As a Tesla employee, it is actually insane how well done this video is made and is actually really impressive how you were able to explain this so well without any schematics or trainings.
Thank you so much for producing these videos for people who do not attend Weber State. This is really high quality stuff and it's very enjoyable with you as a presenter!
For all my comments. This really is high quality, understandable, stuff. I am sold now on the Tesla. Seriously. Not the automation, but definitely the mechanics! Thanks.
Your courses are superior to any institutional automotove training I have had in my career, including what is done at the manufacturer level. Your school and students are very lucky to have you, John.
You have many admiring students. You are a supurb, world class instructor. You are the Rush Limbaugh of of Weberauto instructors on RU-vid. Congratulations Professor John D. Kelly for teaching the latest EV technology, the USA needs more unsung Hero's like you. God bless you and keep up the class act academic profession.
I am a professor in France about automation and I think that i am far from a such level of quality of explanation. It is impossible to stop vidéo. Great job, thank You.
@@WeberAuto Ha ha! Yes, indeed. I am fascinated by the Tesla electronic systems. I just started studying the schematics for the stepper motor controllers. I've breadboarded a couple and playing with them using model airplane brushless motors for guinneapigs.
That pyro fuse is actually much more clever than you let on in your description. The pyro part is identical to the one used on the 12v battery, which is great at handling high current since it’s essentially a very low resistance bus bar, but it’s not at all rated for high voltage. It’s not an issue if it never opens because the voltage drop should always be close to zero. Unfortunately, if opened under load that component alone would experience the full 400V of the battery causing quick melting and a likely "thermal event”. To prevent that, the engineers added the 2 normal HV low amp ceramic fuses you see on either side of the pyro device in parallel. These fuses have a small but non-zero resistance, so they get almost none of the current in normal operation. Those fuses are however rated to fuse the full battery voltage without arc flash, so as the voltage rises during the pyro disconnect the current starts to flow through the fuses instead. Those fuses open the overall battery circuit once they get above 40A without any arc flash. Interesting enough this was just an intermediate design, and in the Model 3 they implemented a pyro fuse that could actually safely handle the full voltage without any of the extra components. I do love the ingenuity that went into this design, great example of a "what do we have lying around here that can solve this problem’?
@@WeberAutoAwesome videos John, thank you. Where is the pyro fuse? Is it built into the battery or next to the battery? What components do you disconnect using safety equipment, to disconnect the high voltage battery from the rest of the HV components system? Is there a disconnect switch that shuts off the HV power, without having to remove the pyro switch or remove cables from the pyro switch? I will be signing up for your online classes and hopefully your on-campus classes.
Also just need to say you do a great job explaining these systems. Overall spot on in your descriptions and even some of the ‘speculations’ are surprisingly accurate. Love the videos!
@@ddmitch1 these fuses are built into the battery and are located at essentially the half way point of the pack. When you remove it it breaks the main circuit and also has the advantage of cutting the highest voltage in the pack in half, making it much safer. In the early Model S/X the fuse is on the top of the battery so it was only removable when the pack was out of the vehicle. The fuse was moved to the bottom in later designs, so it could be accessed when installed in the vehicle, but that made it harder to remove when on the ground out of the vehicle. You however would want to do the normal hv shutdown process before touching this fuse or attempting to remove the battery. That is usually done by disconnecting the first responder loop in the front and disconnecting the 12v battery. The HV battery requires power from the 12V system to close its internal switches and power the rest of the HV system. When those switches are open the high voltage is limited to inside the battery pack.
So there no schematics for Tesla? Once again, PROOF that Musk/Tesla are anti-independent repair. Driven by pure greed! NEVER purchase a product that can't be serviced by an independent repair shop. Whether it's a car or a toaster!
I just thought wow! what an informative video. Then I came down to the comment section, where I see another of my favorite youtuber has commented 'Awesome video'. Totally worth it...
As someone who loves how it's made videos, tesla's, and being an EE this video is so interesting. Can't wait for the model 3 high power component examination.
I didn’t see any transformers anywhere so I’m going to assume that the incoming AC is rectified using a full-wave bridge and feeds the source bus of the DC to DC converter to develop the hi-voltage bus. If the incoming source is DC, the same full-wave bridge would route the correct polarity to the corresponding polarity source bus.
@@WeberAuto I got my EE degree well over 20 years ago and my professors were great but I wish that I had videos & case studies like this one. Thanks again!
@@tvguide4khv nope, it was the EV1. That car inspired the Tesla founders. They just had the foresight to go for Lithium Ion batteries and that made all the difference!
