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SKILLS COURSE
ELECTRIC VEHICLE
TRAINEE BOOKLET
MECHANICAL TRAINING
DESIGN
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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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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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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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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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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.
Pre-charging resistor
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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
Pre-charging resistor
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.
It is essential to refer to the technical documentation.
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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MOTOR AND TRANSMISSION ASSEMBLY
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MOTOR AND TRANSMISSION ASSEMBLY
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.
It is essential to refer to the technical documentation.
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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MOTOR AND TRANSMISSION ASSEMBLY
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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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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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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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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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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HEATER MATRIX
Identification and location
A heater matrix is used to transmit the heat into the passenger compartment.
SELF-CONTAINED HEATING COOLANT PUMP
Identification and location
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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BLEED SCREWS
Identification and location
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
Identification and location
The temperature sensor is an "NTC" type thermistor (NegativeTemperature Coefficient).
The temperature sensor is located near the additional resistor unit.
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ADDITIONAL RESISTOR UNIT
Identification and location
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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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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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.
External temperature
UCH
Prot
Heater unit
Air conditioning computer
De-icing
EVC
Self-contained heating coolant pump
Additional resistor unit
Fluid temperature
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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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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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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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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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Actuation
Manual air conditioning
Automatic air conditioning
400 volt supply
EVC
Rotation speed
Compressor
External temperatureInternal temperature
Solar radiation
Customer request (AC)
Refrigerant pressure
Evaporator temperature
Air conditioningcomputer
External temperature
Refrigerant pressure
Evaporator temperature
400 volt supply
Rotation speed
Compressor
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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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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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AUTOMATIC AIR CONDITIONING
The climate control system has its own computer.
Prote
De-icing
UCH
Heaterunit
External temperature
Computer
Heating and
EVC
Self-contained heating coolantpump
Additional resistor unit
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
Air conditioning computer
Automatic air conditioning
External temperature
Internal temperature
Solar radiation
Customer request (AC)
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AUTOMATIC AIR CONDITIONING
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.
Refrigerant pressure
Compressor
Additional resistor unit
Heating coolantpump
Fluid temperature
Protection and
UCH
Air conditioning computer
EVC
External temperature
De-icing
Solar radiation
Internal temperature
Heater unit
Humidity
Evaporator temperature
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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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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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TRAINEE BOOKLET RENAULT Z.E. 102
SKILLS COURSE
BRAKING
NOTES
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TRAINEE BOOKLET RENAULT Z.E. 103
SKILLS COURSE
MAINTENANCE
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TRAINEE BOOKLET RENAULT Z.E. 104
SKILLS COURSE
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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SKILLS COURSE
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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TRAINEE BOOKLET RENAULT Z.E. 107
SKILLS COURSE
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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