEFORE DISCONNECTINGANY POWER CONNECTOR. THE VEHICLE MUST ONLY BE MADE SAFE BYAN AUTHORISED PERSON.

Area 1 todeactivate theinterlock

Area 2

to disconnect

Base

Slide


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POWER WIRING

INTERLOCK

Interlock in closed position

MAINTENANCE

Repairing forbidden / replacement compulsory

In the event of a fault on the wiring or on a power connector, it is essential to replace the "wiring andconnectors" assembly.

Repairing wiring and power connections is strictlyprohibited.

This information is found in Technical Note 6015A:"Repairing electrical wiring".

Connector correctly locked:

400 volt wire continuity.

Connector incorrectly locked:

Interlock activated.


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POWER WIRING

MAINTENANCE

Insulation tester (megohmmeter)

This device is used to measure the insulation of electrical equipment such as an electrical appliance, cables andany equipment or installation likely to endanger safety in the event of a fault.

NOTES


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BATTERY


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BATTERY

COMPOSITION OF THE TRACTION BATTERY:

Power relay unit Upper casing

Metal frames Traction battery computer

Two stacks Power circuit

Lower casingInsulators: they protectthe modules from

vibrations and shocks

Earth safety strap

Weight: approximately 250 kg

Metal frames

Spacers

Bearing plates

Metal rods


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BATTERY

Stacks

Total voltage = Stack 1 (200 V) + Stack 2 (200 V) = 400 V

Each "stack" is composed of 24 modules fitted in series.

Composition of a module

Stack 1

Stack 2

Type A module Type B module

Power connector

Lithium-ion cells


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BATTERY

Module

The cells are coupled in parallel then the sets of two cells are combined in series.

Cell

Voltage of one cell = 3.7 voltsCapacity of one cell = 34 amp-hours

In a lithium-ion cell, the chemical reaction in the electrochemical accumulator is based on the presence oflithium.

Lithium remains in an ionic state in the cell, thanks to the insertion of graphite into the negative electrode(anode) and cobalt, manganese and iron sulphate into the positive electrode (cathode).

Power connector Power connector

Intermediate connector

Cathode

Anode


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BATTERY

POWER CIRCUIT

Transmit the current from the modules and stacks towards the power relays.

Busbar

The "Busbars" enable each stack of modules to be connected to each other and direct the voltage towardsthe power relays.

Bar plug

Bar plugs are interconnecting plates for the modules.

Bar plug

Busbar


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BATTERY

ELECTRICAL SAFETY CIRCUIT

Mechanically and electrically isolates the power voltage leaving the battery.

Lockout

The traction battery relay circuit breaker is an insulation system which cuts the continuity ofthe power circuit into two equal parts.This system is involved in battery electrical lockout.It is essential to be trained in order to work on the battery lockout device.

An interlock system informs the EVC computer of the presence of a circuit breaker and itslocking status.

Relay

The safety circuit has:

- two plus and minus electromechanical relays,

- one pre-charging relay including a resistor which limits the inrush current when the battery is solicited.

These relays are controlled by the EVC computer.

Circuit breaker

Relay unit

Busbar

Electromagneticrelay

Pre-charging relay


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BATTERY

Actuation

Step 1

The EVC computer manages the traction battery by actuating 3 relays (A, P, N):

- during activation and deactivation phases of the vehicle,

- during charging phases.

Step 2

When the vehicle is switched on, relay A is actuated first.

The presence of a resistor on the circuit enables voltage peaks to be avoided during connection.

Step 3

Then relay N is closed.



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BATTERY

Actuation

Step 4

When the voltage in the 400 volt network reaches the voltage supplied by the battery, relay A is opened andrelay P is closed.

Step 5

In the event of problems on the 400 volt network, the EVC computer actuates the relays in order to isolatethe battery from the rest of the vehicle.

MONITORING LAYOUT


Traction battery computer (LBC)

Measuring circuit

Redundancy computer(VMR)


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BATTERY

TRACTION BATTERY COMPUTER (LBC) AND DATA VERIFICATIONCOMPUTER (VMR)

The role of the traction battery computeris to check and ensure that the voltage of the charging anddischarging modules is maintained.

The information processed by this computer enables the status of each module to be deduced.

The VMR computeris an additional computer. It enables redundancy for module charging and temperatureinformation measurements.

This redundancy guarantees the safety of the vehicle batteries.

MEASURING CIRCUIT

The measuring circuit collects the voltage of each cell and information from the temperature sensors.

The voltage of the cells is checked at three connection points of a module; "+", "-" and intermediate point.

All these measurements are sent to the traction battery computer and to the redundancy computer.


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BATTERY

CHARGING AND DISCHARGING A MODULE

The temperature of the stacks and modules is monitored using sensors.

The sensors are distributed over all of the modules.

The temperature criteria and the charging level influence battery wear.

FUNCTION OF THE LBC COMPUTER

Manage the operating range for one module: between 5 volts and 8.5 volts.

Exchangeflow

VMR computer LBC computer

When the voltage of the modulereaches the minimum threshold,the module enters an irreversible

damage phase.

When charging, the module voltagemust not exceed 8.5 volts. Beyondthis value, there is a risk of thermal

runaway.


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BATTERY

SPECIFICATIONS OF THE KANGOO Z.E. BATTERY

Description

1300 mm

300 mm

750 mm

Centring devices

Secured to the bodywork by bolts

No cooling system.

No quick drop system.

Weight: 260 kg

Upper frame

Power relay unit

Power connector

Inner casing


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BATTERY

Casings

Earth straps are present on all components supplied with 400 volts.

In the event of insulation faults, the straps enable the 400 volt circuit to be closed via the vehicle body. Aprocedure to check these straps is in place.


Earth safety strap

2 STACKS OF MODULES

2 stacks x 24 modules = 48 modules

1 module: 7.4 V and 68 Ah

Battery voltage: continuous 400 V

Stack 2: 24 modules

Stack 1: 24 modules

VMR computer

LBC computer

Circuit breaker


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BATTERY

SPECIFICATIONS OF THE FLUENCE Z.E. BATTERY:

The battery is positioned vertically in the luggage compartment.

Connecting and locking the battery

The battery is secured by 4 "Quick drop" locks on a frame which is fixed to the bodywork.

750 mm

1200 mm

Protective casing(steel)

Cooling system.

Quick drop system.

800 mm

Circuit breaker


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BATTERY

Circuit breaker

The circuit breaker ensures that the battery is made safe.It must be removed during an operation on the 400 volt traction chain.

It is involved with the vehicle lockout process.When the circuit breaker is removed, it must be replaced by the lockouttool equipped with its padlock.

The circuit breaker is located on the lower right-hand side of the battery.It cuts the electrical continuity between the battery stacks and lowersthe voltage to 200 volts.

Quick drop locks

The "Quick drop" locks ensure that the battery is secure.

Each lock is composed of:

- Two retaining studs on which the unlocking device is positioned.

- "Belleville" washers stacked on each other.

- A lock bolt ensuring quarter-turn unlocking and locking.

The bolt fits into a base containing an open or closed position switch which is fixed to the battery supportframe.

Lockbolt

2 retaining studs

Belleville washers


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BATTERY

Anti-tilt studs

The anti-tilt studs are positioned on the top of the battery casing.

Function: to avoid the battery from tilting forwards during a rear impact.

The anti-tilt studs must be adjusted in a battery repair centre.

Module stack

Electrical wiring

Traction battery computer(LBC)

Battery data verificationcomputer (VMR)


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BATTERY

Module stacks

The battery of the FLUENCE Z.E. is composed of 3"stacks" of modules. Each "stack" is comprised of 16modules.

The "stacks" are arranged horizontally, one on top ofeach other.

16 modules per stack

48 modules in total (1 x 3)

1 module: 7.4 V and 68 Ah

Battery connector

CONNECTOR ON THE VEHICLE SIDE CONNECTOR ON THE BATTERY SIDE

Actuation connector Actuation connector

Busbars

Stack 1

Stack 3

Stack 2

Power connector

Power relay unit

Centring devices + and - power connector


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BATTERY

Battery cooling system

The cooling system is independent of the battery. This system, based on the "Peltier effect" principle, enablesthe battery to cool when charging.

NOTES

Cooling system

Battery air duct

"Peltier" cell

Relay unit

Cold circuit fan

Hot circuit fan


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BATTERY

Battery cooling system (continued)

The hot circuitenables the energy emitted by the "Peltier" cells to be released.

