ElectricMotorcycleForum.com

good job there.  can't you just buy that entire assembly somewhere, i know they sell lights and repair kits, because as you see, stuff goes out.   just replaceentire board.

aaron

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I now have all tools for removing the battery, so I will hurry.

please don't hurry.  take your time, slow and purposeful saves the 'what not to do' videos for some other guy.  make sure you and your tools are properly insulated.

be safe, and good luck
aaron

Thank you for the explanation.
I already opened the PSU cover. Unfortunately it's a TDK600 PSU - and HV voltage at the two through-connections to Cincon CFB600 converter is 0V. So, also at 12V outlet there is no power.
I now have all tools for removing the battery, so I will hurry.
Is it possible to to test and repair LMU boards outside the battery (so I would dismount)? Where are the LMUs located?

Got in there.

https://youtube.com/shorts/vLyPzzWEEsA?is=0y51oRQiPoKq6S5s

Masterclass.  Aweome information.  Thanks for taking the time to share.  Above and beyond.

I tried again without ignition short (orange/purple wires) and had various failures, but one time success and a full boot.
I was able to enter engineering screen. It seems, cells are defective - or is it a BMS module?

Based on the cell voltage and temp data from the eng screen the issue is likely a failed LMU board (part of the BMS) or a damaged trace on one of the circuit boards that provide the BMS cell voltage data.

The min cell voltage of 65535 is a place holder for "value out of range". Each LMU receives cell voltages from 8 battery cells, each cell voltage reading includes all previous cells in the chain. For example if all cell voltages were at 4V the vaults the LMU would receive are: 4,8,12,16,20,24,28,32. It calculates a specific cell voltage by subtracting the previous value (12-8=4=Voltage of cell #3). If the LMU does not receive a value from one cell this throws off the math and results in a value "out of range".

Assuming the OCV value (276V) is accurate then the average cell voltage of the pack is around 3.45V (276/80).
3.2V is the minimum cell voltage needed to charge a battery normally. 2.5V is the minimum safe limit for the cells but below 3.2V the pack would need to be charged manually.

Short answer there is something wrong in the battery that is causing it to report values outside of normal parameters. Until that issue is resolved the bike will continue to throw faults.


Unfortunately as the bikes PSU is working it will keep drawing small amounts of power from the battery. Over time this will discharge the cells to 0V. As you have no way to recharge the battery time is ticking.
I am not sure what HV vehicle repair resources are available in Germany. I know of someone in the Netherlands that is familiar with Energica battery repair.

Depending on the version of PSU installed in the bike it might be possible to unplug the power going to the PSU stopping the parasitic power draw.
Here are the 2 styles of PSU used in the 21.5kWh battery pack. The upper unit is know as a PSU11, the bottom unit is referred to as a TDK600

The PSU is located behind a cover at the front of the pack, it is secured by T20 bolts and sealed by a o-ring.
Due to the high voltage inside the battery pack I can not suggest you remove this cover... But if you choose to ignore that suggestion you will see either a PSU11 or a TDK600.
The PSU11 can be unplugged from the high voltage supply. The TDK600 is hard wired into the bikes HV circuit, the only way to disconnect power is to cut the HV wires or remove the bottom cover from the battery and unbolt the connections.

Ideally your bike is running a PSU11. There is a 3 pin connector referenced in blue that carries HV power to the unit. Please note the area marked in red is part of the HV circuit and should not be touched.

You can use a non conductive tool to depress the latch on the 3 pin connector and disconnect it.

Removing power from the PSU prevents the cells from being discharged further. Allowing you time to have the original issue repaired.

Does the DC2DC maintain the 12V battery? Because it is well charge

Yes, but it could be a connection problem after the 12V battery which should measure around 13.5 VDC when the key is on, if it is like my 2023 DSR/X which uses a Lifepo4 battery.


I would measure it with a cheap VOM/voltmeter.



-Don-  Auburn, CA

yawn...
where are you
got pictures.
derp..

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im pretty sure thats looking at our main battery voltage

fwiw
1000 mv =  1 volt  so 101100  would be a touch over 101 volts.

You're probably right, it makes a lot of sense.

Is it possible to know how voltage DC2DC give?