The fundamental difference of course between AC and DC charging is the location of the charging current control! For AC charging, being low powered, the current limitation is never really the battery (48 amps of charge current is totally trivial to a battery that can deal with kA of current!) but is the EVSE (Electric vehicle supply equipment, ie the off board charger and supply wiring, the bits normally screwed to the wall of your house). When an AC charger is connected, the pilot signal is used to limit max charging current and to signal the EVSE to close it's AC relay(s) to switch voltage onto the AC inputs of the on-board charger, and from then on, it is the Onboard charger that effectively acts to control actual charging current. It becomes as far as the EVSE is concerned, a varriable impedance to neutral, (it's an isolated AC/DC architecture to deal with the votlage difference and to ensure galvanic isolation between battery and AC supply earth potentials). Normally, you'd expect that system to quickly ramp to the maximum current the EVSE has requested (typically between 12 and 30 Amps) and only to reduce that current when the battery reaches it's State of Charge limit (ie it's fully charged ) At no time is the EVSE "controlling" the charging current, although it can obviously open it's relay and completely stop charging (in the case of a fault, or the user stopping charging) and it can reduce it's max charging limit if it considers some limiting factor to come into play (temperature of the charging handle , cable, or internal temp of the EVSE itself) For DC charging, things are very different. For a start DC charging uses a serial data link (CAN (Tesla/CHADEMO)or GreenPlug HomePhi (CCS)) to continuously arbitrate and exhcange data between the off board charger and the vehicles HV control system. Here, that data link is used to control the charging process, but here the off board charger is responsible for controlling the charging current. It's is the OFF Board charger that requests the vehicle to connect the DC charge harness to the battery, via those large contactors in the on-board charging unit. But before that happens, top avoid excessive inrush currents, the DC charger must match the batteries voltage (to within a small tollerance (aorund 5v typically) and to apply that voltage to the DC charging port on the OBC. The vehicle monitors the voltage on both sides of the DC contactors in the OBC, and when matched, closes those contactors, effectively now providing a direct, ultra low resistance feed straight iinto the vehicles battery. The Off board DC fast charger now will modulate the voltage it applies to the DC charging port to drive current into the battery at the rate the vehicle requests. Because the charging power is so much higher (up to 250 kW, massively more than the 22kW max from AC (3ph)charging) this current is effectively limited by all sorts of complex factors, from battery SoC, to battery temperature, and component temps within the charging system (including the temperature of the charging handle and cabling, which are water cooled for >125 kW applications) In this case, the DC fast charger is acting as the DC/DC element. This is because a 250kW DC/DC is a large, expensive device, and it would be stupid to include it in the vehicle as opposed to simply installing it at the charging location (in the same way our ICE cars doing have on board refuelling pumps, but rely on fuel being pumped onboard by an external pump) In all cases, the sequencing, fault checking, and functional states are complex, and require a host of system to interact, from EVSE, to OBC to BMS etc!
Great information Thank you. I did not phrase my question in the video properly. I was trying to ask if the onboard charger module or another module on the vehicle interfaces with the Control Pilot and Proximity Detection wires attached to the EVSE. For example, the Chevrolet Bolt EV uses a separate "Powerline Communication Module" to communicate with the EVSE when DC-Fast charging is used. I am wondering if the Tesla uses a similar module or if the onboard charger handles it. Thanks
@@WeberAuto I don't know about the model S but the model 3 has a separate charge port control module. There's some great videos of a chap (Damien Maguire) reverse engineering Tesla (et al) components, specifically things like chargers and inverters. Here's one where he's talking about the model 3 charge port module. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-DdwzO_PcL34.html
"or AC charging, being low powered, the current limitation is never really the battery (48 amps of charge current is totally trivial to a battery that can deal with kA of current!) but is the EVSE (Electric vehicle supply equipment, ie the off board charger and supply wiring, the bits normally screwed to the wall of your house). " No completly correct, I have a 22kw wall charger, but yet the M3 (or MY) will only charge at 11kw. Because the ONboard charger is limited to 11kW. "At no time is the EVSE "controlling" the charging current". Now this is not correct at all, I'm sorry. A smart EVSE can controle the charging current. I charge my cars on solar power - the EVSE will charge my cars from 5A to 32A max. (32A on the classic S with dual chargers; 16A on the M3 and the MY.)
@@dirksaenen436 no, the EVSE can COMMAND a charging current (via PWM signalling on the PP & CP lines) but the On Board Charger CONTROLS that current. ie the OBC modulates it's power switches in such a way as it's inductive elements transfer the current commanded by the EVSE, as long as the vehicle is happy to accept that current
I'm not a full time mechanic but I found this video absolutely riveting. Excellent tutor, you made everything so easy to follow; I never got lost once! This tutorial will be a fantastic asset to anyone (car mechanics / car technicians ) involved in the emerging electric car industry. Loved it, very well done sir, thank you.
Well done. I converted my classic VW beetle to EV. I enjoyed your deciphering of the Tesla components. I wish I was 60 years younger and could join your class.
You have many admiring students. You are a supurb, world class instructor. You are the Rush Limbaugh of of Weberauto instructors on RU-vid. Congratulations Professor John D. Kelly for teaching the latest EV technology, the USA needs more unsung Hero's like you. God bless you and keep up the class act academic profession.
I am not even half way through the video but had to stop it so that I was sure to remember, and to tell you that this is SO nicely explained. Everything makes sense in some way, so many nice details, and (until now) not anything redundant. Thanks for a great video!
Great stuff Professor John .........your comprehensive analysis of the Tesla charging components is illuminative for those of us used to ICE vehicles. You're giving us a glimpse into the future of where most cars will be. Who knows how soon? Don't know but it's coming.
I'm glad you started asking for donations. Your videos are a great resource and it's nice know we can chip in to keep you supplied with interesting parts. Thanks for another great video!
John, I was fascinated and watched 100% of the video. I loved your thorough and clear explanations on how the Model S high voltage system works. I was very curious and this answered a lot of my questions. Five star rating!!!
My daughter’s studying engineering at one of your conference rival schools (Cal Poly), so right now I’m not exactly in a position to financially support the good work you’re doing at Weber State. But I sure do appreciate the amazing work you’re doing! I like understanding what my Bolt EV is thinking...
You are a great person. Doing a huge amount of work. I am from Ukraine, recently opened a service for electric vehicles. I got most of my knowledge from your videos. Thanks a lot!
Hello Professor, I have only recently found you videos, and I must say they are really great, your teaching method is excellent and it ensures that your points come over in an extremely calm and informative manner. I am a Technical Training Instructor myself here in England, I teach in Heavy Vehicle Industry, even as an experienced trainer I am leaning so much from your EV videos, keep up the excellent work sir, I work by the ethos that every day is a school day and young or old, you never stop learning
You really have a lot of knowledge about electric vehicle parts. You worked hard to make the video. video quality, pre-video preparation was perfect. thank you so much Mr.John
It’s interesting how life works. Your videos were instrumental in my decision to purchase a Bolt EV towards the end of 2019, a decision which I’m still happy I made. I’ve been fortunate enough to now be in the position to order a Tesla, which I did last weekend, and now you are doing similar technical videos on Teslas. I work as an automotive tech and I’m quite familiar with hybrid systems since I used to work for the state, and they had a large fleet of Prii and Civic hybrids at the time. I don’t see many EVs come through the shop since they don’t break often and many owners unfortunately don’t think they need any maintenance, but your videos on the Bolt and other EVs since then really developed a strong appreciation for the technology involved, as well as the comparative simplicity compared to an ICE vehicle. Knowing the relatively small amount I do about current Teslas, it’s interesting to see how they have refined their processes with the newer platforms in an effort to cost engineer the vehicles (i.e. reduce components in order to increase their profits) Thank you very much for the videos and your continued efforts, nobody else on RU-vid explains things with the amount of factual, technical information that you do.
The Chevrolet Bolt has basically zero maintenance for the first 150K miles. Wiper blades, rotate tires, refill windshield washer fluid. That's about it!
@@tracymathews4122 Hi Tracy, that is an oversimplification of what is in the owner's manual. There are seven pages of maintenance information for the Bolt EV. Some items are time or mileage-related. For example, brake fluid and coolant in all three coolant loops need to be changed at 5 years regardless of mileage. There is underbody flushing required twice per year. etc. EVs, including Teslas, do have more maintenance than people may think. EV drivers need to read the maintenance section to become familiar with what is required. Thanks for watching.
Thank you very much for your insights. And, as like the other videos you've made, this one is priceless and it gives the opportunity to enthusiast learners to go deeper into the EV's technology.
John, what a great presentation and it makes it so much easier to understand by showing everything off the vehicle. It's amazing that modern compact electronics can handle with ease the kind of voltages and currents present on an EV.
You really cannot get anyone better with a great voice and accent to get the information across.This makes learning very easy. 👍greeting from England🇬🇧
Another excellent video from professor Kelly to start my Saturday morning. Some weeks ago I spent an entire weekend watching your videos at 1.75x just to gain more knowledge at a faster rate. I am hopeful we can someday understand Nikola Tesla’s disconnected power system to reduce the size of battery packs in vehicles and reverse the flow of power from our homes. Distributed power generation should be the way of the future s as we learned here in Texas in February. Thanks again professor.
@@WeberAuto Great video! 👍 Maybe not for everyone, because many viewers are looking for a hot trending videos, but for technical guys like me with technology knowledge hunger it is a goldmine.
@@WeberAuto, as far as who decides which voltage is used in the _Charging Module,_ common sense dictates that the module has the final say in it. Because if the changing station is to be defective, it might cause a short or ever fire to the vehicle if the vehicle is not able to recognize the type of current. Plus comments from some people that have purchased a salvaged Tesla before, that a _super changing_ option was active for some time until later when it was disabled. Assuming that when *Salvage* status was flagged in the Tesla database and vehicle with the VIN in question was marked for a removal of that option as soon as the next OTA software update is performed to the vehicle.
THANK YOU. I have been driving a model S 90D. A 2017. I have never seen detail of what's in my car. For the record I love the car. 89,000 miles and going strong.
No idea if anyone notices this but i have to gove you the biggest of thank yous, im studying to get into a Finnish school of automotive engineering and especially ev-tech and i’ve rambled through hours and hours of content out of sheer interest, this was by far the best video and i can only wish to see more teachers such as yourself in the future, thanks!
Getting knowledge about HVDC, HVAC, Inversion DC to AC,Conversion DC to DC,Cabling, Power and Control Circuits,Mechanical & Electrical Interlock Systems,Battery Storage ( Charging), AC I/M, Special components for Distribution Junction Box, Transfomation from HV to DC, Compact of Design of Tesla Model S....etc are very beneficial to me. Thanks a lot for your sincere effort!!!!!
I have a Model S with dual chargers, one is called the Master and the other the Slave. I live inland Australia and glad to have 22kW ac charging. Every little counrty town's showground has 32A 3 phase (=22kW) outlets which makes it possible to travel anywhere. 1hr charging gives 120km. Sadly not available on the newer models.
Do you know if this is also true in Europe? As the are laws here regulating such things and forcing producers producers to provide documentation for repairs (to registered professionals). But I don't know how it works in practice.
There are no "Tesla dealers" - just approved repair shops and Tesla service centers. At least their EPC is free for everyone... Too bad still not possible to buy high voltage or computer components from them though.
I've been learning a lot of EV from you professor by looking inside of those virtually! Can't get enough of these kinds of educations that explore leading edge technologies.
What an excellent series of videos. I have learned a lot. I've been an auto mechanic all of my life, primarily in the areas of electrical and plumbing systems, and I'm really impressed with the simplicity of all of this. And wow, 178 amps of low voltage DC current. You can run a LOT of low voltage DC accessories off of that.
Dear Mr Kelly I am so happy I found your channel. You truly are in your Element and I really enjoy your videos. Thank you for sharing your knowledge with me, I mean us, the world lol. You have a mystical way of making it very difficult to turn away from watching your knowledge flow through the ethernet. I wish all of my instructors could have been like you. Again thank you for sharing this information in the very best way its ever been shared. You are amazing and I feel grateful for finding you..
Interesting to see the “Rapid Splitter” that plugs into the battery. Remember, many years ago when the Model S was first developed, the intention of Tesla Motors was to utilize rapid battery swapping stations. That plan was eventually scrapped, but it seems because of the legacy of swap stations, the Model S is still designed for a rapid and automated electrical connection to the battery. Sorry if this topic was already discussed, I haven’t watched the entire video yet. Thanks
Yes! This is exactly the reason for the design, however without pretty expensive tooling to align the battery to the chassis any misalignment on install would cause the damage to either the rapid splitter or the coolant fluid disconnects when installing the battery. Neither were designed to handle the load applied by 1500lbs of battery being shoved at 3000lbs of vehicle. It’s so ironic to me that this design that was supposed to allow easier and quick service may be one of the biggest nightmares when it comes to working on these vehicles. I know there are probably millions of dollars of flooded batteries that were destroyed when the quick disconnect coolant lies broke during a standard pack install in service.
I very much enjoyed your explanation of the drive train and this video, but when considering wire, if it is a multi strand single conductor it is referred to as wire, if it is a multi conductor then it is called a cable. I'm a retired Union Electrician, and have installed a great deal of this high voltage wire at refineries during my time as an electrician. as a side note whenever you see four power transistors in a row it is most likely to be an H bridge, yeah, I also know some electronics. mike
Got here to understand what a rapid splitter is because my Model S 100D got that part replaced recently. Stayed the hole video because of the clarity and amazing way of explanning all this new concepts to me. Thank you Professor Kelley
I'd agree. If the incoming charge current has nowhere else to go with the DC contactors open. It would hit the charge controller. Charge controller would determine it's DC having no frequency, then close the contactors and disable any Power FETs on the AC to DC circuit.