A "Peltier" cell subjected to a voltage supply produces both cold and hot air on another surface.

The fan of the hot air circuit draws in external air and releases it through an opening in the luggagecompartment.

This circuit enables the hot surface of the "Peltier" cells to be cooled. It contributes to improving the output ofthe cold circuit.

The cold air circuit circulates the air in the battery in a closed loop system.

Cold air is produced when voltage is applied to each "Peltier" cell. When contact is made with the "Peltier"cells, the temperature of the air gradually drops. The cold air is circulated inside the battery.

The cooling system enables the temperature to be lowered and maintained whilst the battery is charging.

Fresh aircircuit

- +Supply

External aircircuit

Battery temperaturesensor

Cold circuit fan

Cooling fins

Hot circuit fan

Temperature sensor

Fresh external air

Hot air to the luggagecompartment


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BATTERY

Battery cooling system (end)

Conditions for stopping battery cooling:

- Battery temperature less than 15C,

- Operating duration of 8 hours,

- Difference between the battery temperature and the external temperature greater than10C.

NOTES

Batterytemperature

Chargingtime

Vehiclestationary

Temperature >25C

Command signal

Command signal Power signal

Power signal

Temperature sensor14 V

+ Accessories

14 V

Cell

PELTIER

Cold circuitfan

Hot circuitfan

Control signals

Batterycharging

Activation conditions


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BATTERY

REPLACING

WARNING:

The battery must be replaced by an authorised electric vehicle specialist who hasbeen trained by RENAULT.

REPAIRING

WARNING:

It is prohibited to open a battery in an After-Sales workshop.

No internal or external operations must be performed in After-Sales.

If a fault is noted, the battery must be removed and sent to a specialist workshop.

This authorisation does not exist in the Renault network.

Specific authorisation is required for performing live work to repair a battery.

NOTES


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GENERAL INFORMATION

Composition of the motor and transmission assembly

Weight of the motor and transmission assembly 130 kg

JUNCTION BOX

The junction box enables voltage from the battery to be distributed to the components of the electric motorand transmission assembly.

Battery charger

Battery charger

Identification

Electric motor

Junction box

Motor and transmission assemblysupport

EVC computer

Reduction gear

Multifunction sensor

Battery

Converter assembly

Additional resistors

220 volts

Air conditioning compressor


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GENERAL INFORMATION

Motor and transmission assembly support

The support houses the components of the motor and transmission assembly.

Straps are used to ensure the continuity of the earth between the components of the electric motor andtransmission assembly and the bodywork.

Earth safety straps

Earth straps are present on all components supplied with 400 volts.

In the event of insulation faults, the straps enable the 400 volt circuit to be closed via the vehicle body.

A procedure to check these straps is in place.


CONVERTER ASSEMBLY

Description

Multifunction connector(Under the converter)

Supply of the 3stator phases

Rotor supply


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CONVERTER ASSEMBLY

Layout

The voltage converter function enables the accessories battery to be recharged.

Power inverter

The power inverter function enables the 3 phases of the stator to be supplied.

The power inverter converts 400 volt direct current voltage into 400 volt three-phase voltage.

CANElectronic

Management

DC/D

Powerinverter

Excitation

Currentsensors

Positionsensors

Phase 1

Phase 2

Phase 3

Stator

+ after

14 V400 V

volts400

0

Time

Power

volts

400

0

Time

Rotor


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Current sensors

A current sensor is used to measure the current on the three alternating phases.

The magnetic fields generated in each wire are measured by Hall effect sensors.

This measurement ensures current regulation over the various phases.

An additional sensor is present on the rotor excitation.

EVC COMPUTER

The electric drive system is managed by the EVC computer.

Like an injection computer, the EVC computer receives information from the various sensors inorder to supply the electric motor.

ELECTRIC MOTOR

Description

The rotor shaft hassplines.

Power inverter

Current sensors

Excitation

To electronic management

The stator

The rotor


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The electric vehicle uses synchronous type technology.

The three-phase supply of the stator creates a rotating magnetic field which drives the rotor.

The rotation speed is proportional to the frequency of the three-phase supply.

Excitation

The excitation unit ensures the excitation of the electric motor rotor.

The excitation actuates 400 volts direct current to supply the rotorwinding. The brush/ring system enables current to flow through to

the rotor.

Position sensor

The sensor is located between the motor andthe reduction gear.The sensor reads the position on a fixedtarget on the rotor.

The position informationis sent to the converterassembly.

The angular position enables themagnetic field of the stator to bephased with the magnetic field ofthe rotor.

Value (V)

Time


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Identification

Multifunction sensor

The multifunction sensor, located on the gear selector of the reduction gear, informs the computer about theposition of the gear lever.

The sensor sends information

about the following positions:

- Park

- Reverse gear

- Neutral

- Forwards gearMultifunction sensor

Speed reducer

The reduction gear transmits the rotation speed of the motor to the differential.

The rotor and reduction gear are connected by a gear assembly.

Motor type:5: Coiled synchronous

rotor

4: Permanent magnetsynchronous

3: Asynchronous

Motor familyABC

Cubic capacityMG

Motor suffix:400

Differential

Rotor output pinion

Gear reduction pinion


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Description

The current varies according to the pressure on the pedal: At "full load", the current is at maximum.

FORWARDS GEAR ACCELERATION OFF REGULATOR

Frequency is proportional to vehicle speed; the higher the speed, the more the frequency increases.

FORWARDS GEAR ACCELERATION REGULATOR ON

The recoverable energy depends on the profile of the road.

FORWARDS GEAR DECELERATION OFF REGULATOR

In reverse travel the supply of the phases is inverted.

REVERSE GEAR ACCELERATION OFF REGULATOR

Frequency

Current

Frequency

Current

Frequency

Current

FrequencyCurrent


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ELECTRIC MOTOR AND TRANSMISSIONASSEMBLY COOLING


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ELECTRIC MOTOR AND TRANSMISSION ASSEMBLYCOOLING

PRESENTATION

THE ELECTRIC VEHICLE COMPONENTS TO BE COOLED ARE:

DESCRIPTION

Junction box

Motor/reduction gearassembl

Converter assembly

Expansion bottle Fan assembly

Electric driving pump

Electric charging pump

Solenoid valve


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EXPANSION BOTTLE

The expansion bottle cap is identical to that on combustion engine vehicles.

SOLENOID VALVE

Description

The EVC computer actuates the solenoid valve during the various operating phases: when charging andwhen driving.

The solenoid valve is open when it is not supplied: tracks 1 and 2 communicate with each other.

Electrical specifications:

- Nominal power: 20 W at 13.5 V

- Consumption when changing position: 30 W at 13.5 V.

Track 1 (input)

Track 2 (output)

Track 3 locked internally


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ELECTRIC CHARGING PUMP

Location

Normal mode:

The charging pump is actuated by an OCR signal according to the coolant temperature.

Defect mode:

If the control signal is lost, the pump operates at maximum speed to ensure cooling.

Actuation

The EVC computer actuates 2 coolant pumps, the solenoid valve and the UPC relay control.

The UPC supplies the fan assembly.

Input Outlet

OCR control

Power supply


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FAN ASSEMBLY

The fan assembly originating from the combustion engine versionhas two or three speeds depending on the vehicle.

The cooling speeds are ensured by several relays and a resistorunit.

The relays are located in the UPC and the motor fuse and relaybox.

NOTES


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MANAGEMENT OF THE COOLING CIRCUIT:

"Driving" actuation

The driving pump is activatedby the EVC computer.

The motor and transmissionassembly is cooled.

"Charging" actuation

The driving pump is notactivated.

The solenoid valve is closedbecause it is supplied.

The charging pump isactivated by the EVCcomputer.

The Junction Box is cooled.

EVC

Solenoid valve

Charging pump "OFF"55C

Charging pump "ON"

EVC

Solenoid valve

55CCharging pump "OFF" Charging pump "ON"


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"Driving pump malfunction" actuation

The driving pump isinoperative so the chargingpump takes over and thesolenoid valve closes.

"Charging pump malfunction" actuation

The charging pump isinoperative so the drivingpump takes over and thesolenoid valve remainsclosed.

EVC

55C

Solenoid valve

"CLOSED"

Charging pump"ON"

Charging pump"MALFUNCTION"

EVC

55C

Solenoid valve

"CLOSED"

Charging pump "MALFUNCTION"Driving pump "ON"


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NOTES


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THERMAL COMFORT


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THERMAL COMFORT

GENERAL INFORMATION

There are 3 types of passenger compartment cooling system:

- External ventilation,

- Manually controlled air conditioning,

- Automatically controlled air conditioning.

