I'll give that a go, thanks. I'll have to teach the owner how to clear the fault codes, just in case.

Do I need to worry about the DCL Reduced Due to Cell Resistance?

Cheers

THanks, I've read all of that several times but not entirely got my head around it. My code is subcode #1:

"The BMS has detected discharge current leaving the battery that exceeds the published Discharge Current Limit (Discharge Enable Relay is NOT
enabled in the configuration settings)."

I do ...

I have the early type Zero EV CCS and think I followed the HV setup to the letter in the manual....

Is there anyway to try to test whether the dc/dc is the culprit. Problem isn't happening regularly. I cleared the code and tried charging maybe 10 or so times and all ok but really can't have this ...

THanks Tom, appreciate the reply


So the line: "Is-Charging Power Status: 1.0" means that the fault occurred when charging?

So you think this has nothing to do with cell resistance?

Is there any way to stop this from happening?

Cheers

Hi All,

I have got a fault code P0A07 Discharge Limit Exceeded.

Within the fault code recorded data I can see discharge limit has been reduced due to cell resistance (although I can't see the extent of the reduction or what the discharge current was at the time of the fault)

I don't know what is ...

It's not that I'm exceeding a temperature it is that I'm exceeding the current limit at any given temperature on that temperature derating setting.

Hypothetically if I set maximum discharge limit to 750a, I'd then also set the derating to 750a between 5 and 40 degrees?

Does 750 sound reasonable ...

?

Hi Johu,

Sorry, I'm maybe not being clear. In the Orion BMS in Discharge Limits, there is a dialogue box for temperature derate settings. See pic attached.

I didn't enter these settings, I assume they are pulled in when I told the BMS I was using Tesla Model S 5.3KW modules.

So my question ...

Cheers johu, the battery temp is not going above 25.

If I was to remove the current limits that at the moment are being restricted by temperature, what mechanism am I using to keep the discharge current within a safe limit?

Thanks, I'm not sure how I judge battery happiness? While I think it's unlikely that they would ever drive it that hard, if it was ok to increase those numbers and still be reasonably safe then reducing the chances of it cutting out on them under power seems prudent

Cheers

Hi All,

I'm looking for some advice on the current limits that I should put in the Orion BMS for the Cobra I have built. It's Tesla LDU, 12 Tesla 5.3KW Modules (300V), Openinverter logic board.

At the moment if it is accelerated very hard uphill the Orion BMS is logging a P0A07 fault (Discharge ...

mane2 wrote: ↑Thu Jul 11, 2024 7:46 pm My LDU controls contactors but Orion has priority over LDU to open them if something bad is about to happen. After modifications it can only open them in charging or idle mode.

What Orion are you using? I'm interested in how you have configured it to control the contactors

I had max charging rate on Orion BMS set to 200A (I think default value) and tested strong regen. As regen amps exceeded max set to Orion, it lifted contactors.

To fix this issue I of course upped the max amps but also added a relay so that Orion can only control main contractors when car is not ...

What caused the contractors to open? Did you replace the entire inverter or just the burnt phase? I still have the old mirror with one shorted phase in the shed, might get around to fixing it one day

If I understand correctly, the Tripmode function can be used to keep either the precharge or positive contactor closed in the event of failure. Presumably then this does nothing if the logic board is not being used to control the contactors?

I previously suffered an LDU failure in low voltage bench testing which I assume is due to the exact reason that Damien explains in the video.

Damien explains at the end of this video how to avoid the same overcurrent failure during driving, i.e by setting trip mode so that the contactors stay ...

Hi All,

After 3 years my Tesla Cobra is now road legal (2024 plate) and I now need to get it running as well as possible.

The car has Performance LDU, 12 x 5.3 KW Tesla Modules, Orion BMS 2 and CCS.

I would be really grateful for any advice on parameters. I am very much a mechanical engineer so ...

So I now have it in the car and 250v but as soon as I now touch the throttle pot it gives OVERCURRENT error.

With it still in the car I have removed the 2 orange HV connection covers checked continuity with a meter.

I have continuity between the HV B- terminal and all 3 of the HV phase terminals ...

Brilliant! The thing spins. I'm not entirely sure what fixed it. I gave it 36v and swapped the encoder pins and spins nicely. One very minor thing is that it seems to spin forward when it should be reverse but that's no issue.

So big thumbs up for the zero ev replacement 23 pin data interface ...

Cheers Johu, I wired the encoder as per:

https://openinverter.org/forum/viewtopic.php?t=76

Assuming that the image is looking into the the harness connector (wires at the back), I wired it:

pin 1 to pin 17 encoder gnd
pin 2 to pin 16 (encoder b)
pin 3 to pin 10 (encoder a)
pin 4 to pin 9 encoder ...

SO some progress. I installed the new connector and it all lights up and I can connect via wifi!

I did not however manage to get the motor to spin. I only have 2 x 12v batteries in series. The driveshafts started to move very slightly and then it keeps blowing the 32a fuse that I have between the ...

THanks gents, I've ordered one from Zero Ev, which is one they make themselves (not oem). Should have that tomorrow so will report back (hopefully with good news).

https://shop.fellten.com/shop/ldu23db-l ... 2873#attr=

Hi All,

I have the LDU logic board installed in a Tesla LDU (LDU or unknown origin). I have power going to the 23 pin connector on the ldu but it seems as if the board is not powering up, i.e no wifi available and no current at all is being drawn.

I have removed the inverter cover and nothing ...

I spoke with MIRA today as I need to get r100.1 and full IVA for a 2023 model year and plate. They are very helpful and I spoke directly with the tester who communicates well via email of mobile. From the info I received the test (although very expensive) is also very basic, they won't open up ...

I contacted MIRA this week. The guy that is responsible is on holiday but told he will contact me next week. I will try to get as much info as I can about obtaining R100.1 via MIRA.

Obviously it's very interesting that Janosch produced a report that was acceptable for IVA without going through the ...

HI Charlie,

It's not that pipe. I took some pictures of it: