Honda IMA Hybrids Part 2 - HV Battery and Battery Junction Board WeberAuto 2026-09-17 | Honda IMA Hybrids Part 2 - HV Battery and Battery Junction Board
Understanding the Subaru Crosstrek Plug-In Hybrid Electric Vehicle (PHEV) Transmission WeberAuto 2022-10-22 | See the amazing TH2A transmission of the 2019 and above Subaru Crosstrek Plug-In Hybrid Electric Vehicle (PHEV). This all-wheel drive (AWD) vehicle and transmission use the impressive Toyota Hybrid System (THS). A special thank you goes to Subaru of America for the vehicle donations and support for technician training at Weber State University.TIMELINE: 0:00 Start0:07 Introduction1:26 Integrated Toyota Hybrid System (THS)2:37 Mechanical All-Wheel Drive3:20 A 2019 Toyota RAV4 P710 Transaxle to compare4:30 Motor/Generator 2 (MG2) Rotor and Stator5:08 Motor/Generator 1 (MG1) Rotor and Stator6:00 8.875 kWh High Voltage Li-Ion Battery6:14 Electric Vehicle (EV) Driving Mode Components7:00 MG2 Torque and Power Specifications8:12 EV Driving Mode Operation9:23 The front differential ring and pinion gearset10:33 MUST SEE: EV Driving Mode Power Flow11:18 Hybrid Electric Vehicle (HEV) Driving Mode Components12:09 The three functions of MG115:33 HEV Driving Mode Operation17:44 MUST SEE: Obtaining Continuously Variable Transmission (CVT) Gear Ratios19:45 MUST SEE: Three Types of CVTs20:30 See the combined gear stack for EV and HEV operation24:18 Parallel Hybrid operation and Series Hybrid Operation25:55 Front-Wheel Drive is the default mode26:20 Additional Components needed for All-Wheel Drive (AWD)27:27 Electromagnetically Activated AWD Clutch Pack29:57 MUST SEE: The Ball Ramp Clutch Actuator for AWD operation32:33 See the two shafts the AWD clutch connects together34:42 See the Complete combined gear stack for EV, HEV, and AWD operation35:16 The oil pump36:28 MUST SEE: The complete transmission assembly and cutaway operation39:55 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
The Marvelous Motors of the Mustang Mach-E GT WeberAuto 2022-08-24 | See the Marvelous Motors of the Ford Mustang Mach-E GT. These motors are more powerful than Tesla Model 3 and Y motors. The front and rear GT motors are identical, with a few minor differences. See how to set the timing on a compound planetary gear set! This video is the sixth in a series about the Mustang Mach-E GT.TIMELINE: 0:00 Start0:07 Introduction0:45 The Electric Front Axle Drive (EFAD) 1:08 The Ford Eluminator Mach-E Electric Motor1:55 Compare front and rear housing sizes2:20 The EFAD outer housing and components4:19 MUST SEE: The EFAD Specification and Identification labels5:48 The Electric Rear Axle Drive (ERAD) outer housing and components6:40 The ERAD Inverter8:00 The ERAD Park Actuator Location9:28 The ERAD is also used in the E-Transit Van9:45 MUST SEE: The identical 8-pole rotors of the ERAD and EFAD10:10 The power specifications of the ERAD and EFAD11:17 The ERAD Parking Gear12:17 The 33-tooth sun gears12:30 MUST SEE: The identical 48-slot stators of the ERAD and EFAD13:50 MUST SEE: The identical differentials and compound planetary gear set of the ERAD and EFAD14:35 CJB Bearings14:45 MUST SEE: The compound planetary reduction gear set15:19 The ring gear has 117 teeth15:35 Two-Stage Planet Gears with 59 teeth on stage one and 26 teeth on stage two16:20 Calculating the gear ratio of a compound planetary gear set = 9.0454:117:00 MUST SEE: How to set the staged gear timing and phasing 21:34 A demonstration of the 9.0454:1 gear reduction24:24 Cassette-style axle shaft seals25:39 See inside the housings26:07 See the electric oil pump and filter28:02 See the removal of the large bearing31:25 See the resolver for the permanent magnet rotor32:33 MUST SEE: The identical 650 Amp inverters of the ERAD and EFAD34:00 See the electric parking pawl actuator inside the ERAD36:15 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/AutomotiveQUESTIONS FOR TEACHERS1. What type of motor is used in the front drive unit?2. What type of motor is used in the rear drive unit?
2021 Mustang Mach E GT Battery and Cooling System Service WeberAuto 2022-08-09 | See how to remove and install a battery module, install the battery, and service the cooling systems of a 2021 Ford Mustang Mach E GT. This video is the fifth in a series about the high voltage battery of a Mustang Mach-E GT.*Notice. Ford’s EV batteries are designed to be supported by a 60”x30” or larger lifting table. using a smaller lift table can cause internal battery damage.TIMELINE: 0:00 Start0:08 Introduction1:06 Disconnecting the Battery Energy Control Module (BECM)3:44 Disconnecting the electrical connectors from the junction block4:14 disconnect wire harness brackets and voltage sensing lines6:22 Disconnecting the coolant hoses9:45 Remove the bus bars11:53 Removing the battery module hold-down brackets and bolts13:54 installing the battery module lifting tools (414-016)15:58 Stabilizing the battery housing in preparation for weight removal17:36 Connecting the crane and lifting bar to the lifting tools18:15 MUST SEE: lifting out two battery modules19:34 See the battery modules and cooling plate20:20 See the bottom of the cooling plate21:05 See the battery tray alignment dowels21:40 MUST SEE: Thermal compound installation templates24:23 MUST SEE: Three-minute time-lapse of battery reassembly and installation*27:12 See the cooling system vacuum refill procedure39:06 MUST SEE: The Scan Tool BECM Coolant Filling and Bleeding Procedure47:54 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2021 Mustang Mach E GT Contactors WeberAuto 2022-08-05 | See the contactors of a 2021 Ford Mustang Mach E GT high voltage battery. See the removal procedure and a functional demonstration of the contactors. TIMELINE: 0:00 Start0:08 Introduction0:44 High Voltage PPE required for internal battery service1:35 The location of the battery junction block with contactors2:00 High voltage negative and positive connections3:00 The purpose of the contactors3:25 A measurement of the battery voltage (380 Volts) before the contactors4:25 A measurement of the battery voltage (0 Volts) after the contactors5:21 Different scenarios of contactor failure6:19 DC Fast charge contactors6:50 Removal of the battery junction box electrical connections11:40 Removal of the battery junction box bolts 12:04 Removal of the battery junction box 14:15 MUST SEE: The partially disassembled junction block15:10 Three different junction block and fuse options (RWD, AWD, AWD GT)16:57 Corrections to my earlier descriptions17:50 MUST SEE: What is a contactor? What does it do?19:30 MUST SEE: See a live demonstration of contactor operation22:30 The contactors are controlled by the 12-volt circuits of the battery energy control module (BECM)23:10 MUST SEE: The high voltage sensing lines for each contactor26:00 Four 95 nF capacitors27:10 Contactor connections to the front and rear inverters28:40 MUST SEE: The purpose of the pre-charge contactor and resistor29:20 See the rear inverter connections and function29:50 See the large capacitor in the rear inverter30:35 Why you must charge the capacitors through the pre-charge resistor32:35 The sequence of contactor operation for powering on the car34:35 The current sensor35:30 The fused electrical connections to the DC-DC converter, onboard charger module, cabin coolant heater, and electric air conditioning compressor.36:57 The purpose of the Auxiliary Contactor38:30 The low voltage battery electrical connection39:10 The interlock circuits40:00 The green circuit board for contactor control41:50 The DC Fast charge input connection44:10 The sequence of DC Fast charge contactor operation for charging the HV battery45:28 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2021 Mustang Mach-E GT - Extended Range Battery Removal WeberAuto 2022-07-29 | See the removal procedure for the 98.8 kWh Extended Range Battery of a 2021 Ford Mustang Mach E GT. This impressive 276 Ah battery has a nominal voltage of 347.8 Volts.*Notice. Ford’s EV batteries are designed to be supported by a 60”x30” or larger lifting table. using a smaller lift table can cause internal battery damage.TIMELINE: 0:00 Start0:08 Introduction0:50 How to lift the Mach-E for battery removal1:55 Temporary neutral needed2:38 The electrically actuated parking pawl3:02 Why you must disconnect the 12 Volt battery3:50 12 Volt battery disconnection4:48 The under-car covers5:35 Lifting the vehicle and draining the coolant6:00 Two coolant hoses at the rear of the battery and four at the front.6:25 How to disconnect the Twist II coolant connector7:20 Examples of locked and unlocked coolant hose connections8:08 Disconnecting the high voltage connector at the rear of the battery9:43 Make sure the connectors are clean before removing them.10:22 Disconnecting the four high voltage connectors at the front of the battery14:33 What to do if the high voltage de-powering procedure fails15:05 Positioning the OTC 1595 battery lift table*18:54 Bolt removal and concerns20:30 Special locking bolts22:15 Lowering the battery and disconnecting the last cooling hose connector26:30 repositioning the battery for cover removal27:02 Battery crane lifting tools for swapping entire batteries27:45 Battery weight = 600 kg (1322.8 lbs)30:15 Removing the 64 battery cover bolts30:47 The battery vent patch31:52 Removing the battery cover32:40 The battery module layout and cell configuration33:25 MUST SEE: What gives the battery an extended range?35:23 The battery junction block and the five contactors37:13 The two different battery modules38:36 The battery Energy Control module (BECM)39:48 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2021 Mustang Mach-E GT - De-energizing the High Voltage System WeberAuto 2022-07-26 | See how to de-energize the high voltage (HV) system of a 2021 Ford Mustang Mach E GT! This new Low Voltage Service Disconnect (LVSD) method is used by all 2020 and newer Ford electric vehicles and hybrid electric vehicles. TIMELINE: 0:00 Start0:08 Introduction0:45 High voltage connectors at the HV battery1:10 The Ford scan tool method of de-energizing the high voltage system3:00 Starting the Ford Diagnostic and Repair System (FDRS) software3:19 Connecting the vehicle communication module II (VCM II)3:50 Vehicle Diagnostic Trouble Code (DTC) Check results4:40 Running the BECM - High Voltage System De-Energizing tool6:12 Checking for loss of high voltage isolation DTCs6:34 MUST SEE: The live isolation resistance value7:20 Checking for stuck closed or stuck open contactor DTCs7:40 The basic function of the contactors8:00 MUST SEE: The live high voltage values at each high voltage component9:34 MUST SEE: The function of the Low Voltage Service Disconnect (LVSD) connector.11:08 The ON and OFF positions of the Low Voltage Service Disconnect (LVSD) connector.12:03 The OSHA 1910.147 Lockout-Tagout hole and procedure13:25 Waiting five minutes for the passive discharge of the inverter capacitors 14:16 MUST SEE: The live low voltage values at each high voltage component14:38 Contactors are open, it is safe to remove high voltage connections at HV battery without Personal Protective Equipment (PPE).15:23 The Manual high voltage de-energizing procedure16:54 The General Motors Version of the LVSD; the High Voltage Service Lockout (HVSL).17:45 Ford uses the LVSD on all new 2020 and above electric vehicles and hybrid electric vehicles.18:49 the Manual Service Disconnect (MSD) levers are slowly being phased out.19:40 Video SummaryABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2021 Mustang Mach-E GT - High Voltage Components WeberAuto 2022-07-24 | See the high voltage (HV) components of a 2021 Ford Mustang Mach E GT! Almost every electric vehicle has these same high voltage components. Learn their names and their basic functions.I have been away from Youtube for eight months developing a new training curriculum for my college classes and the hybrid and electric vehicle classes I offer to the public. I am back now and will be releasing new videos as quickly as I am able. CORRECTIONS:I was wrong about the hood electric open hood only, there is a release handle, but it is behind electrically opened doors. If the doors were locked when the 12V battery died, then a special procedure shown here is needed.TIMELINE: 0:00 Start0:08 Introduction1:38 HV common component - The Front Motor Inverter3:18 HV common component - The DC-to-DC Converter4:45 The 12V AGM battery 5:28 MUST SEE: The under frunk Jump Start terminals6:17 Remote auxiliary stud box to open the frunk if the 12V battery is dead6:43 MUST SEE: The green colored under frunk Low Voltage Service Disconnect (LVSD) connector7:28 MUST SEE: The low voltage low current and high current fuse blocks.8:55 HV common component - The Electric Air-Conditioning Compressor9:18 The coolant chiller10:00 HV common component - The On-Board Charger Module12:16 The two coolant expansion tanks (Reservoirs)12:54 Passenger compartment heat and the four-way switching valve.13:36 Why there are a few more coolant hoses than some other electric vehicles14:23 HV common component - The Front Drive Unit and Motor15:30 HV common component - The High Voltage Battery16:18 The Electrical connections at the high voltage battery16:26 The small orange connector receives up to 43 amps of DC current from the onboard charger when using an AC Level 1 or AC Level 2 plug-in charge cable.16:26 The large orange connector receives up to 300 amps of DC current from a DC Fast Charge station when using a DC Level 2 plug-in charge cable.17:25 The metal electrical connector feeds DC power to the front motor inverter17:37 The black low voltage data and power connector18:18 The coolant hose connections at the front of the battery18:42 HV common component - The Cabin Coolant Heater19:00 HV common component - The Rear Drive Unit and Motor19:30 The coolant hose connections at the rear of the battery20:00 Mercon ULV Drive Unit Fluid20:28 Special adapters are required to lift the vehicle and remove the high voltage battery24:00 Video Summary and EV Common ComponentsABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Tesla Toolbox 3 Service and Diagnostic Software WeberAuto 2021-11-26 | Join me as I demonstrate the newly accessible Tesla diagnostic software called Toolbox 3. We will also explore the Tesla electronic service information. See service.tesla.com for more information. This software allows anyone to access vehicle service data, diagnostic trouble codes (DTC)s, and many other functions.TIMELINE:0:00 Start0:07 Introduction0:35 Ethernet cable for Models S and X0:40 Ethernet cable for Models 3 and Y1:30 Accessing the subscription options for Tesla Service and Repair Information1:40 Accessing the subscription options for Tesla Toolbox 3 Diagnostic Software2:35 Logging into the Tesla Service and Repair Information website2:56 The main page for Tesla Service and Repair Information3:30 Service Manual for the Tesla Model 34:45 How to tell the build date of your Tesla4:56 Circuit Wiring diagrams 5:42 Accessing the Toolbox 3 Diagnostic Software6:02 Getting started with Toolbox 3, cables and settings6:32 Cable connection to the vehicle from a laptop computer7:12 Connecting the software to the vehicle7:40 Actions - Commands and tests the software can perform8:52 Dashboards - Additional tasks that can be performed9:15 Service tools - DTCs - Checking and clearing Diagnostic Trouble Codes (DTC)s11:05 Service tools - Vitals - Reading the data list from all the on-board computers12:37 Service tools - Driver Assist System (DAS) Calibration functions12:46 Service tools - Driver Assist System (DAS) Images14:33 Accessing service information from toolbox tabs warning15:40 SummaryTo view Professor Kelly's credentials, see https://www.weber.edu/automotive/J_Kelly.htmlLink with Professor Kelly on Linked-in at linkedin.com/in/john-d-kelly-37ab6bbABOUT US:Weber State University (WSU) Davis Campus is located in Layton, Utah, U.S.A. Learn more about the Weber State University Department of Automotive Technology at http://www.weber.edu/automotiveADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining for more information, boot camp dates, and to register. Proceeds from these courses help fund the hybrid and electric vehicle training programs here at WSU.DONATE TO OUR DEPARTMENTPlease consider a donation (in Professor Kelly's name) to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
EV and Hybrid Training - Shop Tour WeberAuto 2021-08-26 | Check out our fantastic new shop where all of the EV and Hybrid training takes place. Join me for three Hybrid and Electric Vehicle training courses at Weber State University (WSU). Two of the classes are online, and one is an on-campus 5-day Boot Camp. See http://www.weber.edu/evtraining for more information, boot camp dates, and to register. We have scheduled nine more boot camps in 2023. Check our website for registration information. https://continue.weber.edu/professional/programs/evtraining/ March 6-10, 2023May 8-10, 2023May 22-16, 2023June 5-9, 2023June 19-23, 2023July 10-14, 2023July 24-28, 2023August 7-11, 2023Oct 30 - Nov 3, 2023TIMELINE:0:00 Start0:08 Introduction0:50 External view of the Computer and Automotive Engineering Building1:50 The lobby and our museum2:22 Entry to the EV and hybrid shop2:35 Bolt EV drive unit and Hybrid engines3:08 The Tesla Wall and high voltage components4:19 The Nissan LEAF high voltage components4:42 Prius Power-Split Device (PSD) mockup4:52 1st and 2nd Generation Chevrolet Volt, BMW i3, and Nissan Leaf Batteries5:10 High voltage safety wall and battery room6:05 Tesla Model 3 and Tesla Model S battery modules7:00 AC Level 2 and Level 1 EVSEs throughout the shop7:22 4th and 3rd generation Prius7:58 My wife's 2019 Bolt EV waiting for the recall to be performed8:10 2nd generation Chevrolet Volt8:18 1st generation Subaru Crosstrek hybrid8:30 2018 Tesla Model S P100D8:37 2020 Ford Explorer hybrid9:28 The other side of the shop and the GM training center9:55 Special service tool storage10:18 The Parallel Hybrid section of the shop10:38 The Ford 10R80-MHT hybrid transmission12:41 Hyundai, Kia, Honda, and Acura Parallel Hybrids12:57 The cooling system service station13:30 2017 Chevrolet Bolt EV, battery, and service tools for the recall14:00 The GM EL-50332 battery cell voltage balancing and discharge tool14:18 The battery cover smoke leak check machine14:38 The Ford, GM, Lexus, and Honda 10-Speed automatic transmissions15:00 High voltage insulated tools (Wiha brand) for EV and hybrid system service work16:10 The Ford Explorer Hybrid high-voltage battery16:32 The Subaru Crosstrek Hybrid Parallel hybrid system17:03 The Series Hybrid section of the shop (Chevrolet and Honda)17:49 The Power-Split (Series-Parallel) Hybrid section of the shop18:10 The 1st, 2nd, 3rd, 4th, generation Prius hybrid powertrains18:15 The 1st, 2nd, 3rd generation Ford hybrid powertrains18:20 Lexus rear-wheel drive and Chrysler Pacifica hybrid powertrains18:30 Toyota RAV4 front and rear motors18:52 The differential, axle, and manual drivetrain section of the shop19:25 Hybrid braking, high voltage cable diagnostics, and a Honda Accord high voltage battery19:52 Ford Fusion, 3rd Gen Prius, and 4th gen Prius high voltage batteries20:18 Electric air-conditioning, heating, battery heating, and chilling systems20:28 Tesla Model 3 high voltage components20:55 Ford Fusion, 3rd Gen Prius, and 4th gen Prius transaxles and inverters21:23 The classroom tables and large screen TV display for training classes21:56 The Chevrolet Bolt EV wall and drive motor22:35 More vehicles: 1st gen Prius, Nissan LEAF, and a new Mustang Mach-E GT23:00 Summary and training signupTo view Professor Kelly's credentials, see https://www.weber.edu/automotive/J_Kelly.htmlLink with Professor Kelly on Linked-in at linkedin.com/in/john-d-kelly-37ab6bbABOUT US:Weber State University (WSU) Davis Campus is located in Layton, Utah, U.S.A. Learn more about the Weber State University Department of Automotive Technology at http://www.weber.edu/automotiveProceeds from these courses help fund the hybrid and electric vehicle training programs here at WSU.DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Tesla Model 3 and Y Modular Motors WeberAuto 2021-07-03 | Check out the modular components and design of the electric motors on the Tesla Models 3 and Y. See how many parts are common and interchangeable. Corrections:1. I swapped the definition of a Hunting gear set with a Non-Hunting gear set.TIMELINE:0:00 Introduction0:27 The rear motor of the Model 3 and Y1:08 The input shaft with 31 teeth (Prime Number)2:00 the input shaft SKF bearings for a rotor speed of 18,447 at 262 km/h (163 mph)2:40 The countershaft and gear with 81 teeth (Factors 3, 3, 3, 3)3:00 The input shaft to the countershaft gear ratio of 81/31 = 2.6129:13:10 The countershaft pinion gear with 24 teeth (Factors 2, 2, 2, 3)3:15 The ring gear and differential case with 83 teeth (Prime Number)4:30 The countershaft to ring gear ratio of 83/24 = 3.4583:14:43 The overall gear ratio = (81/31) x (83/24) = 9.0363:15:03 The published gear ratio is incorrect. This is a Hunting Gearset5:48 The CV half-shafts connect to the differential side gears6:46 MUST SEE: two cool Permanent Magnet rotor demonstrations8:05 The modular design of the motor shafts and rotors8:25 MUST SEE: Watch as a rear motor is changed into a front motor10:32 The differences in the modular motors 11:35 See what a permanent magnet does to the Induction Rotor11:55 An aluminum core front induction rotor on the Model Y12:13 There are at least three different rotors for the Models 3 and Y13:54 See the rear motor inverter and where it attaches to the rear housing14:45 The matching part numbers of the rear inverter and the stator (A matched set)15:15 The three different power and torque levels of the Model 3 and Model Y16:15 MUST SEE: See the front motor inverter attached to the rear housing!17:37 the common bolt pattern and opening for the stator housings18:30 The oil-cooled stator and ATF-9 fluid18:47 The interchangeable transmission heat exchanger19:13 The interchangeable variable speed electric oil pump20:25 The interchangeable spin-on oil filter21:06 What is not interchangeable between models21:20 The rear drive-unit is mounted parallel with the ground22:20 The front drive-unit is mounted upside down and on an angle23:05 The matching part numbers of the front inverter and the stator (A matched set)26:30 Additional EV training opportunities at https://www.weber.edu/evtraining26:58 Video summary and donation opportunityI have nothing to prove this, but while looking at used Model 3 motors for sale on eBay, I gathered the following information. There are three different part numbers for the combined rear motor inverters and stators. Stators can have different milli-ohm resistance values and still appear identical.* 1120970-00-D (24 SiC IGBT modules Based RWD model 3)* 1120980-00-C, D, F (24 SiC MOSFET modules Performance AWD model 3)* 1120990-00-F (18 SiC MOSFET modules Non-Performance AWD model 3)ABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and operational demonstration of the Tesla Model S Rear Drive Unit (RDU) and Fear Drive Unit (FDU). We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/AutomotiveQUESTIONS FOR TEACHERS1.
Understanding the Tesla Model S Front Motor WeberAuto 2021-04-01 | Join me for another deep dive to see the details of the 17,500 RPM front motor and drive unit from a 2014-2018 Tesla Model S AWD. See all four motor rotors from the Tesla Model S and Model 3. The video is divided into four sections showing: 1. The motor and gears. 2. The high-performance bearings. 3. The lubrication system. and 4. The electrical system.TIMELINE:0:00 Start0:11 Model S, X, and 3 electric motor combinations1:30 RWD Model S and X motors1:37 AWD Model S and X motors1:54 Performance AWD Model S and X motors2:28 RWD and AWD Model 3 motors3:10 MUST SEE Close up photos of all four motors3:44 Video Section 1 - Gears and Rotor3:56 Gear housing components4:49 Comparison of differential with a rear performance motor5:53 MUST SEE Why are the bearings and gears so big?7:36 The front differential case speed at 250 km/h (155 mph) = 1877 RPM7:54 MUST SEE Different tire sizes and different gear ratios9:00 Installation of the front differential case with a 79 tooth ring gear (Prime Number)9:22 The Counter Shaft with 21 (Factors 3, 7) pinion gear teeth. 79/21 = 3.7619:1 Gear ratio from countershaft to the differential case10:41 The countershaft speed at 250 km/h (155 mph) = 7063 RPM11:08 The motor rotor shaft and drive gear with 31 teeth (Prime Number)11:35 MUST SEE Comparison of the front rotor to the rear performance rotor12:56 Maximum torque at a vehicle speed comparison15:36 Motor rotor speed sensor and reluctor wheel16:15 Special high-speed deep groove rotor bearings from the SKF Group (skf.com)16:49 MUST SEE SKF Ceramic Bearing (Silicon Nitride) on the rotor17:43 The rotor is in a wet environment and cooled by the transmission fluid18:33 MUST SEE Rotor shaft grounding rings with conductive filaments from (AEGIS?)19:37 Shaft grounding protects bearings from damage from electrical current20:10 The Rotor Shaft with 31 gear teeth drives the 77 (Factors 7, 11) tooth counter gear. 77/31 = 2.4839:1 Gear ratio.20:52 See all three gears in the reduction gearbox with an overall gear reduction of (79/21) x (77/31) = 9.3441:121:26 The differential and the axle half shaft and jackshaft to reduce torque steer22:23 Video Section 2 - Specialized Bearings22:58 How Tesla run bearings at higher speeds than their limiting speeds with lubrication23:07 Video Section 3 - Specialized Lubrication for bearings23:34 The 20 tooth oil pump gear is overdriven by the differential ring gear 20/79 = 0.2531:1 gear ratio (3.95 times faster than the ring gear)24:18 The transmission fluid drain and fill plugs24:39 The fluid refill procedure25:45 MUST SEE The proper fluids for the front-drive unit (Mobile SHC 629 and Dexron VI)28:00 The path of the pressurized transmission fluid to six destinations28:09 1. Lubrication and cooling to the motor gear and conductive bearing29:08 2. Through the fluid-to-coolant heat exchanger to remove or add heat31:04 3. Cool fluid is sprayed on the stator frame and right side windings for cooling through a sparge pipe32:24 4. Cool fluid is sprayed on the non-conductive bearing and the right side of the rotor32:58 5. Cool fluid is dripped on the stator frame and left side windings32:47 6. Cool fluid is sprayed on the left side of the rotor33:48 Transmission fluid fill capacities34:42 Video Section 4 - Electrical Components34:50 MUST SEE The three-phase, four-pole, 48 slot stator35:55 The milli-ohm resistance of the stator windings with a Hioki RM3548 Resistance Meter36:48 High-Performance induction motors versus high-efficiency Internal Permanent Magnet Synchronous Reluctance Motors (IPM-SynRM)39:30 The inverter and its connection to the stator41:42 The stator temperature sensor42:40 How the stator frame is mounted with the stator housing45:02 Additional EV training opportunities at https://www.weber.edu/evtraining45:18 Thank you for your donationsABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and operational demonstration of the Tesla Model S Front Drive Unit (FDU). We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding the Tesla Model S Power Electronic Components WeberAuto 2021-03-12 | Join me on a journey through 74 feet (22.56 meters) of high voltage cable through 10 different power electronics components of a 2015 and later Tesla Model S AWD.TIMELINE:0:00 Start0:10 Introduction0:50 Model S cables and common components1:16 MUST SEE Orange cable core and shielding2:38 Common component 1 - The Charge Receptacle4:00 The charging receptacle cable size (50 sq mm) compared to the Tesla Model 3 cable size (95 sq mm)6:12 Common component 2 - The On-Board Charger Module (48A 11.52 kW)7:48 Single Phase or three-phase power input ports10:10 The Interlock circuit11:50 See the internal parts and connections of the on-board charger12:28 MUST SEE The AC power input path through the on-board charger12:55 AC voltage needs to be boosted to ~400V13:39 The DC power output path through the on-board charger14:10 The DC power input path through the on-board charger14:32 The DC contactors used when supercharging the battery15:47 A Safety Warning that should have been at the start of the video16:54 The DC output from the on-board charger17:26 Common component 3 - The Rapid Splitter (Front Junction Box)17:50 The connection to the high voltage battery through the rapid splitter18:22 The function and internal connections of the Rapid splitter22:20 The position of the Rapid Splitter in the vehicle under the rear seat22:50 Common component 4 - The rear motor inverter24:54 Summary of the high voltage components in the rear of the vehicle25:48 MUST SEE Pyrofuse Pack battery cable tag and pyrotechnic fuse26:22 The standard 1300 amp fuse26:40 The 2000 amp pyrotechnic fuse and its internal components30:30 Why the battery fuse is needed31:45 The high voltage components and cables at the rear of the vehicle32:28 Common component 5 - The High Power Distribution Module (HPDM) (Front junction block) 33:20 See the four internal fuses and circuit board inside the HPDM34:22 Another Interlock switch34:48 The battery coolant heater control circuit35:48 The high voltage connections from the Rapid Splitter to the HPDM36:49 Common component 6 - The front motor inverter38:17 The NVH Mat covering the front Drive Unit and motor39:55 Common component 7 - The electric air-conditioning compressor (40A Fuse)41:23 Common component 8 - The 2500 Watt DC to DC converter (30 A Fuse)42:05 DC to DC converter output of 178 amps at 14 volts43:03 the DC to DC converter charges the 12V battery44:16 Common component 9 - The high voltage battery coolant heater (30 A Fuse controlled)46:18 Common component 10 - The Positive Temperature Coefficient (PTC) Cabin Air Heater (40A Fuse)48:18 The high voltage components and cables at the front of the vehicle49:29 Almost all Electric Vehicles (EV) have the same common components shown in this video 50:39 Additional EV training is available for you. 51:12 Wrap up and summaryABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and demonstration of the Tesla Model S Power Electronics cables and components. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding the Tesla Model S Performance Motor WeberAuto 2021-02-16 | Join me for a deep dive into the details of the 18,000 RPM performance rear motor and drive unit from a 2015-2016 Tesla Model S P90D. This drive unit is similar to the one used in the 2017-2020 P100D. The video is divided into four sections showing: 1. The motor and gears. 2. The high-performance bearings. 3. The lubrication system. and 4. The cooling system.CORRECTIONS: Thank you to everyone for catching my errors. There are always errors ;)1. The Nissan Leaf ring gear is held on with 8 bolts, not 6.2. The fluid in this drive unit is Dexron 6 transmission fluid.3. Induction motor rotors do not have poles, just the stator. The 60 slot stator has four poles.4. Silicon Nitride is a ceramic material.TIMELINE:0:00 Start0:10 Introduction1:35 Gearbox housing2:10 Video Section 1 - Gears and Motor Rotor2:45 The giant differential ring gear with 16-bolts!4:20 The giant differential case bearings4:50 The differential case speed at 250 km/h (155 mph) = 1841 RPM5:15 MUST SEE Comparing the Tesla 213mm x 50mm. ring gear with 78 teeth (Factors 2, 3, 13) to a Chevrolet Bolt EV and Nissan Leaf EV5:40 A Chevrolet Bolt EV differential 198mm x 34.3mm ring gear with 12-bolts.6:10 A Nissan Leaf EV differential 200mm x 32mm ring gear with 8-bolts!7:30 The Counter Shaft (Jack Shaft) with 25 (Factors 5, 5) pinion gear teeth. 78/25 = 3.12:1 Gear ratio from countershaft to the differential case8:50 The countershaft speed at 250 km/h (155 mph) = 5743 RPM9:30 The motor shaft with 25 teeth drives 78 teeth on the countershaft for another gear reduction of 78/25 = 3.12:110:08 The motor shaft speed at 250 km/h (155 mph) = 17,919 RPM11:20 See all three gears in the reduction gearbox with an overall gear reduction of (78/25) x (78/25) = 9.7344:112:05 MUST SEE The AC Induction Motor Rotor with 74 bars13:25 Motor specifications for power, torque, and gear ratio15:00 MUST SEE Ceramic Bearings (Silicon Nitride) on the rotor from the SKF Group (skf.com)16:22 MUST SEE Close up view of silicon nitride bearing18:20 The motor rotor speed sensor reluctor wheel (tone ring)19:22 Must SEE The rotor installed on the drive gear and the functioning gearbox20:18 Video Section 2 - Specialized Bearings21:21 The 60 slot four-pole stator and housing23:05 The oil pump and how it is overdriven by the differential ring gear 23/78 = 0.2948:1 gear ratio (3.339 times faster than the ring gear)23:55 MUST SEE The function of the oil pump (it may surprise you)26:27 Motor shaft (Input Shaft) bearing reference speed and limiting speeds 27:30 How to run bearings at higher speeds than their limiting speeds29:54 Video Section 3 - Lubrication30:25 Drain and fill plug locations30:50 Gearbox vent and inverter vents31:05 Sport model label31:39 MUST SEE Four different sealed areas in the drive unit32:46 Video Section 4 - Cooling System33:30 MUST SEE The coolant inlet port and the two paths coolant takes33:53 Up for rotor cooling and gearbox cooling35:03 Down for stator and inverter cooling36:05 Coolant from the rotor moves to the gearbox heat exchanger and the outlet port37:25 Stator temperature sensors38:10 Coolant from the stator to the inverter coolant passages38:28 Stator coolant temperature sensor38:35 MUST SEE Insulated-Gate Bi-Polar Transistor (IGBT) module coolant passages and flow through gearbox passages40:34 Inverter coolant outlet temperature sensor40:45 The gearbox oil-to-coolant heat exchanger41:38 Coolant outlet port to coolant pump and onboard charger module under the back seat.41:55 Drive unit cooling system summary43:04 IGBT inverter modules installed and inverter cover43:40 High voltage battery cable connections and low voltage connections at the inverter44:35 Video summaryABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and demonstration of the Tesla P90D Rear Drive Unit (RDU). We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding Differences in Automotive Differentials WeberAuto 2021-01-28 | See 11 different types of automotive differentials and learn how they work. This video is intended for students in the AUSV 1220 Manual Drivetrain class at Weber State University with Professor John D. Kelly. CORRECTIONS:1. The differential I called a "Detroit Locker" is not a Detroit Locker. It is just an Eaton Posi Limited Slip differential. A Detroit Locker uses dog teeth and is a truly locking differential. Thank you goes out to Keith MacDonald for catching my error.2. I did not adequately explain how the clutch packs of a limited-slip differential are applied. The simple rotation of the side gears versus the differential pinion gears does not cause clutch packs to apply, otherwise, the clutches would apply when turning corners at low load (low torque). Torque from the engine (or another propulsion source) is necessary. The more torque you supply to the differential side gears the higher the force on the angled (ramped) teeth, the higher the force on the clutch packs. Thank you to several viewers for pointing out my omission.3. There is more than one style of Torsen differential. See the JTEKT Corporation's website for more information jtekt.co.jp/e/products/lsd.html 4. I incorrectly described the operation of the original 1956 Dana limited-slip differential. The pinion pins on the original Dana differential have tapered ends. The pins sit in four V-shaped ramps in the differential case. Under a load, the differential case applies rotational torque to the pinion pins causing them to slide up the V-shaped ramps. This action applies outward force to the side gears and the clutch packs. Thank you to several viewers for pointing out my error.TIMELINE0:00 Start0:08 Introduction0:32 Open Differential3:55 Power flow through a differential6:51 Side gear backlash control9:09 Differential Demonstration10:21 MUST SEE Differential Equations13:12 Automotive differential history14:44 Dana Corporation's 1955 invention of the automatic locking differential15:33 Various names for Dana's locking differential17:23 See a 1963 Chevrolet positraction differential with clutch packs24:00 How rotating gears apply a clutch pack26:35 Why limited-slip additive may be required for a clutch-type differential28:46 See a 1970s era GM positraction differential with clutch packs29:40 See a 1984 Chevrolet Corvette Limited-Slip differential with clutch packs30:02 See a 2012 Eaton Posi Limited-Slip differential with clutch packs34:00 MUST SEE See a worn out 2010 Chevrolet Camaro SS Limited-Slip differential with clutch packs38:00 See a broken 2005 Jeep Wrangler Rubicon Torsen Type B style limited-slip differential with an air locker43:51 MUST SEE See the pieces of a Torsen Type B style differential and see how it works48:03 See a 2002 Toyota Tacoma Electric Locking Differential51:00 See the Eaton Detroit Trutrac (Similar to the Torsen Type B differential design)49:55 See a spool with no differential action53:40 See a Mini-Spool and how to install it56:35 See the Eaton Locker and learn how it works1:00:45 Final wrapupABOUT US:Weber State University (WSU) Davis Campus - Automotive Technology Department - Transmission Lab. A technical description and demonstration of 11 different types of differentials. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding the Toyota RAV4 Hybrid WeberAuto 2021-01-23 | See the amazing hybrid transaxle used in the 2019 - 2022 Toyota RAV4 Hybrid. Learn how this incredible transaxle functions in all nine modes of operation to help its sophisticated 2.5L engine deliver almost 40% brake thermal efficiency (BTE) for maximum fuel economy. This transaxle is also used in the 2018 and above Camry Hybrid, Avalon Hybrid, Lexus ES300h hybrid, and 2021 Venza Hybrid.Corrections and Additions:1. Addition: In EV mode, sling lubrication from gear movement is provided to drip channels that feed bearings, gears, and stator cooling. The RAV4 Prime uses an external electric oil pump for use in EV mode. 2. The 2021 Toyota Venza Hybrid also uses the P710 transaxle.3. Correction: At 27 minutes: In overdrive with MG1 spinning backward, the ICE RPM should be less than when it is in direct drive. I incorrectly said the ICE RPM was higher.4. Correction: The BTE chart at 23:06 is the wrong one for this ICE, it is for the non-hybrid ICE variant known as A25A-FKS (The related experiment is done by EPA, which provides all the details), while the engine for the Hybrid RAV4 is A25B-FKS with a slightly higher peak efficiency to 41%. The BTE plot of A25B is different from the A25A, with lower maximum torque, and a much larger high-efficiency area (it reaches 38% efficiency at 80 Nm until 2500 RPM), and the peak efficiency point/area is shifted to the left/downside. Thank you to viewer rt te for catching my error.EPA Report: epa.gov/sites/production/files/2020-08/documents/sae-2019-01-0249.pdfTIMELINE:0:00 Start0:09 Introduction0:21 Model and vehicle usage1:11 2.5L High-Efficiency Internal Combustion Engine (ICE)1:35 The P710 transmission is used to keep ICE in its optimum RPM range1:48 See the internal parts and functions of the P710 transaxle2:00 Motor/Generator 22:40 Counter-driven gear and pinion gear3:24 Final drive ring gear and differential4:40 Overall gear ratio MG2 to Tires6:00 MG2 Power, Torque, and RPM Ratings7:02 MG2 motor and generator operation8:00 MUST SEE Two Torque Paths to drive the vehicle8:19 MG1 and the Power Split Device planetary gear set8:50 Planetary gear set components10:30 Ring gear connects to counter drive gear11:25 Planet carrier connected to the ICE crankshaft11:45 Sun gear connects to the MG1 rotor12:01 Oil pump drive shaft13:10 MG1 rotates the crankshaft to allow the ICE to start13:40 Parking gear14:23 MG1 has three functions17:00 Underdrive, direct drive, and overdrive18:00 The nine modes of operation of the electronic continuously variable transmission (eCVT)18:46 Mode 1 "Ready" on with the vehicle stopped19:28 Mode 2 Charging the high voltage (HV) battery with the vehicle stopped20:39 Mode 3 Starting off and low-speed cruising on electric power only (EV Mode)21:36 Mode 4 Starting off and low-speed cruising with a low SOC22:25 Mode 5 Constant speed cruising (eCVT) operation23:00 MUST SEE See the ICE RPM, power, and torque ranges for maximum ICE brake thermal efficiency (BTE)25:17 Relationship between ICE and MG1 RPM to stay in the optimal ICE efficiency range while driving at 104 km/h (65 mph)25:52 Underdrive example26:35 Direct drive example at 1650 ICE RPM27:00 Overdrive example MG1 stops rotating28:08 MG1 rotates backward for additional overdrive or power generation29:19 MG1 Power, Torque, and RPM Ratings29:45 Mode 6 Constant speed cruising (eCVT) operation with low SOC30:39 Mode 7 Full Throttle Acceleration31:27 Mode 8 Deceleration and regenerative braking32:22 Mode 9 Reverse32:38 MUST SEE Rotor differences between P610, P710, and P810 transaxles33:24 MUST SEE RAV4 Prime P810 MG2 rotor difference (51% more power and ~36.5mm thicker)34:33 Motor Stators, stator cooling, and stator temperature36:00 Transmission oil pump (ICE driven)36:45 Motor resolvers (position, speed, and direction sensors)37:17 Three-phase cable size differences between P710 and P610 transmissions/inverters38:13 The RAV4 Q610 rear electric motorABOUT US:Weber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and demonstration of the Toyota P710 hybrid transaxle. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding the Acura Sport Hybrid WeberAuto 2020-12-20 | See the impressive Hybrid 7-Speed Dual-Clutch Transmission (DCT) used in the Acura MDX Sport Hybrid and the Acura RLX Sport Hybrid. Watch how this complex transaxle functions mechanically and with the assistance of an electric motor.Clarifications. - E-Drive is a marketing term used on the Acura.com sales website to describe this system. - Intelligent Dual Clutch Drive (i-DCD) is an engineering term to describe this system.TIMELINE:0:00 Start0:12 Introduction1:52 Performance differential and counter gear3:48 Secondary shaft for even-numbered gears4:10 Main shaft for odd-numbered gears4:43 Dual-clutch components and operation6:50 The clutch pack for the odd-numbered gears7:25 The clutch pack for the even-numbered gears8:20 Power flow from the engine to the main shaft for odd-numbered gears8:40 Power flow from the engine to the secondary shaft for even-numbered gears9:54 Recommended automatic transmission fluid - Honda ATF DW-110:30 MUST SEE: Dual hydraulic apply pistons for dual-clutch packs13:17 How power is transferred in the even-numbered gears18:02 How power is transferred in the odd-numbered gears21:20 MUST SEE: electric motor assist22:31 Planetary gear set for first gear and power transfer from motor24:10 First gear operation and calculations25:50 Second gear operation and calculations27:56 Third gear operation and calculations29:34 Fourth gear operation and calculations30:30 Fifth gear operation and calculations31:30 Sixth gear operation and calculations32:30 Seventh gear operation and calculations33:20 How the electric motor contributed power in all gears34:24 The reverse gears and the gear ratio mystery 3.66:1?**35:37 Summary and Three modes of operation36:27 The motor stator and case36:49 Wrap-up**The reverse mystery has been solved! A big thank you to Michel Kraus. Solution: "Even Gears" clutch engaged to the reverse idler to the reverse gears to the planetary gear set to the 5th gear. (54/34) * (51/54) * (35/63) * (1+(111/39)) * (48/42) = 3.663003663:1ABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and demonstration of the Acura Integrated Motor Dual Clutch Transmission (DCT) used in the 2018 - 2020 Acura MDX Sport Hybrid and the 2014 - 2020 Acura RLX Sport Hybrid. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Understanding the Honda Hybrid E-Drive WeberAuto 2020-12-13 | See the cool E-Drive transmission used in the 2020 Honda CR-V Hybrid, Accord Hybrid, Insight Hybrid, and Clarity Plug-In Hybrid. Watch how this incredible transaxle functions in all three modes of operation.Clarifications. - E-Drive and eCVT are training and marketing terms used on the Honda.com sales website and in Honda technical training to describe this system. - Intelligent Multi-Mode Drive (i-MMD) is an engineering term to describe this system.CORRECTIONS:- Mode 2, Engine Drive Mode. The internal combustion engine (ICE) will operate at its most efficient rpm for the torque required to propel the vehicle. The motor is forced to rotate by the countershaft. The motor can draw power from the battery to help the engine supply torque to the countershaft (parallel hybrid operation), or it can act as a generator to supply power to the battery. Engine-only mode can occur at speeds as low as ~70.8 km/h (~44 mph).- Mode 3, E-CVT. At higher vehicle speeds, the overdrive clutch is disengaged. The generator provides power to the motor (series hybrid operation), to the battery, or to both depending upon the battery state of charge, motor load, and other factors.TIMELINE:0:00 Start0:12 Introduction0:25 Vehicle Usage0:51 Three modes of operation1:42 Mode 1 - Electric Vehicle (EV) Mode1:56 Two Oil Pumps2:14 Final Drive and Driven Gears3:28 Final Drive gear ratio = 65/19 = 3.421:1 (CR-V 66/17 = 3.882:1)4:21 Counter Shaft Gear5:22 Motor Drive Gear and shaft6:30 135kW Motor power and torque ratings7:17 Motor shaft gear to countershaft gear ratio = 54/22 = 2.455:17:53 MUST SEE: Motor shaft gear to final drive gear ratio = 8.398:1 (CR-V 9.530:1)9:30 MUST SEE: Regenerative braking gear operation10:20 Mode 2 - Engine Only Mode11:42 How the engine is connected to the countershaft14:00 MUST SEE: Overdrive clutch pack demonstration16:00 Overdrive gear to countershaft gear ratio = 54/67 = 0.8059:117:00 Overdrive gear to final drive gear ratio = 2.757:1 (CR-V 3.129:1)18:18 Power Generation18:38 Input shaft gear to generation drive gear ratio = 39/76 = 0.513:119:15 106kW Power generator rotor20:35 Final Assembly of parts - Parking Gear and Pawl22:04 Mode 3 - E-CVT Mode22:40 MUST SEE: Series Hybrid operation23:45 Wrap upABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. A technical description and demonstration of the Honda E-Drive transaxle. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/AutomotiveQUESTIONS FOR TEACHERS1. What is the name of the Mode-1 operation?2. What is the overall gear ratio from the 135 kW motor to the tires in Mode-1 on the CR-V Hybrid?3. What is an advantage of Mode-1 operation?4. What is the name of the Mode-2 operation?5. What transmission part enables Mode-2 operation?6. What is the overall gear ratio from the overdrive gear to the tires in Mode 2 on the CR-V Hybrid?7. What is an advantage of Mode-2 operation?8. What happens to the 106 kW generator during the mode-2 operation?9. What is the name of the Mode-3 operation?10. What is unique about the Mode-3 operation?11. What is an advantage of Mode-3 operation?
Understanding the Bolt EV WeberAuto 2020-12-05 | We are finally moved into our new building after a very long summer/fall without access to my cars, parts, cameras, etc. This is a custom video I made for the Doutor-IE event in Brazil on December 4, 5, and 6 2020. The Doutor-IE Circuit is the largest event of technical content for professional automotive repairers in Brazil. Yes, I know my glasses are crooked in the introduction ;)CORRECTION: The Bolt EV does use a radiator in the Power Electronics cooling loop, but not in the High Voltage battery cooling loop. See my Bolt EV cooling system video at youtu.be/_ILkLUE3Zxc TIMELINE: 0:00 Start0:10 Introduction1:53 MUST SEE: Electric Motor, Gears, and Operation7:42 See the Drive Unit under the car10:18 See the Drive Unit outside the car15:28 Underhood components17:07 The Junction Block17:50 The Inverter20:00 The DC-DC Converter21:30 The On-Board Charging Module23:50 The Cabin Coolant Heater25:15 See Inside the Junction Block27:33 DC Fast Charge Connections30:26 The High Voltage Battery, Connections, and Heater35:43 The Three Different Coolant Loops and Reservoirs38:28 Video Summary and EV Common ComponentsABOUT USWeber State University (WSU) - Davis Campus - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. A basic demonstration of the Bolt EV powertrain and Power Electronics. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Transmission Bearings, Gaskets, and Seals- AUSV 2520 WeberAuto 2020-03-28 | A technical discussion of Bearings, Gaskets, and Seals in an automatic transmission.This video is intended for students in the online AUSV 2520 Automatic Transmissions class at Weber State University in Ogden, Utah. You should watch the Clutches, Bands, and One Way Devices video before this video youtu.be/imi9oEfyzqU This video covers the basic operation and function of Bearings, Gaskets, and Seals in automatic transmissions.TIMELINE:0:00 Introduction0:08 Bearings in planetary gear sets0:50 Proper bearing orientation 0:59 Improper bearing orientation 1:03 How to tell which way a bearing should be oriented 2:02 Results of improper bearing orientation4:55 Bearing cutaway or reference in the service information6:55 Seals 7:50 Lip seal and orientation10:34 D-Ring or Square Cut seal 10:44 Seal removal hint 12:25 Form-in-place seals and piston 13:50 Square cut seal rings15:15 Overlapping end seal rings 16:44 Reusable gaskets? QUESTIONS FOR TEACHERS: - Where are bearings located inside an automatic transmission? - How should you tell which way a bearing should be oriented during bearing installation? - What will happen if a bearing is installed upside-down? - List three types of seals discussed in this video? - How should a seal be removed without using tools? - What is unique about a lip seal? - How should the seal be replaced on a form-in-place gasket and piston? - What is an overlapping seal? - How can you tell if a gasket is reusable? - Tell me one thing you learned or found interesting in this assignment?Weber State University (WSU) - Automotive Technology Department - Automatic Transmission Lab. A technical discussion of Bearings, Gaskets, and Seals in an automatic transmission.ABOUT USWeber State University (WSU) - Automotive Technology Department - Automatic Transmission Lab. A technical discussion of Bearings, Gaskets, and Seals in an automatic transmission.We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
AUSV 2520 - Clutches, Bands, and One Way Devices WeberAuto 2020-03-28 | This video is intended for students in the online AUSV 2520 Automatic Transmissions class at Weber State University in Ogden, Utah. This class is normally taught face-to-face, but due to the COVID-19 Pandemic, I am attempting to offer the class material online. Suggested quiz questions are shown below the video timeline. You should have watched the following Planetary Gear Set video first youtu.be/5piYEX-jRt4 This video covers basic operation and function of clutches, bands, and one-way devices in automatic transmissions.Timeline:Review of planetary gear set operation at 0:03Bands on an old Chrysler transmission at 1:53Clutch packs at 5:16Valve Bodies and Solenoids at 6:03Clutch pack details at 7:36Clutch Backing plate at 8:53Clutch fiber disc at 9:28Clutch steel plate at 10:02Clutch Apply plate at 10:40Clutch pack compared to a sandwich at 10:55Clutch apply piston and return spring operation at 10:05The number of clutch fiber discs versus the clutch plate diameter at 18:00Clutch disc separation springs at 20:00Waved steel plate for shift cushioning at 21:53MUST-SEE: Air Checking Clutch Packs at 23:30One-Way Devices at 24:42Sprag clutch at 25:04Why do we use one-way devices? at 27:23Roller Clutch at 30:04Ratcheting Clutch at 32:40Questions: - What is the purpose of the Bands in the old Chrysler automatic transmission shown in the video?- What are the four main components of a clutch pack?- What is the function of the clutch backing plate?- What is the function of the clutch steel disc plate?- What is the function of the clutch fiber disc plate?- What is the function of the clutch apply plate?- What is the function of a clutch piston?- What is the function of the clutch piston return springs?- What forces make the clutch piston move?- What is the purpose of a clutch wavy plate?- Why do you think air checking clutch pistons is a good idea?- Select one: How far did the clutch piston move in the air-checking portion of the video? A tiny amount, a moderate amount, a large amount, or it varied with each clutch pack.- The amount of clutch piston movement indicates the clutch pack clearance when the clutch pack is released. Is clutch pack clearance adjustable?- What is the purpose of one-way devices?- Tell me one thing you learned or found interesting in this assignment?Weber State University (WSU) - Automotive Technology Department - Automatic Transmission Lab. A technical discussion of Clutches, Bands, and One Way Devices in an automatic transmission.We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! Please consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
AUSV 2520 - On-Off and Pulse-Width Modulated Solenoids WeberAuto 2020-03-28 | This video is intended for students in the online AUSV 2520 Automatic Transmissions class at Weber State University in Ogden, Utah. This class is normally taught face-to-face, but due to the COVID-19 Pandemic, I am attempting to offer the class material online. Suggested quiz questions are shown below the video timeline. You should have watched the following Clutches, Bands, and One Way Devices video first youtu.be/imi9oEfyzqU The tool used in the video is part number J-44246, it is available from GM Tools at http://gmtoolsandequipment.com The audio quality is not as good as I would have desired, but the school is on lockdown because of COVID-19 now and I cannot reshoot this video.TIMELINE:0:00 Introduction0:10 On-Off Solenoid Introduction0:23 The three different ways a solenoid must function 1:16 Electrical operation 1:55 Special service tool demonstration of mechanical and hydraulic operation 4:10 The two main computer inputs for solenoid control 4:54 A properly functioning solenoid 5:40 A solenoid with a hydraulic failure 6:30 A solenoid with an electrical failure 7:54 Pulse-Width Modulated (PWM) solenoid variable fluid pressure 8:29 Duty-cycle of PWM solenoid 9:00 Shift quality control All Solenoids must work three different ways: 1. Electrically - Electrical current is run through a copper coil of wire creating a strong electromagnetic field. This magnetic field pushes or pulls on a spring-loaded plunger inside the solenoid2. Mechanically - A spring-loaded plunger inside the solenoid is used to seat a metering ball or valve to block the flow of fluid. 3. Hydraulically - A metering ball or valve is used to block the flow of fluid. Fluid pressure increases when the ball is seated and decreases when the ball is unseated.On-Off solenoids are used to allow fluid flow or block fluid flow but have no ability to create a variable fluid flow (variable fluid pressure). Pulse-Width Modulated (PWM) solenoids are used to create a variable fluid flow (variable fluid pressure). This is used to control fluid pressures, shift feel or shift quality, and control the slip rate of the torque converter clutch and other clutches inside an automatic transmission.Questions for Teachers:1. What are the three different ways a transmission solenoid must work? 2. Give an example of what an on-off solenoid is used for in an automatic transmission? 3. What does the solenoid click test indicate about the condition of the solenoid? 4. Can a solenoid pass the "click test", but still not operate properly? 5. According to the cutaway of an on-off solenoid view in the video, does the fluid exhaust when the solenoid is on or off?6. Why are Pulse-Width Modulated (PWM) solenoids used in automatic transmissions? 7. What advantage does a PWM solenoid have over an On-Off solenoid? 8. How do PWM solenoids create a variable fluid pressure? 9. According to the graphs in the video, what does a 40 percent duty-cycle mean? 10. According to the graphs in the video, does zero amps of current equal a high or low fluid control pressure? 11. Tell me one thing you learned or found interesting in this assignment?ABOUT US:Weber State University (WSU) - Automotive Technology Department - Automatic Transmission Lab. A technical discussion of On-Off and Pulse-Width Modulated Solenoids in an automatic transmission. This video covers the basic operation and function of On-Off and Pulse-Width Modulated Solenoids in automatic transmissions. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Transmission Fluid Specifications: Can you trust the Labels? WeberAuto 2020-03-22 | There are laws in the USA to prevent mislabeled and misleading labeling of automatic transmission fluid and many other products. That does not stop some producers from pushing the limits of ethical packaging labels. Learn the difference between an officially licensed fluid and one that claims to be "suitable for use" in your vehicle. Learn what to look for when making a decision of which transmission fluid to purchase.TIMELINE:0:00 Start0:30 How I discovered the NIST3:00 Automatic Transmission Fluid (ATF) history project6:50 The first ATF Specification10:00 Worldwide availability of ATF11:10 All 17 GM ATF specifications chronology11:56 An actual GM ATF specification (DEXRON HP)13:45 HiTEC 3491 "B" Additive package requirement from Afton Chemical for Polyalpholfein (PAO) Base Oil15:27 Afton Chemical product data sheets16:50 36 Test requirements of Licensed GM Dexron HP fluid19:16 Aftermarket Non-Licensed Multi-Purpose, Multi-Vehicle, Universal ATF21:28 Counterfeit ATF example22:42 Modern potentially counterfeit ATF or ATF with misleading labels on a bottle24:40 MUST SEE: Example of Castrol ATF with misleading label on the bottle30:00 MUST SEE: Example of Valvoline ATF with misleading label on the bottle34:10 Example ATF Product Information sheet38:30 Another Example ATF Product Information sheet40:42 "Suitable for use," "Meets Requirements," "Recommended for Use," and other terminology41:14 MUST SEE: Example of O'Reilly ATF with misleading label on the bottle42:54 MUST-SEE: "Suitable for Use" Terminology example43:30 Example additive data sheet with Suitable for Use" explanation50:30 The ATF and NIST relationship51:40 The California laws in relation to ATF1:01:30 NIST Handbook 1301:03:20 NIST Website and "About NIAT" video1:06:35 NIST State compliance1:08:50 NIST Fuel and Lubricants inspection law1:09:25 NIST uniform Fuels and Automotive Lubricants Regulation1:11:23 NIST ATF container and labeling requirements1:14:20 NIST Documentation of claims made upon product label1:16:00 Video summaryABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This video is part 12 of a 13 part video series for students of online college class ATTC 4860 Automotive Standards, Laws, and Regulations at Weber State University in Ogden, Utah. It is also used as part of the AUSV 2520 Automatic Transmissions class.This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlQUESTIONS FOR TEACHERS:1. Which vehicle manufacturer produced the world's first automatic transmission fluid specification?2. What were people using for automatic transmission fluid instead of the specified fluid in the early days of the automatic transmission?3. How many different automatic transmission fluid specifications have been developed by General Motors? (As documented on the Dexron ATF Wikipedia page)4. How many actual test requirements are shown on the Dexron HP fluid specification sheet in the video5. What potentially misleading terminology is used on the front label of the Castrol Import Multi-Vehicle automatic transmission fluid6. What is the only officially licensed ATF listed on the rear label of Castrol Import Multi-Vehicle automatic transmission fluid container7. When ATF is "Recommended for Use" in transmission requiring certain fluid specifications, does it mean that it has been approved by the vehicle manufacturer and licensed to meet all of their specifications?8. When the label on the container of ATF asserts that the fluid is "Suitable for use" in transmissions requiring certain fluid specifications, does it mean that it has been approved by the vehicle manufacturer and licensed to meet all of their specifications?9. When the label on the container of ATF asserts that the fluid "Meets or Exceeds the Requirements" of certain transmission fluid specifications, does it mean that it has been approved by the vehicle manufacturer and licensed to meet all of their specifications?10. At time stamp 43.30 in the video when discussing the Afton Chemical additive packages available, what does "Suitable for Use" indicate on their data sheet?11. True or False: NIST not only makes regulations about accurate labeling and documentation of claims on the labels, but it also enforces the accurate measurements of the volume of fluid in a container.DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
How to use a Transmission Dipstick WeberAuto 2020-03-20 | Do you think you know the proper way to use an automatic transmission dipstick? It may be a lot more complex than you ever imagined.This video is intended for students in the online AUSV 2520 Automatic Transmissions class at Weber State University in Ogden, Utah. This class is normally taught face-to-face, but due to the COVID-19 Pandemic, I am attempting to offer the class material online. Suggested quiz questions are shown below the video timeline. TIMELINE:0:00 Introduction1:00 Two pages of dipstick instructions1:40 Preliminary Checks and procedures 2:30 Transmission fluid temperature monitoring3:05 Cold Check Procedure4:30 Results of the first cold level check 80 Degrees F (26.7 C)5:23 Results of the second cold level check 84 Degrees F (28.9 C)6:20 MUST-SEE: The real purpose of the "Cold" range on the dipstick 7:25 Fluid color and condition check9:26 The engine warms up quickly, the transmission slowly9:47 Waiting for the transmission fluid to reach 160 degrees F (71.1 C) for the Hot Check Procedure10:28 Ran out of gas, Shop Vehicles!12:15 Unable to drive training vehicles to warm up the transmission more quickly13:42 Fluid level check after 56 minutes of idling at 144 Degrees F (62.2 C) still too cold.14:00 Dipstick latch and seal function16:38 Results of the fluid level check after 84 minutes of idling at 160 Degrees F (71.1 C)17:09 Hot check procedure18:08 Interpreting the results of the hot fluid level check 19:38 Must See: Results of the fluid level check after 84 minutes of idling at 170 Degrees F (76.7 C)19:53 Must See: Results of the fluid level check after 84 minutes of idling at 180 Degrees F (82.2 C)20:11 Must See: Results of the fluid level check after 84 minutes of idling at 190 Degrees F (87.8 C)20:45 Video summary22:05 Results of the cold fluid level check with the engine off22:40 Some transmission fluid levels are checked with the engine off23:18 Why the dipstick has been removed on many modern vehicles 23:59 Different types and styles of dipsticksQuestions for Teachers:1. Does the vehicle need to be parked on a level surface or an inclined surface?2. Does the engine need to be running during the fluid level checking procedure?3. If the engine must be running, at what engine rpm should the fluid level be checked?4. If the engine must be running at a specified rpm, how will you verify the proper rpm?5. If the engine must be off, are there any conditions that must be met before checking the fluid level?6. Are there any procedures that must be met before checking the fluid level?7. Does the transmission cooler have a bypass valve? If so, how does it affect the ATF fluid level?8. At what temperature range should the cold fluid level be checked?9. At what temperature range should the hot fluid level be checked?10. What temperature is being referred to in the previous question? Outside air? Coolant temperature? Transmission fluid temperature?11. How should you measure that temperature?ABOUT US:Weber State University (WSU) - Automotive Technology Department - Automatic Transmission Lab. A technical description and demonstration of the proper way to use the dipstick of an automatic transmission. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Megohmmeter - Loss of Isolation Diagnostics WeberAuto 2019-12-20 | Watch as I create high voltage short circuits to the vehicle chassis and cause "Loss of Isolation" trouble codes to set. Learn how the vehicle detects these short circuits and how you can diagnose their source with a Megohmmeter. A 2017 Chevrolet Bolt EV is the test vehicle.TIMELINE:0:00 Introduction0:25 Safety Warning 0:40 High Voltage (HV) Insulation/Isolation example 2:50 On-Car high voltage power distribution 4:55 Live HV measurements (Car Powered Off) 6:15 Live HV measurements (Car Powered On) 7:36 MUST-SEE: Shorting the 381V battery positive cable to vehicle chassis 9:57 Which Diagnostic Trouble Codes (DTC)s were set 11:18 MUST-SEE: Shorting the 381V battery negative cable to vehicle chassis 13:25 What can happen in an automobile accident 13:50 MUST-SEE: How loss of isolation can occur through conductive liquids 14:41 How the car performs active isolation testing and passive isolation testing 16:10 Normal passive scan tool data values for loss of isolation detection 18:30 See the results of an 11 Mega-ohm connection to vehicle chassis20:50 See the results of a 4.65 Mega-ohm connection to vehicle chassis 22:20 See the results of a 1.16 Mega-ohm connection to vehicle chassis 23:00 See the results of a 551 kilo-ohm connection to vehicle chassis 23:35 See the results of a 222 kilo-ohm connection to vehicle chassis 23:40 MUST-SEE: The 318-265 kilo-ohm threshold to trigger a loss of isolation DTC 24:50 MUST-SEE: GM On-Star notification of battery problem 25:15 See the results of a 110 thousand ohm connection to vehicle chassis 25:51 MUST-SEE: See the results of a 0 (zero) ohm connection to vehicle chassis 26:54 See my voltage drop measurement table 27:35 MUST-SEE: See the results of a conductive liquid connection to vehicle chassis 30:00 How to determine the location of a loss of isolation problem 32:08 Clearing Secured High Voltage DTCs with a GM GDS2 scan tool 33:00 Hybrid/EV battery pack active isolation test 34:35 Hybrid/EV battery pack heater passive isolation test 37:28 The Megohmmeter and the factory specifications for isolation resistance 40:30 Example of using the Fluke 1587 Insulation Tester (Megohmmeter) 44:05 Video summary ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This episode covers what happens with the high voltage system that loses isolation (High Voltage Leak) with the vehicle chassis of an electric vehicle (EV), plug-in electric vehicle (PHEV), or hybrid electric vehicle (HEV). A 2017 Chevrolet Bolt EV is used as an example vehicle in this video.WSU is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2011 Nissan LEAF Battery - Deep Dive WeberAuto 2019-12-11 | Watch as an entire 2011 Nissan LEAF battery is assembled starting with an empty battery case and ending with a fully functional battery. This is one of the most controversial electric vehicle battery designs due to the lack of an active cooling system. See the parts that affect the battery cooling abilityThank you to GreenTec Auto Hybrid Batteries for providing the battery for this video. Visit greentecauto.com/weberauto for your hybrid and EV battery needs.TIMELINE:0:00 Introduction0:37 Thank you for providing battery 1:48 Battery Modules 2:36 MUST SEE: See inside a battery module 9:15 MUST SEE: Comparison of Li-Ion pouch sizes 13:40 Module voltage measurements 15:55 See the three battery stacks of the LEAF battery 16:30 See the series circuit order of the 48 modules 21:30 MUST SEE: The module spacers to allow thermal conduction and convection with the battery tray (Passive Cooling) 24:26 Module physical alignment requirements 26:30 Bolt torque dilemma 28:50 See the module polarity stacking requirements 29:25 See the module stack bus bars 30:19 See the module voltage sensing wiring 30:50 Installation and torque of the bus bars 37:06 Battery stack voltage measurements 46:30 See the installation and weight of the three battery module stacks into the empty battery tray 55:18 Installing and torquing the battery module stack bolts 56:55 See the battery heater system brackets 1:00:40 Battery heater (Electrolyte freeze prevention) operation 1:02:00 MUST SEE: Battery heater disassembly 1:05:46 See the installation of the battery heater wiring harness 61:09:50 Structural Support Beam installation 1:11:10 Harness bracket and junction block bracket installation 1:12:15 Installation of the 4 battery temperature sensors 1:13:45 Battery heater controller installation 1:15:18 MUST SEE: Battery junction block demonstration and installation 1:18:45 Low voltage harness and cell voltage monitoring harness installation 1:20:56 Front electrical connector installation 1:24:10 High voltage connections and Personal Protective Equipment (PPE) 1:28:18 Module cell voltage sensing line connections 1:28:56 Installation of high current, high voltage internal cables 1:30:28 Service disconnect lever connector installation 1:31:45 Service disconnect lever (with its 225A 450V Fuse) information 1:34:42 Service disconnect lever connector interlock circuit connection 1:36:20 Installation of high current, high voltage internal bus bars 1:39:10 Lithium-Ion Battery Computer (LBC) installation and precautions 1:41:00 Digital Multimeter qualification precautions 1:44:10 MUST SEE: Demonstration of service disconnector lever and contractor function 1:48:00 MUST SEE: Battery housing air leak check port and procedure 1:50:50 Video summaryCORRECTION: When removing the service disconnect lever, the battery is divided into two 180 Volt sections. The service disconnect lever separates the rear module stack from the front side stacks.ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This episode covers the reassembly of the 24kWh 360.0 volt 60 Ah battery from a 2011 Nissan LEAF EV. The components and their operation are similar to many other electric vehicles.WSU is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
There is no such thing as a Level 3 EV charger WeberAuto 2019-11-11 | TIMELINE:0:00 introduction 0:28 Four Charging Methods of J17720:40 J1772 history0:48 1996 and 2001 Level 3 charging proposals 1:10 J1772 is for conductive charging 1:19 J1773 Inductive charging 1:35 Terminology and electrical principles 1:45 1. All EVs and PHEVs use two different DC batteries 2:22 2. DC Batteries need to be charged with DC power 2:29 3. The 12V battery is charged with power from the high voltage DC battery 2:34 Most off-board chargers supply AC power to the vehicle 2:56 4. AC power is converted to DC power by the on-board charging module (OBCM) 3:45 2018 Tesla Model S P100D OBCM 3:53 2018 Chevrolet Volt OBCM 3:53 2017 Chevrolet Bolt EV OBCM 5:18 There are two different J1772 AC charging levels 6:20 There are two different J1772 DC charging levels 6:58 DC Level 1 charging and Tesla charging 7:42 5. Charge rate control (*See correction below)9:20 Level 2 Charge Coupler (CCS) 10:18 AC and DC charging contacts 10:56 Contact 1 AC L1 and DC+ 11:19 Contact 2 AC N, L2, and DC- 11:45 Contact 3 Protective Earth (PE)11:50 Contact 4 at Control Pilot (CP) (*See correction below)12:30 Contact 5 Control Status (CS) (*See correction below)13:27 Contact 5 at Proximity Detection (PD) 14:15 Contact 6 DC+ 14:39 Contact 7 DC- 14:43 J1772 recommended practice verses surface vehicle standard 15:58 Electric Vehicle Supply Equipment (EVSE) standards a16:18 NFPA Document 70 NEC Article 625 17:32 J1772 off-board charger to vehicle EVSE standards 17:58 Off-board chargers need to be (UL) listed, Intertek (ETL) Listed, CSA certified, or ANSI certified to verify EVSE compliance 18:45 Video wrap-up Download my pdf of the J1772 Level Charge Receptacle here: weberstate.box.com/s/wcksjm6j80ubrqdqkqr8sy8o6vhlgr0t *CORRECTIONS: I made some mistakes in the video and thanks to the great feedback I have received, the following corrections need to be made.1. When using an EVSE compliant AC charging station or cord set, this equipment (EVSE) is not technically considered a charger. Instead, it passes the AC power to the vehicle's on-board charger, where it is converted to DC power to charge the vehicle's battery.2. Control Pilot (CP) Contact #4. - For AC Level 1 and AC Level 2 charging, the vehicle does not signal the EVSE how much current it needs. Instead, the external equipment (EVSE) signals the vehicle how much current it is capable of providing. Next, the vehicle's on-board charging module takes whatever amount of current it needs up to that limit.- For DC Level 1 and AC Level 2 charging, the off-board charger signals to the vehicle that Power Line Communication (PLC) is necessary. Using PLC over the Control Pilot (CP) circuit, the vehicle's on-board power line communication module tells the off-board DC charger how much current to supply to charge the vehicle's battery.3. Proximity Detection (PD). Contact #5 of the J1772 charge coupler (CCS Receptacle) uses Proximity Detection (PD), not Proximity Pilot (PP). Proximity Detection detects the connection to the vehicle (as described in the video). Proximity Pilot (PP) is not used in the USA; it is used in some other countries where the charging coupler cable from the EVSE to the vehicle can be swapped to another cable that may or may not be able to carry the same current. The Proximity Pilot signal indicates how much current the cable can handle.4. I have updated my graphic of the J1772 DC Level 2 Charge Coupler. You can download it here: weberstate.box.com/s/wcksjm6j80ubrqdqkqr8sy8o6vhlgr0tABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. Forget what you have heard; there is no such thing as a Level 3 EV charger. Join me to learn about the four actual EV and PHEV charging methods of the SAE J1772 Surface Vehicle Standard. WSU is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOU:Join us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENT:Please consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
I am Finally Back WeberAuto 2019-11-06 | Be careful out there, in June of 2019 a distracted driver almost wipes me out. My $82,000 custom wheelchair van was destroyed, my thumb was broken, and my ribs were bruised/cracked as a result of the accident. I am finally back and ready to continue my training classes and videos. Thank you to all my subscribers and fans for your concerns and well wishes while I was out of commission.Please consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2023 Electric Vehicle and Hybrid Vehicle Training WeberAuto 2019-04-11 | Nine new EV Boot Camp Dates for 2023! - Join us for three new Hybrid and Electric Vehicle training courses from Automotive Professor John D. Kelly at Weber State University (WSU). Two classes are online and one is an on-campus 5-day Boot Camp. See http://www.weber.edu/evtraining for more information, boot camp dates, and to register.To view Professor Kelly's credentials, see https://www.weber.edu/automotive/J_Kelly.htmlLink with Professor Kelly on Linked-in at linkedin.com/in/john-d-kelly-37ab6bbABOUT US:Weber State University (WSU) Davis Campus is located in Layton, Utah, U.S.A. Learn more about the Weber State University Department of Automotive Technology at http://www.weber.edu/automotiveProceeds from these courses help fund the hybrid and electric vehicle training programs here at WSU.ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Toyota Automatic Transmission Fluid - ATF History Part 5 WeberAuto 2019-02-16 | Learn about ATF from the first 2-Speed Toyoglide in 1959 to the latest AGA0E 10-Speed transmission in 2017. 60 incredible Years of Toyota Automatic Transmission Fluid History, a YouTube first!TIMELINE:0:00 Start0:12 Introduction0:18 2005 visit to Toyota Commemorative Museum of Industry and Technology0:56 History of Toyota Transmission Technology exhibit1:21 MUST-SEE: 1959 2-Speed A10 Toyoglide semi-automatic transmission3:10 1963 2-Speed A20 Toyoglide fully-automatic transmission3:22 1963 Toyota Corona with 2-speed Toyoglide5:10 Mobilfluid 200 Type "A" Suffix "A" (General Motors GM) fluid7:40 1967 3-Speed A30 Toyoglide automatic transmission8:00 Caltex Texamatic Type-F (Ford) fluid9:10 Toyoglide Toolkit10:40 1967 GM Dexron(B) Fluid11:20 1970 A32 Electronically Controlled Automatic Transmission (EAT)12:06 Aisin makes Toyota transmissions13:49 1973 GM Dexron-II(C) fluid14:20 1975 GM Dexron-II(D) through Dexron-III fluids14:50 MUST-SEE: 1988 Toyota Type T fluid for the All-Wheel Drive (AWD) A241H transmission in the 1988 Corolla17:30 Toyota Dexron-II and Dexron-III compatible fluid18:53 1993 Toyota Type T-II fluid for the A340Ei transmission in the 1993 Turbo Supra20:08 1995 Toyota Type T-III fluid for slip-controlled torque converter clutches22:58 1998 Toyota Type T-IV fluid; Next Generation High-Performance ATF for slip-controlled automatic transmission25:54 2002 Toyota World Standard (WS) fluid for 4, 5, 6, 8, and 10-speed transmissions27:20 8-speed transmissions28:10 10-speed transmission28:25 The mysterious history of the Toyota WS fluid32:00 Toyota CVT fluids33:53 ATF composition34:46 MUST-SEE: Buyer Beware: Aftermarket Fluid compatibility (or not)35:10 MUST-SEE: Castrol Import Multi-Vehicle fluid37:53 MUST-SEE: Valvoline Max Life Multi-Vehicle fluid40:05 Video wrap-upABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the fifth of a multi-part series on the History of Automatic Transmission Fluids. See the complete series here: youtube.com/playlist?list=PLIn3FrDiB1lwMQK1BilB7FraTpyf3TJQ2WSU is a leader in Advanced Vehicle Systems education. This topic is taught as part of our 2-year Associate degrees and our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlDONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chrysler Automatic Transmission Fluid - ATF History Part 4 WeberAuto 2019-02-14 | Get ready for 67 Years of Chrysler Automatic Transmission Fluid History! Also, learn when to change your "Lifetime" transmission fluidTIMELINE:0:00 Introduction0:40 1938 Chrysler Fluid Drive2:20 Mopar Fluid Drive Fluid7:00 The 1954 Chrysler PowerFlite Automatic Transmission9:00 1953 Mopar Type "A" fluid11:33 1957 Mopar Type "A" Suffix "A" fluid 13:58 1966 Type MS-3256 fluid 14:39 1968 Type MS-4228 / Dexron fluid 17:07 1973 ATF+ Type MS-7176 / Dexron-II fluid 20:53 The "NEW" Chrysler Corporation 24:25 1980 ATF+2 Type MS-7176D fluid 26:20 1993 ATF+3 Type MS-7176E fluid 30:25 1998 ATF+4 Type MS-9602 fluid 33:44 2006 CVTF+4 fluid 35:14 2008 ASRC fluid 37:45 2013 8 & 9 Speed ATF 38:58 MUST SEE: When to change your transmission fluid 41:48 Aftermarket Fluid Warning44:29 Video wrap-upABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the fourth of a five-part series on the History of Automatic Transmission Fluids. See the complete series here: youtube.com/playlist?list=PLIn3FrDiB1lwMQK1BilB7FraTpyf3TJQ2See centerforqa.com/chrysler-about for a list of licensed Mopar ATF+4 fluids.WSU is a leader in Advanced Vehicle Systems education. This topic is taught as part of our 2-year Associate degrees and our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlDONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Ford Automatic Transmission Fluid - ATF History Part 3 WeberAuto 2019-02-08 | Get ready for 69 Years of Ford Automatic Transmission Fluid History! Learn the incredible story with authentic transmissions and fluids never before seen on YouTube.TIMELINE:0:00 Introduction 0:46 Why automatic transmissions? 1:45 The Chrysler connection 2:10 The 1939 Chrysler Fluid Drive 5:15 The 1941 Mercury and Lincoln Liquamatic Drive with SAE 10 oil7:58 The 1949-1954 Lincoln with a GM Hydra-Matic 4-speed transmission with Lincoln ATF10:45 The 1951 Fordomatic 3-speed transmission 12:56 GM ATF standards 13:18 GM Type "A" Fluid 15:35 You don't drive a Ford, it drives you 17:04 Ford Transmatic 6-Speed automatic in 1957 18:15 1959 Ford Type "A" and Type "B" Fluids 18:41 1960 Ford Type "D" Fluid 20:07 1967 Ford Type "F" Fluid 22:53 1974 Ford Type "CJ" Fluid 23:45 Ford's use of Dexron-II(D) fluid 25:45 Base oil and ATF improvements of the 1970s27:36 1981 Ford Type "H" Fluid and Torque Converter Clutches30:47 1987 Mercon Fluid31:04 Aftermarket Fluid Confusion33:40 Base oil and ATF improvements of the 1990s35:23 1996 Mercon V Fluid37:15 2001 Mercon SP Fluid38:18 2005 Mercon LV Fluid40:20 2014 Mercon ULV Fluid and the 10-Speed 10R8042:54 Buyer beware of aftermarket fluids46:35 Vehicle Top Speed Reduced with the wrong fluid48:20 Video wrap-upABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the third of a five-part series on the History of Automatic Transmission Fluids. See the complete series here: youtube.com/playlist?list=PLIn3FrDiB1lwMQK1BilB7FraTpyf3TJQ2This information applies to almost any vehicle on the road today, including hybrid and electric vehicles.WSU is a leader in Advanced Vehicle Systems education. This topic is taught as part of our 2-year Associate degrees and our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlDONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chevrolet Bolt EV Traction Motor - Deep Dive WeberAuto 2018-12-17 | See inside the Bolt EV Motor and Drive UnitTIMELINE:0:00 introduction0:36 Drive Unit (DU) Specifications0:55 MUST SEE - Motor torque versus torque to the wheels3:57 Lubrication and coolant4:27 Drive Unit Identification and Option Codes5:34 See the Transmission Range Selector Actuator and shifter6:48 Transmission fluid fill, drain, and fluid level checking8:52 Transmission electric fluid pump (12V) operation9:53 Motor resolver and fluid temperature sensor connector10:52 Rearview and components11:55 Transmission holding fixture12:31 Transmission weight12:40 Electric Gerotor type fluid pump removal13:39 Removal of the Output Shafts16:53 Transmission Range Selector Actuator removal18:03 Transmission Case (Right Side Cover) removal18:56 Shift linkage, park pawl, and Internal Mode Switch (IMS)19:42 Ring gear, differential, bearings, and end-play shims22:32 Non-reusable aluminum gaskets22:41 Oil baffle and magnet23:43 Differential case removal24:44 Transmission Case Cover (Left Side Cover) removal26:46 Oil filter, Resolver, and fluid temperature sensor27:18 End view of the motor rotor, stator, and lubrication/cooling channel28:10 Fluid filter removal and positioning28:48 Resolver removal30:05 Bearing center support removal30:35 Counter drive gear removal31:09 Lubrication channel and three-phase cable nut retainer removal31:32 Oil distribution channel removal31:45 Preparation for rotor removal32:58 MUST SEE - Rotor centering tool installation37:14 Oil sump cover removal38:02 Coolant sump cover removal39:16 Installation of Rotor puller tools43:38 MUST SEE - Pulling the Rotor from the Stator49:04 Rotor components50:42 Stator removal procedure51:50 MUST SEE - Stator unique design review52:01 The "Small Block Chevrolet" of electric motors54:56 THREE MOVING PARTS and reliability57:33 Video wrap-upVIDEO UPDATES:Bearing Grey Coating Information Update: Thank you to SeanBZA! "Grey coating is an insulator, to prevent circulating currents through the bearings from any slight imbalance in the magnetic field in the motor. there is a single bearing that is grounded ( the shiny one) to prevent charge build-up on the rotor and a flashover to the frame, but the rest have to be insulated so they do not have a shorted turn through the frame that can cause a high circulating current through the bearings that rapidly erodes them through arcing. There are current paths for this current via things like the output shafts and the selector forks, but they probably assumed that being long thin wall section steel assemblies, this long path would both keep the current low enough not to cause any major extra wear, and also the long output shaft would be mostly self-canceling field wise as well.A lot of larger electric motors handle this with one end having coated bearings, or they make them with ceramic bearing balls inside, or just make both sides with insulated bearing mounting frames, and provide a grounding carbon brush assembly to handle shaft grounding. A drawback of the coated bearing is that you have to ensure that there is absolutely no damage to the coating on the outside and the side facing the frame so that there is no metal-to-metal path. However, depending on the exact coating applied, this coat can be both insulating and tougher than the steel of the bearing itself. grey would point to a spray-on ceramic coating, probably vacuum-deposited before final bearing assembly or applied as a plasma coating."Shift Lever and Actuator system update:The shift lever sends a request to a chassis control module (CCM) for the trans range desired. The CCM commands the shift actuator to move the mechanical linkage to the desired position. The internal mode switch (position sensor) inside the trans sends a signal verifying the current gear range selected. The systems also have a "default to park" option when a malfunction occurs which will prevent vehicle movement until the fault is repaired. ABOUT US2017-2021 Chevrolet Bolt EV Drive Unit disassembly - A Youtube first! Join us for a deep dive into the incredible Chevrolet Bolt EV Traction Motor (part of the 1ET25 Drive Unit). Watch the drive unit disassembly and learn about the internal parts. This is the seventh in a series of videos on the 2017-2021 Chevrolet Bolt EV. Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chevrolet Bolt EV Coolant System Loops WeberAuto 2018-12-11 | TIMELINE:0:00 Video introduction0:22 Corrections from the previous video 4:12 Coolant system loop number one (Hybrid/EV Electronics Cooling) 5:36 See coolant hoses, connections, pump, and surge tank 11:26 Review of connections and coolant flow in loop one 12:00 Coolant service interval 12:26 See the radiator for coolant loop number one 14:11 See the cooling fan 14:34 See the active grille shutters 16:28 Coolant system loop number two (Hybrid/EV Battery Cooling) 17:20 See the 2.1 kW A/C compressor and hose/pipe connections 18:25 See the battery coolant chiller20:21 See the double pipe A/C lines to the passenger compartment evaporator 21:52 See the electric water pump, surge tank, and coolant hoses 22:54 See the 2 kW battery heater 23:12 See the A/C condenser (I mistakenly called it an evaporator) 24:45 Review of coolant loop number two 27:30 A/C Refrigerant oil warning 28:40 Coolant system loop number three (Passenger compartment 7.5kW heater) 30:09 Underhood components 31:08 Video reviewABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. 2017-2019 Chevrolet Bolt EV high voltage electrical system coolant system loops - A Youtube first! See the three different coolant system loops of the Chevrolet Bolt EV high voltage system. Learn how they are connected and how they function. This is the sixth in a series of videos on the 2017-2019 Chevrolet Bolt EV W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chevrolet Bolt EV High Voltage Components WeberAuto 2018-12-05 | TIMELINE::0:00 Start0:12 Video introduction 1:04 the underhood view with everything removed 3:56 the traction motor Drive Unit (DU) 7:28 the underhood cross-car beam 8:32 the Single Power Inverter Module (SPIM) 10:10 the High Power Distribution Module (HPDM) without fast charge option 11:29 the High Power Distribution Module (HPDM) with the fast charge option 13:35 the on-Board Charger Module (OBCM) 15:26 the Accessory Power Module (APM) 17:39 the Air Conditioning Compressor Module (ACCM) 19:20 the High Voltage 2kW Battery Coolant Heater 20:27 the 3-Phase cable connections 22:25 the HPDM to SPIM harness connection 22:57 the HV battery to HPDM harness connections 25:33 the HPDM to APM and OBCM connections 26:57 the DC Fast Charge receptacle to HPDM connection 32: 28 Video reviewABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. 2017-2019 Chevrolet Bolt EV high voltage electrical system components - A Youtube first! Finally, the Chevrolet Bolt EV high voltage system is broken down into nine individual components. See how they are all connected. This is the fifth in a series of videos on the 2017 Chevrolet Bolt EV W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Thank You! WeberAuto 2018-11-24 | Thank You to Everyone! The WeberAuto Channel receives the YouTube Silver Creator Award for Surpassing 100,000 subscribers.#YouTubeCreatorAwardsWeber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. WSU is a leader in Advanced Vehicle Systems education. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveDonate to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/AutomotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html
GM Automatic Transmission Fluid - ATF History Part 2 WeberAuto 2018-10-15 | Get ready for 80 Years of General Motors Automatic Transmission Fluid History! Learn the incredible story with authentic transmissions and fluids never before seen on YouTube.TIMELINE:0:00 Introduction0:58 Base Oil Stock Categories for transmission Fluid 5:45 1938 Automatic Safety Transmission 6:35 Motor oil used as transmission fluid 7:55 1940 Hydra-Matic Drive 8:56 GM No. 1 Automatic Transmission Fluid for Hydra-Matic Drive 13.19 1948 Buick Dynaflow 15:55 1949 Type-A Fluid Specification 22.50 1950 Chevrolet Cast Iron Powerglide 26.18 1956 2nd Generation Controlled Coupling Hydra-Matic 27:14 MUST SEE the Controlled Coupling 28:28 1957 Type-A Suffix A Fluid Specification 30.38 MUST SEE 1957 Chevrolet Turboglide 34:49 MUST SEE Counterfeit Fluids 36:35 MUST SEE Red Dyed Fluid 38.44 1961 3rd Generation Roto Hydra-Matic 42:32 1964 Corporate Transmission begins42.58 1964 TH 400 3-Speed Transmission Release43.22 1966 TH 375, 400, 475 RWD, and 425 FWD 3-Speed Transmissions are released43:42 1967 Dexron (B) Fluid Specification47.03 1969 TH 180 and TH 350 3-Speed Transmission release47:25 1971 Base Stock Oil improvements 47:44 1973 Dexron II (C) Fluid Specification 48:38 1974 Synthetic Base Oil Production begins 49:01 1989 Mobil 1 Synthetic ATF Released 49:31 1978 Dexron II (D) Fluid Specification 50.48 1976 TH 200 and 250 3-Speed Transmission release 50.55 1978 TH 325 FWD 3-Speed Transmission release 51:00 1979 The Torque Converter Clutch (TCC) 52.10 1979 TH 200C and 250C 3-Speed Transmission w/TCC 52.35 1980 TH 125 FWD 3-Speed Transmission w/TCC52.40 1981 TH 350 3-Speed Transmission w/TCC52.50 1982 TH 200-4R 4-Speed Transmission w/TCC53.00 1982 TH 325-4L FWD 4-Speed Transmission w/TCC 53.17 1982 TH 700-R4 4-Speed Transmission w/TCC 53.25 1984 TH 440-T4 FWD 4-Speed Transmission w/TCC 53:45 Electronic Controlled Transmissions 54.05 1991 4L80-E 4-Speed Transmission w/TCC 54:48 1992 Dexron II (E) Fluid Specification 55:28 1993 Improvements in Base Stock Oil (Group III) 56:30 1993 American Petroleum Institute (API) creation of Base Stock Oil Categories 56:39 1993 Improvements in Base Stock Oil (Group II+) 57:50 1995 Dexron III (F) Fluid Specification 59:05 MUST SEE Fluid Service Interval Discussion 1:00:50 1997 Electronic Controlled Clutch Capacity (ECCC) TCC 1:03:45 1998 Dexron III (G) Fluid Specification1:03:55 2000 Allison 1000 and 5L40-E 5-Speed Transmissions w/TCC 1:04:25 2003 Dexron III (H) Fluid Specification 1:04:49 2011 Dexron III (H) Inactivation 1:04:55 MUST SEE 2016 Dexron III (H) MANUAL TRANSMISSION Fluid Specification at 1:05:52 2005 Dexron VI (J) Fluid Specification 1:06:18 2006 6L80 Transmission w/ECCC 1:06:40 MUST SEE Dexron VI Fluid Synthetic Base Oil 1:07:47 2007 6T70 Transmission w/ECCC 1:08:10 MUST SEE Aftermarket Fluid Warning 1:11:19 2011 4ET50 Chevrolet Volt Transmission 1:12:10 2016 5ET50 Chevrolet Volt Transmission 1:12:40 2013 Dexron HP Synthetic Fluid Specification 1:13:08 2015 8L90 and 8L45 Transmissions w/ECCC 1:13:55 2017 Mobil 1 LV ATF HP Synthetic Fluid Specification Revision 1:16:25 2017 1ET50 Chevrolet Bolt EV Gear Reducer1:16:38 2014 Dexron ULV Fluid Specification 1:16:50 2017 10L90 10-Speed Transmission w/ECCC 1:17:08 2018 9T35 9-Speed FWD Transmission w/ECCC 1:17:40 Additional Dexron ULV Fluid information 1:19:39 80 Years of ATF History Summary Questions for Teachers:1. What fluid was used in the 1940 Hydramatic?2. What fluid was used in the 1948 Buick Dynaflow?3. What fluid was used in the 1957 Chevrolet Powerglide?4. Why was red dye added in the 1960s?5. What year was the original Dexron (B) released?6. Why was a revised Dexron II (C) released in 1973?7. Why was Dexron II (D) released in 1978?8. Why was Dexron II (E) released in 1991?9. Why was Dexron III (G) released in 1998?10. Why was Dexron VI (J) released in 2006?11. Why was Dexron HP released in 2013?12. Why was Dexron ULV released in 2014?13. Are all versions of Dexron fluids compatible with each other?14. What is the problem with using universal ATF or multi-vehicle ATF?ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Transmission Lab. This is the second of a five-part series on the History of Automatic Transmission Fluids. This information applies to almost any vehicle on the road today, including hybrid and electric vehicles.WSU is a leader in Advanced Vehicle Systems education. This topic is taught as part of our 2-year Associate degrees and our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlDONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
The History of Automatic Transmission Fluids (ATF): Part 1 - Introduction WeberAuto 2018-10-07 | If you thought all transmission fluids were of the same quality, think again! This 5-part series shows the history and technological advances that drove changes in the fluid specificationsABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the first of a five-part series on the History of Automatic Transmission Fluids. This information applies to almost any vehicle on the road today, including hybrid and electric vehicles.WSU is a leader in Advanced Vehicle Systems education. This topic is taught as part of our 2-year Associate degrees and our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Automotive Fuses - Does the brand really matter? WeberAuto 2018-07-28 | If you thought all automotive fuses were of the same quality, think again! This episode compares four fuse brands using a milli-ohm meter, the results are unbelievable!TIMELINE:0:00 Start0:11 Introduction1:20 Fuses to be compared 1:34 Fuse purchase 2:20 Harbor Freight Fuse Recall of 2009 2:38 Service Alert Bulletin for fuses of 2007 4:36 Auto Parts 4:40 O'Reilly Auto Parts 4:44 AutoZone Auto Parts 4:46 Walmart Auto Parts 4:49 Dollar Store 5:30 Littelfuse Fuses 6:36 Bussman Fuses 7:26 Old 2007 Harbor Freight Fuses 7:42 Fuse Data Sheets with milli-ohm resistance 9:26 SAE J2077 Miniature Blade Type Electrical Fuse Standard 12:12 5A micro-fuse resistance measurements 13:34 10A micro-fuse resistance measurements 14:12 15A micro-fuse resistance measurements 14:44 20A micro-fuse resistance measurements 15:21 25A micro-fuse resistance measurements 15:59 30A micro-fuse resistance measurements 16:25 Specifications and Comparison Data 19:18 Temperature Performance Comparison 20:00 eBay purchase fuse temperature performance check 26:34 Littelfuse fuse temperature performance check 30:48 Video review This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task:- 6.A.2 "Demonstrate knowledge of electrical/electronic series, parallel, and series-parallel circuits using principles of electricity (Ohm’s Law)." - 6.A.3 "Demonstrate proper use of a digital multimeter (DMM) when measuring source voltage, voltage drop (including grounds), current flow and resistance."ABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. This episode covers how to use the incredible Hioki RM3548 Resistance Meter for Fuse comparisons and diagnostics This information applies to almost any other hybrid or electric vehicle on the road today.We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Milli-Ohm Meter - Hybrid and EV Stator, Fuse, and Wire Diagnostics WeberAuto 2018-07-15 | TIMELINE:0:00 Video introduction 0:58 Mega-Ohm and Milli-Ohm Meters 1:43 Ohm Meter Basics 2:34 MUST SEE - Fluke 87-V Ohm-meter wire resistance measurements 4:49 MUST SEE - Hioki RM3548 Ohm-meter wire resistance measurements 8:10 1.0 Meter wire measurement 9:20 0.1 Meter (100 mm) wire measurement 9:56 0.01 Meter (10 mm) wire measurement 10:38 MUST SEE - Hybrid and EV wire-wound stator winding measurements 12:26 MUST SEE - Hybrid and EV hairpin stator winding measurements 16:00 MUST SEE - Broken wire strand detection 18:38 MUST SEE - Wire length based upon resistance a20:14 MUST SEE - Fuse resistance measurements 20:57 10A micro-fuse resistance measurement 21:18 15A micro-fuse resistance measurement 21:31 20A micro-fuse resistance measurement 21:39 25A micro-fuse resistance measurement 21:46 30A micro-fuse resistance measurement 22:18 MUST SEE - milli-volt drop across a 15A fuse and current calculation 25:14 On-car 2002 Prius MG2 stator resistance measurement and short circuit diagnosis 28:25 Video review ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This might be the coolest tool I have seen in years! The incredible milli-ohm meter. Get ready to re-think resistance measurements and diagnostics! WOW! This episode covers how to use the incredible Hioki RM3548 Resistance Meter for Fuse, Wire, and Hybrid and EV Stator Diagnostics This information applies to almost any other hybrid or electric vehicle on the road today.W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 6.A.2 "Demonstrate knowledge of electrical/electronic series, parallel, and series-parallel circuits using principles of electricity (Ohm’s Law)." and 6.A.3 "Demonstrate proper use of a digital multimeter (DMM) when measuring source voltage, voltage drop (including grounds), current flow and resistance."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
How to check a Hybrid/EV 12V Charging System WeberAuto 2018-07-13 | TIMELINE:0:00 Start0:13 Video introduction 0:42 12V battery location and type 1:43 DC-DC converter location and function 3:50 DC Voltmeter connection 4:25 Positive Battery Post Fusible Link Block and connections 5:48 Negative Battery Post Battery Sensor 6:34 DC Current clamp Amp meter connection at the battery positive 7:35 DC Current clamp Amp meter connection at DC-DC Converter 8:44 Battery Voltage test 10:15 MUST SEE - Battery current test 12:00 MUST SEE - DC-DC Converter Functional test 14:12 Headlamps Load 14:20 Rear Defogger Load 14:35 HVAC Blower Motor Fan Load 14:46 Engine running Load 16:02 Engine off Load 16:10 Electric power steering load 16:19 MUST SEE - Interpreting the test results18:10 Two Modes of charging system operation 19:45 Video review ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. Is your hybrid or electric vehicle's 12V battery going dead? Learn how to check the on-car 12V charging system (DC-DC Converter) with this video. This is the third in a series of videos on the Toyota Prius Prime as well as other Prius models. This episode covers how to perform the 12V Charging system (DC-DC Converter) functional test. This information applies to almost any other hybrid or electric vehicle on the road today.W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 6.D.1 "Perform charging system output test; determine needed action."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html Donate to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/AutomotiveQuestions for Teachers:What type of battery is used in the 2016 and above Prius?What size of battery is used in the 2016 and above Prius?Where is the 12V battery located in the 2016 and above Prius?What is the function of the DC-DC converter?Does this vehicle have a typical alternator like any other vehicle?How can you tell if the 12V battery is good enough to proceed with the charging system functional test?What are the two DC clamp-type amp-meters measuring in this video? How can you tell if the current is leaving or entering the battery?Where does the additional current go that is not being fed back to the battery?How much current did the headlights draw?How much current did the rear defogger grid draw?How much current did the HVAC blower motor draw?How much current did the engine running draw?How much current did the electric power steering draw?How do you know if the DC-DC converter functional test passes or fails?How long does a typical automotive 12V battery last (according to the video)?What are the two modes of DC-DC converter charging system operation?ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2017 - 2021 Prius Prime - 8.79kWh Battery Deep Dive WeberAuto 2018-07-09 | Grab some more snacks and get ready for the first YouTube video showing the complete reassembly of a Toyota Prius Prime Battery!TIMELINE:0:00 Video introduction 1:40 Battery heater overview 3:15 MUST SEE - Closeup of heater grid 7:50 Battery heater installation 9:31 Battery cell stack specifications 11:35 MUST SEE - OSHA and NFPA 70E safety requirements 13:15 Battery cell stack voltage 14:30 Battery cell stack weight 16:50 Battery cell stack dimensions 18:03 Battery cell stack interconnections and monitoring circuits 22:20 Battery cell stack venting 23:00 Battery cell stack cooling 26:30 MUST SEE - DANGER: Battery cell stack disassembly31:45 MUST SEE - Battery stack to battery stack series connections 33:52 High voltage fuse function 35:45 Service disconnect lever function37:46 Battery ECU function 38:25 Battery negative junction block function 42:20 Battery positive junction block function 43:00 Charger fuse 45:54 Battery cell stack installation 51:40 Low voltage wiring harness installation 52:50 Vent tube manifold, exhaust duct, and vent inlets installation 55:57 MUST SEE - LIQUID WARNING 57:40 Temperature sensor connections 58:46 Heater connections59:45 Cell voltage monitoring harnesses 1:01:07 High voltage series connections 1:01:30 Battery frames installation1:01:57 High voltage fuse installation 1:02:08 Battery ECU installation and connections1:04:13 Battery junction block #1 (Negative) installation 1:04:23 Battery junction block #2 (Positive) installation 1:05:06 Service plug grip disconnect lever connector installation 1:06:10 Battery heater relay installation 1:06:25 Low voltage connections 1:09:23 Battery cover upper installation 1:09:51 Battery shield cover installation 1:12:55 Battery weight measurement 1:14:28 Video review ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. 2017 Toyota Prius Prime (Plug-In) PHEV 351.5V 8.79kWh 25Ah Li-Ion Battery Deep Dive - A Youtube first! The system is protected by a 125A fuse. This is the second in a series of videos on the Toyota Prius Prime. This episode covers the complete reassembly of the 8.79kWh 351.5 Volt 25 Ah air-cooled battery from a 2017 Toyota Prius Prime PHEV. The Prius Prime battery is rated at 25Ah and its voltage is 351.5V, so its kWh rating is 25Ah x 351.5V = 8787.5 Wh or 8.7875 kWh.W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html Questions for Teachers:1. What is the purpose of the battery heater?2. Under what conditions will the battery heater activate?3. What is a battery stack?4. What is the stack voltage?5. How many battery stacks are in this battery?6. How are the stacks wired (Series or parallel)?7. How are the stacks cooled?8. How are the stacks vented?9. What is the amperage rating of the battery fuse?10. How are battery cell voltages monitored?11. What is the function of the negative contactor?12. What is the function of the positive contactor?13. How many temperature sensors are in this battery?14. What is the concern with carrying liquids in the hatch area?15. How much does this battery weigh?ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
2017 - 2022 Prius Prime - 8.79 kWh Battery Removal WeberAuto 2018-07-06 | Grab some snacks and get ready for the first YouTube video showing the removal of a Toyota Prius Prime Battery!TIMELINE:0:00 Video introduction 1:08 Battery location in the vehicle 1:52 High voltage disabling procedure 3:30 Battery removal 4:19 Battery housing external components 4:50 Battery air inlet vents 6:05 Battery vent 7:15 Plug-In charge receptacle (J-1772) 8:03 MUST SEE - European or Chinese DC Quick charge receptacle (GB/T) 8:28 MUST SEE - Toyota scan tool DC Quick Charge PID 9:37 5-hour charge on 208V AC 10:30 Plug-In Battery charger 11:20 Inner fender view of plug-in charge receptacle and connections 12:26 Plug-in charge receptacle drain 13:05 Service disconnect lever (service plug grip) 13:30 High voltage battery connections 13:34 Battery vent system (for gassing) 13:54 MUST SEE - Air-cooled battery cooling ducts 14:00 Two blower motors for cooling 14:20 Cooling ducting 14:52 MUST SEE - Duct filter 16:54 High voltage connections at battery and charger 17:52 Battery charger connections 18:15 Battery to inverter connections 19:05 Low voltage connections at the battery 19:52 Air-cooled Plug-in charging details 24:20 Battery heater details 25:34 Battery lift points 26:56 Battery rating label 27:09 Service disconnect label 27:30 Battery information label 28:40 Battery housing parts and covers 30:37 MUST SEE - Empty housing for 5 cell stacks 31:00 MUST SEE - Lower charging limit voltage 31:10 MUST SEE - Upper charging limit voltage 31:20 Hybrid mode charge voltage 32:48 Scan tool battery cell voltage scan tool data 33:20 Video review ABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. 2017-2022 Toyota Prius Prime (Plug-In) PHEV 351.5V 8.79kWh 25Ah Li-Ion Battery Removal - A Youtube first! This is the first in a series of videos on the Toyota Prius Prime. This episode covers the removal of the 8.79kWh 351.5 Volt 25 Ah air-cooled battery from a 2017-2022 Toyota Prius Prime PHEV. W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Leaf EV vs Bolt EV - Expected Li-Ion Battery Life WeberAuto 2018-03-18 | See what the 2018 Leaf owner's manual tells us about Li-Ion battery life. CORRECTION: I was wrong, there is no airflow through the battery from the passenger compartment. According to the owner's manual, the climate control system can come on while charging, but it does not say why. Maybe it is because the battery gets too hot and heats up the passenger compartment. The Leaf battery is inside a sealed housing under the vehicle. See my Leaf battery video here youtu.be/vYQJatWpBXYTIMELINE:0:00 Introduction0:12 Thermal Management of Bolt and Volt batteries0:33 The battery life of previous Volt batteries1:00 2018 Nissan Leaf battery disappointment 1:40 MUST-SEE: Page EV-20 of the 2018 Nissan Leaf owner's manual2:00 MUST-SEE: Factors that affect the Leaf's battery life4:55 Factors that affect the Bolt's battery life6:55 Video summaryABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. This video compares the expected battery life of the 2017 Chevrolet Bolt EV to the 2018 Nissan Leaf EV. Nissan's own owner's manual lists the ways you can extend the battery life of its 2018 Leaf. You may want to read page EV-20 of the owner's manual of the 2018 Nissan Leaf before considering buying one.W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining QUESTIONS FOR TEACHERS:1. Does the Nissan Leaf battery use a liquid cooling and heating system?2. What warnings are in the Leaf owner's manual regarding heat and battery life?3. What limitations are there regarding the use of the fast charge option on the Nissan Leaf?DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chevrolet Bolt EV Battery Smoke Test and Installation WeberAuto 2018-03-17 | Watch us let the smoke out of a 2017 Chevrolet Bolt EV Battery!Video Timeline:Video introduction at 0:00Bolt EV and Volt Battery comparison at 0:30MUST-SEE: Battery cover installation at 4:00MUST-SEE: Special cover bolt tightening sequence at 4:54Smoke testing procedure (leak checking) at 8:00See the leak checking test kit at 8:32Smoke producing machines at 9:58Covering the Gore Patches (pressure equalizers) at 10:54MUST-SEE: Pushing smoke into the battery at 13:00Must-See: See the smoke come out (battery housing is full of smoke) at 15:09Installing the service plug lever at 15:45MUST-SEE: Discovering an unexpected leak at 16:05Additional leak checking at 16:32MUST-SEE: Removal of the manual disconnect lever and the expansion/contraction of the battery cover at 17:40Blowing out the smoke with Nitrogen at 18:14Installing new Gore Patches at 20:20MUST-SEE: Installing the battery under the Bolt EV at 22:25Making connections at the battery at 23:40Making connections under the hood at 26:50MUST-SEE: Refilling the battery cooling system with a vacuum tool at 27:34Enabling the high voltage and low voltage systems at 35:04Installing the service plug lever at 36:00Connecting the 12V battery negative cable at 36:14MUST-SEE: First Power On after battery installation at 36:44Running the battery coolant water pump with the GM MDI2/GDS scan tool at 37:15MUST-SEE: IT WORKS! The first test drive after battery installation at 39:47MUST-SEE: GM Scan tool operations and data at 41:30Video Overview at 48:492017 Chevrolet Bolt EV Li-Ion Battery smoke test and installation - A Youtube first!Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the fourth is a series of videos on the Chevrolet Bolt EV. This episode covers the installation of the 57kWh 350.4 volt 162.7 Ah battery from a 2017 Chevrolet Bolt EV. The components and operation shown will be similar to many other electric vehicles. Thank you to Steve and Blair for your assistance with this video!This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlQuestions:1. What was unique about installing the cover bolts on the Bolt EV battery?2. What is the purpose of the smoke test on this battery assembly?3. What is the purpose of the Gore Patches on this battery?4. How can you tell when the battery housing is full of smoke?5. Did this battery have a smoke leak?6. What happened to the battery housing when the service disconnect lever was removed?7. How is smoke removed from the battery?8. Why must new Gore Patches be installed?9. How is the Bolt EV battery reinstalled back into the vehicle?10. How is the coolant put back into the battery cooling system?11. How is the high voltage system and low voltage system enabled before powering on the car?12. After filling the system with coolant, what must be done with the scan tool?13. Tell me one thing you learned from this video that you thought was interesting?
Chevrolet Bolt EV Battery Reassembly WeberAuto 2018-03-12 | Butter your popcorn and get ready for the first YouTube video showing the reassembly of a 2017 Chevrolet Bolt EV Battery!0:00 Introduction0:57 Battery tray1:38 MUST-SEE: Battery tray weight 2:35 Battery tray inspection plug 3:20 Battery center of gravity mark 4:20 The red shop stools5:39 The cooling plates6:43 The bus bars, BECM, low and high voltage harness 7:23 Battery disconnect relay assembly 8:20 Battery sections9:35 Insulation pads 10:30 Lower cooling plate 11:18 Thermal pads 19:48 Battery tubes 20:47 X3 connector housing 21:16 Cooling manifolds 22:38 Safety zone 23.00 Don't freak out! 40 Volts will not hurt you 24:00 Battery section 1 25:27 Battery module 1 with cell groups 1-10 26:35 Battery module 10 with cell groups 87-96 26:56 How the battery modules are connected together 28:57 Battery section 5, module 5, details 31:36 What is a cell group? 32:24 How the Battery Energy Control Module (BECM) monitors cell voltages 32:42 Special tool to measure cell voltages 33:37 MUST-SEE: Battery section 5, module 5, side cover removal 34:45 MUST-SEE: Closeup views of cell group connections 35:21 Cell group direct voltage measurement 35:40 How cell groups are electrically connected 36:56 Cell group voltage measurement with a special tool 38:50 MUST-SEE: Can you take the battery module further apart? 41:24 Installing battery section 1 43:43 Battery section dimensions 44:23 Installing battery section 2 45:25 Installing battery section 3 46:34 Installing battery section 4 48:06 Attaching the battery sections to the battery tray 50:23 Battery section 4 voltage cell sensing harnesses 51:37 Battery section 5 lower support brackets 53.20 Battery section 5 insulation pad 53.36 Battery section 5 cooling plate and hose clamps 54.54 Battery section 5 57.53 Battery section 5 upper support brackets59:30 Time for Personal Protective Equipment (PPE) 1:00:17 MUST-SEE: Installation of high voltage bus bars 1:03:36 Overall battery negative and positive terminals 1:04:57 Low voltage wiring harness and temperature sensors 1:07:00 Interlock circuit at the service disconnect lever connector 1:08:18 High voltage cell voltage sensing harnesses 1:09:34 MUST-SEE: BECM details 1.13.05 MUST-SEE: BECM installation 1:20:01 MUST-SEE: Battery relay assembly components and operation 1.33.24 MUST-SEE: Battery relay assembly operation 1:38:26 Cooling system leak check 1:40:52 Installation of the battery relay assembly1:44:23 X3 Connector installation1:44:57 X4 Charge connector installation1.47.12 MUST-SEE: Battery system overview2017 Chevrolet Bolt EV 350.4V Li-Ion Battery Reassembly - A Youtube first!Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the third is a series of videos on the Chevrolet Bolt EV. This episode covers the reassembly of the 57 kWh 350.4 volt 162.7 Ah battery from a 2017 Chevrolet Bolt EV. The components are shown and operation will be similar to many other electric vehicles.This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlWatch the video from the start until time frame 22.38 and answer the following questions:1. What is the purpose of the battery tray inspection plug?2. How many cooling plates are there?3. How many coolant transfer hoses are there at the back of the battery?4. Why are the battery thermal mats covered with plastic?5. What is the purpose of the black pads at the bottom of the battery housing6. How are the battery sections connected to the thermal mats?