The system is composed of a "hot" loop to ensure the heating function.

Differences between an electric motor and a combustion engine

- A motor energy recovery circuit.

- A compressor driven by the motor.

- A circuit dedicated to thermal comfort.

- A compressor driven by an electrical source.


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THERMAL COMFORT

NEW FUNCTIONALITIES

They enable thermal comfort and battery range to be optimised.

Standard air conditioning

For vehicles equipped with a standard heatingsystem only, a new version allows the heating to beinhibited via the "maximum cold" position

Automatic air conditioning

The "SOFT" mode on the instrument panel is changed to an "ECO" mode.

This mode limits the electrical consumption of the air conditioning system.

Pre-conditioning

For a standard heating system, it is possible to anticipate passenger compartment heating using thepreheating/cooling function.

For a vehicle with climate control, it is possible to anticipate passenger compartment heating or cooling usingthe preconditioning function.


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THERMAL COMFORT

Heating by auxiliary heater

A switch enables an auxiliary heater to be controlled.

HEATING CIRCUIT

The heating circuit is separate from the motor cooling circuit.

The heat produced by the combustion engine is not available on an electric vehicle. The electric vehicle hasother systems to ensure the "heating" function of the passenger compartment.


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THERMAL COMFORT

COMPONENTS OF THE HEATING CIRCUIT

ADDITIONAL HEATING EXPANSION BOTTLE

Identification

This tank is only used for the heating circuit. It has the same functions as those used onthe cooling circuit of a combustion engine.

The cap is the same as that used on the cooling circuit of a combustion engine. It hasthe same degassing setpoint and the same symbol.

Location

Expansion bottle

Heater matrix

Water pump

Bleed screws

Temperaturesensor

Additional resistor unit


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THERMAL COMFORT

HEATER MATRIX

Identification and location

A heater matrix is used to transmit the heat into the passenger compartment.

SELF-CONTAINED HEATING COOLANT PUMP


An electric pump is used to circulate the fluid through the system.

An indication on the pump displays the circulation direction of the fluid.

Actuation

The speed of the electric pump is controlled by a control signal.

The supply voltage of the pump is 14 volts.


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THERMAL COMFORT

BLEED SCREWS


There are two standard bleed screws.

To find out more

The coolant used for the heating circuit is the same coolant used oncombustion engine vehicles.

TEMPERATURE SENSOR


The temperature sensor is an "NTC" type thermistor (NegativeTemperature Coefficient).

The temperature sensor is located near the additional resistor unit.


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THERMAL COMFORT

ADDITIONAL RESISTOR UNIT


The additional resistor unit heats the fluid in order to ensure that the passenger compartment is heated.

The unit is activated when the "GO" position is set and a heating position is requested.

It may be activated for the "preheating/cooling" function.

Composition

The unit comprises:

- an electronic stage,

- a "PTC" type electric resistor assembly (Positive Temperature Coefficient),

- a Gore-tex membrane in order to prevent condensation in the electronic stage.

Actuation

The unit is actuated and diagnosed by the EVC computer via an LIN network.

Controlsupply:

14 volts (+, -and signal).

Power supply:400 volts.


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THERMAL COMFORT

To find out more

In order to improve the vehicle range, a request is made to inhibit the operation of the unit for:

- An external temperature or coolant temperature threshold.

- Passenger compartment ventilation in position 0.

- A low traction battery voltage.

- A fault on the electric pump.

MANUAL AIR CONDITIONING

The UCH manages:

- the buttons and indicator lights on the control panel,

- the transfer of data to the EVC computer and the UPC.

The EVC computer manages the following functions:

- management of additional resistor unit actuation

- management of preheating/cooling,

- management of auxiliary heater activation,

- the transfer of data to the UCH and UPC.

The UPC manages:

- activation of de-icing,

- the transfer of data to the EVC computer and the UCH.

Heater unit

External temperature

Fluid temperature

400 volt supply

Additional resistorunit

Prote

EVC

LIN

UCH

Control panel

CAN

Supply (+, -)


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THERMAL COMFORT

AUTOMATIC AIR CONDITIONING

The climate control system has its own computer.

Two configurations connecting the tank to the heating circuit

This connection limits the volume of fluid to beheated and enables the temperature to risequickly.

The main function of the tank is to display the

fluid level

This connection ensures that the fluid circulatescorrectly throughout the entire circuit.

The tank is used to display the level and the quantity

of hot fluid available.


UCH

Prot

Heater unit

Air conditioning computer

De-icing

EVC

Self-contained heating coolant pump


Fluid temperature


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THERMAL COMFORT

AUXILIARY HEATER DEVICE

Description

Identification

Fuel tank

Heatin b auxiliar heater

Fuel meterin um The "Hydronic II"auxiliary heateroperates withdiesel fuel orbiodiesel (B30)

Inlet air unit(air / waterseparation)

Exhaust silencer


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THERMAL COMFORT

Location

Operation

Fuel tank

The fuel tank is specific to vehicles equipped with an auxiliaryheater and comprises:

- A 13 litre tank with integrated foam to avoid fluid lappingnoises,

- A switch informing the EVC computer of the minimum fuel level.The float signal changes status when approximately 3 litres offuel remains in the tank.

Fuel supply pipe

Air supply pipe

Auxiliar heater connector

Fluid outlet

Fluid inlet


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THERMAL COMFORT

COLD LOOP

The cold loop is identical to a combustion engine vehicle.

There are a few special features.

REFRIGERANT FLUID AND LUBRICATION

R134a refrigerant fluid is used.

Lubrication is ensured by the POE (polyolester) type specific oil. Itguarantees the electrical insulation resistance of the compressor withrespect to the rest of the vehicle.

COMPRESSOR

Identification

The electric compressor is a SCROLL type compressor.

It is no longer driven by a belt but by an electric motor integrated into thecompressor.

Location

The compressor is fitted in the same location as on acombustion engine vehicle. The compressor is securedto the frame of the motor.


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THERMAL COMFORT

Composition

The compressor is composed of several sub-assemblies:

1 2 3 4

An electronic stage

The compressionmechanism

An electric motor

1

4

2

3


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THERMAL COMFORT

Actuation

Manual air conditioning


400 volt supply

EVC

Rotation speed

Compressor

External temperatureInternal temperature

Solar radiation

Customer request (AC)

Refrigerant pressure

Evaporator temperature

Air conditioningcomputer




400 volt supply

Rotation speed

Compressor


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SPECIAL FEATURES OF THERMAL COMFORT ON KANGOOZ.E.

GENERAL INFORMATION

The thermal comfort system of the KANGOO Z.E. vehicle is available in the following versions:

HEATING BY AUXILIARY HEATER

Identification

In order to optimise the battery range, a heater-type device can be activated.

Activation

ACTIVATION FUEL LEVEL FUEL TANK

The heater is activated by a button.An indicator light on the button

shows the activation.

When the warning light is switchedon, it indicates a low fuel level.

The KANGOO Z.E. is equippedwith a flap and a cap.

Heating by auxiliaryheater

Heating and ventilationwith recirculation

Manual air conditioning


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HEATING FUNCTION

Heating is active as soon as the cursor is on the red screen print.

Stopping the heating function:

A new position enables heating to be inhibited via the "Maximum cold" position. In order to limit the impact ofheating on the vehicle range, the additional resistor unit is deactivated when the mixing control is positionedat "Maximum cold" (blue).

Actuation

In order to ensure the "Maximum cold" function, a microswitch is

positioned at the rear of the control panel.

PREHEATING/COOLING FUNCTION

Preheating/cooling makes it possible to program the passengercompartment comfort whilst the vehicle is connected to theelectric network and the battery is recharged.


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PREHEATING/COOLING FUNCTION (CONTINUED)

Activation

This function enables the vehicle to be used at a more comfortable temperature and to optimise the batteryrange.

Starting

Programming

Deactivation

The vehicle is activated one hour before the time set by the customer.

If the vehicle is not connected or the battery is not charged, preheating/cooling does not occur and thevehicle is deactivated again.

Programming the time

Starting

Programming

Only preheating/cooling by heating and ventilating the passenger compartment is available.

If the vehicle is equipped with a heater, it cannot be activated for preheating.

Deactivation of preheating/cooling

Starting

Programming

Deactivation

Only preheating/cooling by heating and ventilating the passenger compartment is available.

If the vehicle is equipped with a heater, it cannot be activated for preheating.

In order to ensure the preheating/cooling function, a microswitch is positioned at the rear of the control panel.


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PREHEATING FUNCTION (END)

Deactivation of preheating/cooling (continued)

Preheating/cooling is stopped:

- Approximately 30 minutes after the time programmed by the customer,

- The vehicle is no longer connected to the mains (electric network),

- The customer turns the mixing control away from the "preheating/cooling" position.

LOCATION

ACTIVATION CONDITIONS

The auxiliary heater relay is activated if the following conditions are fulfilled:

- The vehicle is in "GO" mode.

- The user has pressed the heater activation button on the dashboard.

- The minimum fuel level is not reached,

- No faults are identified by the electric coolant pump.

- The mixing control is not in the "Maximum cold" position,

- The passenger compartment ventilation is activated.

Heating unit

Expansion bottle Additional resistor unit Heating by auxiliaryheater

Fuel flap

Fuel tank


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MAINTENANCE

400 V Before performing any operations on the heating circuit, it is essential to refer tothe technical documentation to find out if it is necessary to perform lockout on thevehicle.

COLD LOOP

Actuation

It is essential to isolate the vehicle before anyoperations are performed on components suppliedwith 400 volts.

14 voltsEarth

LIN

400 volt supply

Earth safety strap

High pressure gas outlet

Low pressure gas inlet


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SPECIAL FEATURES OF THERMAL COMFORT ON FLUENCEZ.E.

GENERAL INFORMATION

FLUENCE Z.E. is only available with climate control.

FLUENCE Z.E. is not equippedwith an auxiliary heater device

even as an option.

"ECO" FUNCTION

Identification

The "ECO" button replaces the "SOFT" button which is alreadyknown.

This mode limits the electrical consumption of the airconditioning (heating and air conditioning) by lowering thepassenger compartment comfort slightly.

Climate control.


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Operation

Each time the "ECO" button is pressed, the system equalises the temperature settings with the driver'stemperature.

When the passenger's setting is modified, the settings are desynchronised again.

"OFF" FUNCTION

The "OFF" function is moved on the "minimum fan" button:The instrument panel switches off when this button ispressed even though there is only half a blade lit.

PRECONDITIONING FUNCTION

Preconditioning makes it possible toprogram the passenger compartmentcomfort whilst the vehicle is connected to theelectric network and the battery isrecharged.


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Activation

The customer has the option of programming 2 schedules (time 1 and time 2) visible on the instrument panel.

Each time the button is pressed, the status is modified according to a 3-status logic:

"OFF" function Program 1 Program 2

HEATING CIRCUIT

Installation

Heating unit

Self-contained heatingcoolant pump

Expansion bottle Additional resistor unit


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The climate control system has its own computer.

Prote

De-icing

UCH

Heaterunit


Computer

Heating and

EVC

Self-contained heating coolantpump


Fluid temperature


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MAINTENANCE

COLD LOOP

The cold loop is identical to a combustion engine vehicle.

The cold loop has a thermostatic expansion valve anddehydration reservoir.

The cold loop of FLUENCE Z.E. uses some of thecomponents of the cold loop system on the FLUENCEcombustion engine except for the compressor and someof the pipes.

Before performing any operations on the heatingcircuit, it is essential to refer to the technicaldocumentation to find out if it is necessary toperform lockout on the vehicle.

It is essential to isolate the vehicle beforeany operations are performed oncomponents supplied with 400 volts.


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"INTERNAL HEAT EXCHANGER" ASSEMBLY

In order to optimise the output of the coldloop, an "IHX" assembly is present. Thissystem inside the heat exchangerreduces the amount of energy requestedby the compressor.

ACTUATION

Evaporator temperature Refrigerant pressure

Rotation speed

CompressorEVC




Internal temperature

Solar radiation

Customer request (AC)


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The UCH computer manages:

- The "de-icing" function,

- The transfer of data to the EVC and the air conditioning computer.

The UPC computer manages:- Actuation of the cooling fan assembly.

The EVC computer manages:

- The cold loop,

- Compressor actuation,

- The hot loop,

- Actuation of the additional resistor unit,

- The transfer of data to the UPC, UCH and the air conditioning computer.

The air conditioning computer manages:

- The user interface,

- The automatic modes,- The "ECO" function,

- The transfer of data to the UCH and EVC.


Compressor


Heating coolantpump

Fluid temperature

Protection and

UCH


EVC


De-icing

Solar radiation

Internal temperature

Heater unit

Humidity



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NOTES


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BRAKING


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BRAKING

SPECIAL COMPONENTS

VPM COMPUTER

Function

The VPM (Vacuum Pump Module) computer actuates the vacuum pumpaccording to the vacuum value sent by the dual vacuum sensor.

If a fault is detected on one of the system components (brake pedalinformation, pump, sensor, etc.), the VPM computer sends the informationto the EVC computer in order to display a warning message on the

instrument panel.

The VPM computer makes the operating time of the vacuum pumpavailable to the EVC computer.

Dual vacuum sensor

ComputerVPM

Vacuum pump


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BRAKING

DOUBLE VACUUM SENSOR

Function

The dual vacuum sensor enables the computer to know the vacuum present inthe braking assistance circuit.

For safety reasons, the vacuum sensor has two stages.

As on combustion engine vehicles, a non-return valve is used to maintain thevacuum.

VACUUM PUMP

Function

The role of the electric vacuum pump is to generate the vacuum forbraking assistance purposes.It is supplied with 14 volts.

The vacuum is achieved by a rotary vane pump.

ACTUATION

The VPM computer is connected to the EVC computer by an LIN connection. Fault finding is performed on the

VPM computer using the CLIP tool, the EVC computer and the vehicle multiplex connection.

LIN

+ After ignition

Vacuum pump control

Motor Fuse and Relay Box (BFRM)

EVC

Protectionandswitchingunit (UPC)

SupplySensor signal


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BRAKING

OPERATION OF THE VACUUM PUMP

Operating strategies

Braking

When the brake pedal is depressed, the vacuum in the brake servo is consumed.

On

When the vacuum measured in the brake servo reaches the "On pressure" value, the pump is triggered inorder to maintain braking assistance.

Off

As soon as the vacuum measured reaches "Off pressure", the pump stops.

Off

On

Safet

Off

On

Safet

Off

On

Safety


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BRAKING

Safety

In the event of a leak, the vacuum created by the pump cannot be maintained and reaches the "safetypressure" threshold value. The pump operates and a message is displayed on the instrument panel.

NOTES

Off

On

Safet


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BRAKING

NOTES


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MAINTENANCE


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MAINTENANCE

SPECIAL FEATURES OF KANGOO Z.E.

FAULT FINDING

BORNEO 3

The diagnostic socket is located in the centralconsole.

Fault finding is performed using the CLIP tool onthe Borno 3 interface.

IDENTIFICATION

The identification points of KANGOOZ.E. are the same as the combustionengine vehicle.


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MAINTENANCE

TOWING AND LIFTING THE KANGOO Z.E.

Do not install any vehicle jacking components

- Under the orange high voltage cable routings,

- Under the traction battery.

Lifting points identical to combustionengine vehicles.

In the event of a fault, KANGOO Z.E. can be towed according to the different configurations.

IN THE EVENT OF THE VEHICLE BEING INVOLVED IN AN ACCIDENT, THE VEHICLE MUSTBE TRANSPORTED ON A PLATFORM.

Caster wheels

Caster wheels


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MAINTENANCE

SPECIAL FEATURES OF FLUENCE Z.E.

FAULT FINDING

BORNEO 3

The diagnostic socket is located in the centralconsole.

Fault finding is performed using the CLIP tool onthe Borno 3 interface.

IDENTIFICATION

The identification points ofFLUENCE Z.E. are the same

as the combustion enginevehicle.


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MAINTENANCE

TOWING AND LIFTING FLUENCE Z.E.

Lifting points identical to combustionengine vehicles.

Do not install any vehicle jacking components:- Under the orange high voltage cable routings,

- Under the traction battery.

In the event of a fault, FLUENCE Z.E. can be towed according to the different configurations.

IN THE EVENT OF THE VEHICLE BEING INVOLVED IN AN ACCIDENT, THE VEHICLE MUSTBE TRANSPORTED ON A PLATFORM.

Caster wheels

Caster wheels


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