G'day :) That's a good question, because neither Daniel nor I have had the opportunity to work on such a car. No power at all / only interior light means obviously that 12V is on but high voltage system is not released from the BCU. As this is a modern a car and as I know Mercedes, I would suppose that you need the Mercedes tester to reset it. Is there any fault code? Or what has happened before hand? Cheers, Chris

@@InsideEVTraining hi mate Thank u for your kind respond, I just bought it like that And yeah no power and no ignition I have Launchx431 scanner nor sure if I can connect coz Ni ignition Even doors don't lock or unlock by key fob So not sure , the only thing we'd disconnected when I got it was the v12. Can I reset My self It's 2021 mercedss eqc model

Too easy :D

Thanks Mate :D

Thanks mate :)

Thanks for your comment. :) What make you thought, that there are two HV batteries? In any series production vehicle you will only find a single HV battery. Two different batteries would make no sense as you need controlling and montitoring elements for both. But maybe, I have explained it too weird. :D

You can buy them from the company we are working for. ;) Please write to [email protected] and we take care of your request.

Well, I will talk to Daniel! Let's see ... (:

Yes, the 48V Electronic Control Unit (ECU) in vehicles would indeed require similar testing to what is applied to 12V systems, such as those specified in ISO 16750 and ISO 7637 standards. These standards are crucial for ensuring the reliability and durability of automotive electronics under various environmental and electrical stress conditions. ISO 16750 covers tests for electrical and electronic systems within road vehicles, specifying requirements for electrical loads, mechanical loads, climatic loads, chemical loads, and other environmental stresses. ISO 7637 focuses specifically on electrical disturbances from conduction and coupling within a vehicle's electrical system. It defines test methods for both 12V and 24V electrical systems, typically encompassing voltage spikes, transient conduction, and other electromagnetic disturbances that an ECU must withstand. When it comes to a 48V ECU, similar testing is necessary due to the analogous functional and environmental demands placed on these systems, even though they operate at a higher voltage level. The fundamental principles of ensuring component and system durability against environmental stresses, electrical disturbances, and operational reliability remain the same.

There is no stupid question. :) Can you give me the timestamp you are refering to? In general, the ohmic resistance of the coil, speaking of the resistance of the wire itself, should be as low as possible in order to avoid losses and thermal heat-up. The "resistance", which is "high" for a coil is the "inductive resistance".

As far as we know this is a life-time filling.

Thanks for sharing!

Danke fürs Feedback! :)

Thank you Helmut! Much appreciated!

Hello Helmut, greetings from Cologne! Your question is a bit difficult to answer, as this is really individual for all car manufactures. I have heard about the Mercedes PDU, but can't remember in detail. But maybe this is a bit of help: "Eaton’s high-voltage power distribution units (PDUs) and power distribution elements (PDEs) deliver power to all critical loads within the electric vehicle (EV) system -- including traction and auxiliary loads -- while protecting electrical and electronic components and vehicle occupants with reliable circuit protection solutions. These PDUs, also known as junction or fuse boxes, are ideal solutions for battery electric vehicle (BEV) applications."

@@InsideEVTraining thanks for the input, I will look into it. I understand from Tesla EVs that they measure the power of the different HV clients (e.g. heat pump), in addition they have soft and hard fuses for this HV clients.

Thanks :) Do you mean on a real vehicle? Unfortunately, this cannot be said across the board, this is normally done in the real vehicle by the diagnostic tester. It will tell you any fault code related to the interlock, but these faults will be recognized through the internal voltage measurement of the vehicles intelligence / on board measurement systems. Also the different voltage values should be displayed by the tester, IF the car manufacturer allows them to be displayed.

@@InsideEVTraining no I meant in this video. The meter shows different voltages like 1.5V, 2.5V … 7V etc. so where is that voltage being actually measured? Across which resistors?

@@maheshpadmanabh6564 Over all resistors :) This is just a simple series circuit, where the volt meter is connected in parallel. So it is measuring the total resistance, which depends on the resistors are short-circuited or not.

@@InsideEVTrainingif we are measuring across the points shown in the circuit then it should be always 12V. If it’s across only R1,R2,R3 and R4 then we should be seeing 6V instead of 1.5V. Is my understanding fundamentally flawed? Can you please help me out here :)

​@@maheshpadmanabh6564 You're on the right track overall, but let me clarify something important. We're utilizing a "constant current source" (the box in the left corner), which means the current remains unchanged at a steady 10 mA. This leads us to the equation U = R x I, where I is the constant current. Now, focusing on resistors R1 to R4 (we'll set aside R7 for the moment as it serves a self-diagnostic purpose), these represent the circuit's TOTAL RESISTANCE. However, this resistance can vary due to different plugs or connectors in the system. Take R4 as an example: when the HV service disconnect is connected, R4 effectively becomes non-existent, offering zero resistance (though technically, the cable itself has some resistance, but let's overlook that for simplicity). Consider what happens to the total resistance when you calculate for two parallel resistors and one has ZERO resistance. It significantly impacts the overall resistance measured in the circuit. Hope this helps clarify things!

Thank you for your question! This is a tough one, but I will forwarded to an expert friend of us. Give us some time, to get the answer for you :)

If I am not mistaken, this was the optional rear axle unit, if you are choosing all wheel drive. :)

Thank you :)

If you have a loss of power, this will lead properly to critical interlock failure, which maybe will shut down the HV system. I can't say it for any case, but basically the BMS will power the interlock.

