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it's measured from the BMS connector to the cells. So probably directly...

Let's see how the cells react to some current...

I'll also check the fuses.
The BMS leds are all off...

Hi


Unfortunately I didn't ride my 2014 DS for a long time. I left it stored in a shelter for over a year.
To make sure the battery wouldn't drain, it was always plugged into AC. At least that's what I thought.

When I wanted to start it for the first time yesterday, it stayed completely off. No reaction on the dashboard, all LEDs of the BMS were off.
It didn't show any reaction to plugging out and back in the charging AC cable.
After checking the voltage, I figured that the AC cable was broken. It must have been damaged at some point. It didn't show any visual damage though...

Now I'm trying to revive my Zero.
Plugging it in with a working AC charging cord didn't help unfortunately.

Any idea what the easiest way is to measure the battery pack voltage?
Can I somehow get access to the battery terminals through the auxiliary charger port? Do I need to provide some voltage to a contactor first?
Any chance that I could revive it by providing some external power to get the battery back to a certain voltage until when the charger would kick in again?

I'm an electrical engineer, so I'm away of the various dangers that come with batteries and the 115V of the Zero battery.
The battery is still under warranty I guess, but without being able to start the bike it would be quite a hassle to get the bike to a dealer.
So it would be nice to do some first aid first


Thanks already in advance.

hi Burton,

the 2014 has 100 A fuse and 2013 30 A. I think that the reason for 2 elcon on 2014 , not on 2013

does that mean that on a 2014+ the (stock) external charging connector can be used for a charging power boost of up to 11.5 kW?

Mr. Fusion, Diode in serie to protect are not usefull becasue the CV seting of the stack of power supply is always higher than the voltage fof the battery so the current flow only in one direction. What is important is to have diode in parallel to each power supply to protect against reverse current.

Hi Doc

What happens when the max. voltage (112V) of the two RSPs is reached and the stock charger continues to charge the batteries? Then the battery voltage should exceed the max. voltage of the RSP stack. I read that the meanwells shut off with over voltage protection starting at 57.6V -> total of 115.2V. They should be OK until 67.2V -> 134.4V, but how to ensure that the voltage is equally distributed among the two meanwells?

Great job, thank you very much for sharing 

One question: Is the schematic complete for the Andersson aux charger port? Looks like there's only two signal wires and one high current wire going from this connector in the schematic?! I assume the connector is at the bottom left (right to the CCU) of the schematic?

Yeah, but do you want to charge with full power until 100% SOC? I thought it would be enough to charge full power until about 90% SOC and then let the onboard charger finish...

I had kind of the same Situation lately (2014DS, powertank):
Either charing stoped before 100% or the display was not correctly updated. Once the display showed 74% with solid green charger light. When I plugged the bike off, waited some time and then plugged it in again it continued charging.

Maybe the BMS has probems with the power tank?