The 2017 Chrysler Pacifica Si-EVT Hybrid Transaxle - Deep Dive WeberAuto 2018-03-01 | Video timeline:0:00 Introduction0:48 Single Input (Si) components 2:44 Two motors can propel the vehicle 4:20 One way Sprag clutch support5:05 One way Sprag clutch components11:20 Power Split Device (PSD) planet carrier 11:55 Motor A and the PSD sun gear12:23 PSD ring gear13:05 Torque limiting clutch components 18:29 Torque limiting clutch operation 21:04 MUST SEE: How the engine is prevented from spinning backward 22:26 Electronic Variable Transaxle (EVT) portion of the transaxle 25:00 Counter drive gear 26:05 Final drive differential 26:35 Mechanical oil pump drive gear 27:45 Counter driven gear (transfer gear) 28:18 Parking gear 28:48 Motor B (Traction Motor) 29:25 Parking pawl and linkage 30:00MUST SEE: How Park is obtained 30:4 PSD installation 32.36 Motor A (Generator/Starter/Motor) 33:14 Parallel Axis Power flow 38:08 MUST SEE: EV Mode - How Motor A can help Motor B propel the vehicle 40:00 MUST SEE: Hybrid Mode - Power Split operation 41:50 Motor resolvers (position sensors) 43:54 Motor A Stator45:07 Rear case half45:23 Fluid level check46:02 Fluid type48:39 Inside the rear case half48:39 Gear-driven Gerotor oil pump and filter 51:34 3-phase auxiliary electric trochoid oil pump54:34 The fluid heat exchanger 57:25 Stator A cooling 59:09 Stator B cooling 1:01:26 Resolver installations 1:03:43 Internal harness installation 1:05:32 High Voltage pass-through connectors 1:06:53 Oil pump removal 1:07:32 Stator A installation 1:08:32 Stator B installation 1:09:20 Temperature sensor connections1:10:12 Counter driven gear bearing support fixture 1:12:30 Power inverter module (PIM) (pre-production) information 1:14:43 PIM installation1:17:48 Park pawl actuator installation1:18:45 Final summaryThe 2017 Chrysler Pacifica Si-EVT Hybrid Transaxle - A Deep Dive into the components, service, and operation of the Chrysler Single Input Electronic Variable Transaxle (Si-EVT) transaxle. This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 2.C.5 - Describe the operational characteristics of a hybrid vehicle drive train.Weber State University (WSU) - Department of Automotive Technology - Transmission Lab. Subscribe to the WeberAuto Youtube channel for more great videos. www.youtube.com/weberautoVisit the following website for information on how to attend our school and obtain an associate's degree or bachelor's degree in automotive technology.http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html
Chevrolet Bolt EV Battery Disassembly WeberAuto 2018-02-20 | See the disassembly of a 2017 Chevrolet Bolt EV BatteryTIMELINE:0:00 Video introduction0:43 Corrections to battery removal video1:00 Charger connections at the battery3:19 Undercar aerodynamic cover5:19 Removal of battery upper cover7:24 Battery cover seal removal8:00 Battery inside views12:27 Removal of large 2-wire connector13:29 Removal of Battery Disconnect Relay Center Cover13:39 Removal of the charger connector14:20 Removal of Battery Disconnect Relay Center18:50 Removal of coolant from the battery27:40 Removal of internal coolant hoses29:38 Preparation for removal of battery section 530:20 Connections at the Battery Energy Control Module (BECM)34:04 Removal of internal wire harnesses38:44 Removal of Service Disconnect lever connector29:33 Removal of BECM40:00 Removal of battery bus bars43:16 Removal of battery section 5 cover44:25 MUST-SEE: Nominal battery kWh rating46:42 Stabilization of battery before removal of sections50:42 MUST-SEE: Removal of battery section 553:00 Battery thermal conduction mats53:48 A closer look at battery section 557:15 Removal of battery section 11:06:35 Removal of battery section 21:08:30 Removal of battery section 5 cooling plate1:11:35 Spilling coolant on myself1:14:24 MUST-SEE: Warning about battery section 21:14:53 Removal of battery section 31:15:20 Removal of battery section 41:21:13 MUST-SEE: View underneath battery section 41:21:57 Removal of 4 cross-braces1:26:10 Removal of the large cooling plate1:30:04 MUST-SEE: View of the underneath of large coolant plate1:30:46 Removal of insulation pads1:33:08 Removal of the final connector bracket1:33:55 Video reviewABOUT US:Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. 2017 Chevrolet Bolt EV 350.4V Li-Ion Battery Disassembly - A Youtube first! Grab some more popcorn and get ready for the first YouTube video showing the disassembly of a 2017 Chevrolet Bolt EV Battery! This is the second is a series of videos on the Chevrolet Bolt EV. This episode covers the disassembly of the 57kWh 350.4 volt 162.7 Ah battery from a 2017 Chevrolet Bolt EV. The components and operation shown will be similar to many other electric vehicles.W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information on joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."This video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlQuestions for Teachers:1. What is the function of the battery Relay Center?2. How is the temperature of the Chevrolet Bolt EV controlled?3. How is coolant to be removed from the Chevrolet Bolt EV battery?4. What is the function of the BECM?5. What is the service warning about disconnecting the wire harnesses at the BECM?6. What is the meaning of the black color on some internal wiring harnesses?7. What is the meaning of the orange color on some internal wiring harnesses?8. What is the function of the bus bars?9. How are the battery modules connected (series or parallel)?10. How are the battery sections to be removed?11. What is the function of the white mat under each battery section?12. What is the total kWh rating of this battery?13. Are the individual battery sections interchangeable? Why or Why not?14. Was all the coolant removed from the cooling plates before removing the plates?ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Chevrolet Bolt EV 57kWh Battery Removal WeberAuto 2018-02-10 | Grab your popcorn and get ready for the first YouTube video showing the removal of a Chevrolet Bolt EV Battery!Video Timeline0:00 Introduction0:26 High voltage disabling procedure0:39 Key fob removal0:59 12V battery negative cable disconnection 1:25 12V system description 2:29 High voltage service disconnect lever removal 5:55 Verification of multimeter proper operation6:45 Removal of high voltage connector7:15 Verification of no voltage at the inverter9:20 High voltage battery location9:30 Battery connections10:18 *Verification of no voltage at the AC charger connection11:48 Verification of no voltage at the DC battery to inverter connection13:30 Disconnection of low voltage connections13:57 Draining the battery cooling system17:00 MUST SEE - Do you have a first or second design battery?18:40 MUST SEE - Better view of battery coolant connections19:15 Disconnecting the battery bonding straps19:48 Finding the battery Center of Gravity20:23 Positioning the battery removal table20:25 Battery weight 1000 lbs (453.59 kg)20:50 Removing the battery to body bolts21:58 MUST SEE - Partial lowering of the battery22:32 Leveling the battery lift23:17 MUST SEE - My apprehension regarding lowering the battery24:10 MUST SEE - Lowering the Bolt battery25:12 Battery external review28:19 MUST SEE - High Voltage Service Disconnect connector and lever29.10 Under car views30:53 High voltage battery coolant heater30.58 High voltage Air Conditioning compressor31:04 Traction motor and differential31:14 Leaking steering rack32:11 Video review*UPDATE: When using the J-1772 Combo DC fast charger, the large 2 wire (X4) connector at the battery is used. The small 2 wire (X3) connector is only used when using a Level 1 or Level 2 AC J-1772 charger connector.2017 Chevrolet Bolt EV 350.4V Li-Ion Battery Removal - A Youtube first!Weber State University (WSU) - Department of Automotive Technology - Ardell Brown Technology Wing - Transmission Lab. This is the first is a series of videos on the Chevrolet Bolt EV. This episode covers the removal of the 57kWh 350.4 volt 175 Ah battery from a 2017 Chevrolet Bolt EV. The components that are shown and their operation will be similar to many other electric vehicles.This video helps cover content related to the 2017 National Automotive Technicians Education Foundation (NATEF) Master Automobile Service Technology (MAST) Standard task 1.A.9 "Identify service precautions related to service of the internal combustion engine of a hybrid vehicle."W.S.U is a leader in Hybrid and Electric Vehicle education. This topic is taught as part of our 4-year bachelor's degree program. For information joining the Weber Automotive program, visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.html
2018 Chevrolet Volt 355.2V Li-Ion Battery - Deep Dive WeberAuto 2017-12-12 | Grab your popcorn and get ready for all the boring technical details you have been craving!TIMELINE0:00 *Introduction3:25 Under-vehicle view with battery installed5:42 Battery removal7:05 Under-vehicle view with the battery removed11:15 Exposed battery "roll-around"12:06 Battery tray12:30 Battery tray inspection plug14:26 High Voltage safety warning15:32 Battery sections16:00 Battery modules and power ratings16:38 Battery cell groups19:20 Battery configuration summary20:50 Cell group identification/numbering22:50 MUST SEE - Cell group demonstration23:30 MUST SEE - Parallel cell group individual Li-Lon cell24:35 **(See note below) Cell group Ah rating versus cell group Wh rating error I made24:45 MUST SEE - Cell group cooling and cooling plate29:35 Battery section 3 installation with lifting adapter (first attempt)30:50 Personal Protective Equipment (PPE) usage31:10 Battery section 3 installation with lifting adapter40:20 Battery cell group electrical configuration 42:50 MUST SEE - Parallel cell groups and bus bars44:30 Overall battery negative terminal45:10 Cell group voltage sensing lines46:25 Battery cell group voltages49:15 0.3V Cell ground voltage differential and cell balancing50:00 Battery cell voltage testing tool57:00 Battery section 2 installation58:10 Battery section 1 installation 59:15 Coolant hose connections1:05:17 Battery cable harnesses1:06:55 Battery section temperature sensors1:08:55 Installation of battery negative cable1:12:25 Installation of battery positive cable and series cables1:15:53 Battery service disconnect plug discussion and safety demonstration1:18:45 Installation of voltage sensing and temperature sensor harness1:22:22 Battery Energy Control Module (BECM) installation1.25.00 Battery relay assembly components1.25.27 Battery relay assembly electrical connections1:31:40 Battery coolant heater (1.75 kW)1:34:35 Coolant manifold fittings1:41:15 HV current sensor (fine and coarse resolutions)1:42:50 Positive contactor1.43.30 Negative contactor1:43:40 Coolant heater transistor module1:44:10 Plug-in Charger contactor1:44:50 Coolant heater 450V 10A fuse1:45:20 Pre-charge resistor1.45.35 Pre-charge contactor1:46:50 Battery relay assembly low voltage ground circuits1:47:35 Coolant hoses1:50:18 High Voltage fuses and cover with interlock1:51:54 Battery service disconnect plug components1:52:15 Service plug high voltage interlock circuit1.52.55 420V 350 amp fuse1:54:34 Service disconnect plug positions for removal1:56:54 Installation of battery relay assembly on the battery tray2.01.40 Overall review and battery "roll-around"*Series Hybrid Clarification:The 1st generation Volt is a series hybrid in 3 out of 4 modes of operation of the 4ET50 transaxle. The fourth mode (Electric Only Combined Engine On) is a series-parallel mode.The 2nd generation Volt's 5ET50 transaxle has 5 modes of operation. Two modes are electric only, one mode is a series-hybrid mode, and the Two remaining modes (series-parallel) allow the ICE to contribute torque to the wheels through the planet carrier of the input gear set. This transaxle is used in a Malibu Hybrid with only 4 modes (they removed the series mode). **1st generation Volt battery. If an individual cell is rated at 55.5Wh (using units of measure) Power (Wh) = EMF (V) x Current (A), then the current rating would be Wh/V = Ah. So 55.5Wh/3.7V = 15 Ah rather than the 55.5 Ah I mistakenly said/displayed in the video.This is the first is a series of videos on the 2 generations of the Chevrolet Volt. This episode covers the removal and detailed reassembly of the 355.2-Volt battery and battery relay assembly from a 2018 Chevrolet Volt. The 2016-2018 Chevrolet Volt batteries are the same. The 2011-2015 Chevrolet Volt battery is similar but has some minor differences. ABOUT USWeber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
Time Lapse 2017 Prius Transaxle Assembly and Installation. 13 Hours labor in 4 minutes! WeberAuto 2017-11-27 | Time Lapse 2017 Prius Transaxle Assembly and Installation. 13 Hours of labor in 4 minutes!TIMELINE:0:00 Introduction4:00 Prius Project SummaryThis episode is a time-lapse video of the reassembly and installation of the 2017 Prius P610 hybrid transaxle and the 2ZR-FXE Atkinson cycle engine. This transmission is a new design for Toyota. Thank you to Steve for your assistance with this video!Several other videos on the hybrid components in this vehicle were made covering the following topics:- P610 transmission operation, components, and service youtu.be/-dHeRJdrnI8 - Inverter with converter components and service youtu.be/qcW08Mh-eIc - The high voltage Lithium-Ion battery components and service youtu.be/BYSE4Yedeus - Hybrid and EV Regenerative Braking systems youtu.be/dC_Qvs_scT0 - Hybrid and EV cooling systems youtu.be/LTxGlUDcTDsABOUT US:Weber State University (WSU) Davis Campus - Automotive Technology Department - Advanced Vehicles Lab. Time Lapse 2017 Prius Transaxle Assembly and Installation. 13 Hours of labor in 4 minutes! We teach current vehicle technologies to our automotive students at Weber State University and online. For more information visit: http://www.weber.edu/automotiveThis video was created and edited by Professor John D. Kelly at WSU. For a full biography, see http://www.weber.edu/automotive/J_Kelly.htmlVisit my other youtube channel youtube.com/user/vibratesoftware to see the amazing NVH app for vibration diagnosis! ADDITIONAL TRAINING FOR YOUJoin us for hybrid and electric vehicle training with two online courses and in a 5-day on-campus boot camp with Professor John D. Kelly. See http://www.weber.edu/evtraining DONATE TO OUR DEPARTMENTPlease consider a donation to the Department of Automotive Technology at Weber State University here: http://advancement.weber.edu/Automotive