Based on VW - this is a life time filling. ;)

@@InsideEVTraining Greetings! Can you provide a link to the information that the oil in the gearbox is filled for the entire life of the car? thanks in advance!

@@user-dl9vi5ww6n sorry, we don't have a link as we spoken to VW directly, when we got the e-motor. Nevertheless, feel free to use google. I can imagine as well, that this will be written in the corresponding SSP, if VW is still creating them.

@@InsideEVTraining Thank you very much for your answer, the problem is that I could not find any official information on this issue...

Hey :) In the video we use a training system where everything is simulated electrically. So we only describe the different types of inverters. As for the batteries, in most cases it's a lithium-ion version. AUDI uses them, for example.

I'm new to this channel and learning electric vehicle wire Harnessing and this video helped me a lot to improve my knowledge. Thanks for your efforts. Please continue to make such videos to enlighten us😅. Thanks

Thanks @@ArmanAnsari-ii8te for your words! We will do our best! :)

Do you mean the real unit inside the car or our training model?

@@InsideEVTraining i was thinking the real unit inside every auto.. would love to get hands on cad files.

This is absolutely possible! You can do this easily on a Prius 3 with the inverter cover. Of course just theoretically ;)

Thanks for your comment! Unfortunately, this is hard to answer via YT, but we will speak to our VW experts and try to get an information for you!

I have a 23 AWD Pro S that I took delivery of on July 2023. As November 2023 @ 8000 miles I also have started hearing this knock. It has been at the dealer for 11 days now and they are unable to figure out the cause. Its a real bummer. I really hope to get my expensive car back soon! Did you ever determine the cause of your knock?

I have a 23 AWD Pro S that I took delivery of on July 2023. As November 2023 @ 8000 miles I also have started hearing this knock. It has been at the dealer for 11 days now and they are unable to figure out the cause. Its a real bummer. I really hope to get my expensive car back soon! Did you ever determine the cause of your knock?

Thanks for the question, but unfortunately we do not have such a model available right now. :)

Thank you very much :) Could you please specify your request, what exactly you would like to know more about.

Thank you very much. If we will get some information on this, we are happy to share it with you!

Здравствуйте Улугбек Расулов, There is no need to change the oil. Just take care that the gearbox is sealed. If not, then of course the oil level needs to be checked and maybe refilled.

@@InsideEVTraining does this apply to all electric vehicles?

Well, you can never tell for 100%, but as the complexity is much less compared to a classical automatic transmission or DCT, I would say that every car manufacturer does not expect an oil change within a gearbox of an EV.

@@InsideEVTraining thank you very much bro.

Hey Tony, Did AUDI told you, that your car is using a LADAR or a Laser Radar? There some differences between LIDAR, LADAR and Laser Radar based on their properties and the associated intended use. I would be very surprised if Audi used anything other than a LIDAR. Back to topic - where is the LIDAR placed in your car? Is it installed where the fog lights used to be? Did you go to a AUDI workshop or a free one?

Yeah absolutely, we are aware of it. ;) Next time, we use our other microphones again, so it should be fine. Sorry for the inconvenience!

You are absolutely right, mate! :) Normally, we use our other mics, which are carried directly with the person. No idea, why I took this mic this time. ;)

Thanks for your comment. ;) We are basically open for everything, but we want to adress in first place what automotive technicians need to know. You are asking for more high level stuff, which is super interesting but more focused on a smaller community. Nevertheless, if more people are interested in that, we will have a look! Have a good one!

Hey ;) Sorry to hear! Where did you contact us? Your are welcome to write to us on LinkedIn! ;)

@@InsideEVTraining Thank you and you can check your LinkdIn message inbox.

Thanks for your message Vugar! And you are absolutely correct, it is very hard to tell. Acutally, we have sent the question to VW. ;) If the coils are fine, you should always message the same values across the stator. The absolute values will just differ from star to delta, even if you are using the same coils due series (star) and series parallel connection (delta). So from our point of view, it is very hard to say, which connection is used.

Hello Ali, Apologies for the delayed response. I hope I have correctly understood your question. In the interlock system, there is no open loop. When the HV connectors are closed, the individual electrical resistors, which are connected in parallel to each individual connector, are bypassed. However, when a HV connector or the HV service plug is opened, the current of the interlock passes through the resistor, resulting in a different voltage drop. By analyzing this output voltage of the interlock, the BMS (Battery Management System) can determine that the HV circuit has been opened at a specific point. Upon detection of this, the flow of current to the HV relays is halted, causing the magnetic field to collapse and the HV relays to open.

@Inside EV Training - with Daniel and Chris Thanks a lot 😊 now it's clear

Thanks Vijayakumar!

Thank you so much Rachid!

Hello Imtiaz, depends on what you mean with several years. ;) The standard is 24V, around the year 2000 the truck industry has done some developing on 42V - but they didn't use it in the end. 48V respectively mild hybrid solutions are becoming more and more popular for trucks.

Also perfectly right! :)

Hey Brian, you are correct! The ID4 has an all wheel-drive in its latest version, where you have the known synchronous drive a the rear axle. For AWD and boosting VW added a asynchronous front wheel drive. This is what you see in the video. Sorry if I have expressed myself in a misleading way here. For more info look here: europe.autonews.com/automakers/vw-give-id4-all-wheel-drive-power-boost

Yep, this is the front eAxle supplied by Magna, called the eDS-Low (which VW calls the EQ150). The rear gets a VW eAxle called the EQ310-1P, which you have seen in the Munro video.