When the vehicle is connected to a supercharger station, the Pilot signal indicates the higher current and establishes a single-wire CAN comms with the onboard charger.
@@rkan2 It is so much simpler to check the pilot signal PWM (therefore the interpreted current capability). If the pilot PWM is 90%, then per the J1772 spec, it indicates "fast charge" station. After that point, Tesla establishes a direct communication line with the station to negotiate how much current the pack can accept etc. When you connect the charging station plug into the chargeport, there is no voltage at the pins (J1772 standard operation) so vehicle doesn't know (can't know) what the voltage level is or if it is AC or DC. The only way the vehicle knows what it is supposed to get is through the pilot signal.
Thank you Professor Kelly. I can't stop watching your educational video. NOt only To learn clean english language but also fine automotive technology. You are the best teacher I ever know
Fascinating, John! That's quite the high tech set of bagpipes you have assembled there 😝 Seriously, it's very interesting to see the components and connections presented the way you've done it here. Grazie mille, professore! Bravo 👏🏻👏🏻 I can't wait for the subsequent videos.
As a former Auto Electrician , this is the most informative and thorough explanation I've ever seen. Millions of EV owners are obviously what lies beneath their vehicle. Thank you, Professor. Much respect. Take care.
Great video. Hopefully you can disassemble an EV with a heat pump in the next year as I would like to see how many components are eliminated or altered.
My answer on 14:00 - I guess that charger station says to charger module what kind of power is connected. So car knows how it can be charged, what current, etc. If no info provided by charge station - tesla wouldn't start charging even if it connected to power source and voltage is present in receptacle
Really interesting and excellent description, this is really high tech stuff and also requires amazing manufacturing capability. The professor makes it really easy to understand. I'm happy to find this and his other lectures.
Thank you very much professor! I appreciate about this huge work.And I would like to know how tesla synchronizes front and rear wheels together to act as AWD Electric vehicle.
Its very easy. Current=torque. And you can monitor actuall wheel speed via ABS system. A lot of "performance" electric scooters and e-bikes have a 2wd system. Works same, but if in case of electric scooters and e-bikes max torque just programmed inside of each controller(1 BLDC controller for a front and another one for a back) they in 99% sharing a signal from trottle hall sensor accelerator. In case of Tesla(and other 4wd EVs its done by torque reques thru can bus system).
The durability of this had to take years of research. However, the idea for high voltage EVs was around us. Consider the high power cables that power out electric grid, that carry power to homes, and businesses. The cabling is exposed to blistering weather condition. So its no surprise how Elon Musk built and production ALL EV and now spacecrafts. Sometimes ideas are strung together from things we use and take for granite each day. Repurposing them into new useful ideas is innovation! So what’s YOUR next big idea! Remember, consumers are the catalyst for the ideas to be successful in the marketplace.
Wonder if you can drive Tesla car with all that cable in half meter water , for example passing a road with overflow river by road , I doubt about it, what you think ??
They are weather sealed cables and connections. They were not designed to be submerged because the components to which they connect all have vents that could let in moisture. Thanks for watching
A stack of on-board vehicle charger units are in a supercharger cabinet, all connected in parallel. This was true at least of V1 and V2 supercharger stations. Those superchargers are supplied by 480V three-phase AC from a utility transformer. With this design, Tesla can reuse the same hardware for onboard and stationary charging.
Yep, 12 of the smaller gen 2 on board chargers (gen 3 charger is shown in this video). Split into 4 banks, 3 chargers each. It’s connected between 2 handles, and always prioritizes the first to plug in. You start with all 4 and can get 120kW, but if someone else plugs in you get lowered to 90, and then later 60 as you reach a higher SOC. New ones are purpose built 1MW inverters that can do split between 4 cars up to 250kW each. Honestly I’m super impressed the team got that much power into that small of a space.
Thank you very much for such a great video! I consider it is more important first of all to understand the whole system interconnection and only after that to learn in depth how different components of a system work.
Wow! Just wow! Thank you so much for making this video. I never thought I could learn this much in 50 minutes about the fundamentals of a Tesla electrical system. NEW SUB HERE!
Love your videos! The level of professionalism by which they are presented is definately top tier. I would love to see a video of the HVAC system on the Ford Mach E. Just an idea. Thank you so much for your content!
Thank you so much for making this.. Lots of great information. The pyro fuse can also be blown by the car controls when in an accident or other event. Very handy and very safe.
