EVSupport

Possible issue is the switch on the brake pedal. Not the greatest of parts. Bad pack connections, not simply tight screw/ nuts but lugs tight. Have seen issues of missing washers and screws botton, lugs loose.

It depends on how the sevcon is set up. The absolute max voltage is 69v We run max of 65V in the settings to allow for slight over voltage when charged and doing regen, we then Start to cut back from 50V and completely shut down after a number of steps at I think 44v I dont currently have a copy of the std voltages. Just what I change them to. If I recall the max setting is mid 50s I may have a Ranger sevcon that I cxan look at , but I gave away my faulty Hisun ones to a chjap who was going to have a go at repairing the mosfets . But Ranger voltages are similar

We are doing a total rebuild of a 2010EV includes chassis refurbishment with a lot of new steelwork, blasting and powder coating. We have put the main front to back drive shaft in with new UJs, and its showing that the front yoke flicks and clonks and has a lot of movement on the spline. It moves sideways/ flicks is the only way I can describe it. Not something I have seen before. A replacement yoke has been ordered. Any thoughts as to what the cause could have been (other than a previously seized UJ at some point) ?

You need a pack that under all conditions will cope with the max demands of the motor controller. If you ave a decent pack of a high Ah, its never under stress, that means lower heat, that means longer lif. When not being pushed to the limit a pack will hold its voltage up, if a too small pack is pushed the voltage drop will be much greater and more quickly show up poor cells. This is especially the case with cheaper lifepo4 which generally are not as good at holding voltage as Li Ion (Nickel, Manganeese, Cobalt ) So if you go for cheaper Lifepo4 always have enough Ah or more than the minimum.

If you have a serial string its important that the BMS works across the whole string. If you connect parallel then they will work fine. If one pack has a cell thats high it will get bled down , that would pull the whole battery voltage down, but it would then be maintained by the parallel batteries, so they would also go down to the same level. Even without any bleed / balance connection between parallel strings. That cannot happen in serial strings and should not be done at any cost.

https://www.facebook.com/EVSupportUK This shows some of the stuff we work on, and there are some shots of the Hisun conversion and the Ranger (Hisun 160Ah 900A discharge capabilty Ranger 240Ah 1200A capability) Both versions are limited by the Sevcon Fuse at 450A on the hisun which also has a 500A fuse set on the pack. We have now sourced parts for the Shock bush replacement including new Stainless steel spacers. But I cant ship to the USA because of your Tariffs, like the Hisun and Polaris there is a high % of Chinese parts. To keep costs realistic we had to get the machined stainless parts done in China, 1/4 the cost of someone in the UK and 1/8 of getting them machined locally.

Why cant you add more? Is there some issue with these specific batteries?

The batteries could be used in parallel, but will fail. The problem is they are too inadequate in power output, If one string/ battery detects a cell going high under charge or regen it will simply cut out that then pushes the other remaining battery into over load and will shut that down. With both shut down the vehicle is then lacking control or drive. If a cell goes low under load , same thing. There is nothing wrong with having batteries in parallel, the problem is with having them too small and inadequate discharge capability in the first place. We build Conversions in the UK built around 6 x 30Ah 60v nominal ex OEM cell blocks. Each of these stupidly high quality 30A cell blocks can readily deliver 150+amps,theoretically you could safely pull 900A so they are never stressed in normal use. And thats the ideal situation. Have enough Ah so the pack is never stressed. They are collectively monitored and generally we see cells holding within 0.02v in balance. But this isnt a cheap option. It is however a cheap option to our users who are all land owners or commercial farmers, and are fed up with repeated Discover cell replacements. Do the conversion cheaply and inadequately reserves on the pack and it will have have big limitations. Its not a cheap alternative in the long run, but probably fine for occasional use. Thats not what we cater for .

What is it? Ie model etc

Unless someone has already been changing the parameters , just re flashing the controller isnt likely to solve the issues. There are two factors with the controllers, they have a basic software version that works with the hardware in the Sevcon(think windows say version 7) and the setup / operating files, that is set up to work with that specific version of operating system. Bit like Office 2000 wont work on Window 10. Also like windows you cant run a newer version of the operating system on an older controller (like you cant run window 11 on say a 486 processor). If the settings have been messed around by someone in the past then it can simply have the appropriate files flashed. Normally the operating system, doesnt need changing as its the correct one for the controller from the factory. By using the DVT software you can monitor things like the switch input throttle voltages etc. So these can be checked to see they are doing what they should, But just reflashing anything isnt going to solve the issue if its not been changed from factory. What is the battery being used in this vehicle? When did this no regen start to show itself? More details please. You really do need to access DVT software and use an IXXAT CAN compact Can tool. Older versions of unlicenced DVT wont work with some later versios of Can Compact. The latest DVT requires 64bit windows older versions would happily work on 32 bit windows, we used Win 7 starter on Samsung Netbooks and the were brilliant, small, low cost and adequate. No we had had to shift to WIndows & 64 bit and for other software to Windows 10. We also have software which we need for other things that still runs on Windows XP. Its a laptop nightmare. Even if you can get an Unlicenced version, it may not support the version of files used in your much newer controller. IXXAT CAN Compact seem to go for crazy money on things like ebay. Try getting one from the supplier of DVT, as often they get good deals. The IXXAT will also require a cable to go from the 9 pin D connector to the Hisun, we dont tend to use they dignostic socket, we have had a few where this has not worked. So we have a general breakout cable , we remove the large ampseal connector on the sevcon and put our cable i between the harness and the Sevcon, our IXXAT has its own connection cable (and also other connections for things like Curtis controllers on different pins). I think sevcon sell the appropriate cable used by Hisun as a std part.

Or the brakes are binding, especially the parking brake if the cable to the parking foot pedal has been caught, not obvious but again something which we see a lot of. If the cable gets damaged the parking brake caliper doesnt return, so brake always on.

We dont see it as an issue. Heaviest regen comes in when the brake pedal is used, otherwise the initial regen can be controlled by use of the right foot. This is a common issue with all EVs many drivers expect them to work like an automatic vehicle where you mostly coast with no power, and it shows up that drivers spend a lot of time on and off the power. Here in the UK fewer drivers have autos so we are more used to driving an manual vehicle, if you are up and down on the throttle all the while, it just doesnt work. So I guess we find it more natural to drive an EV (Hisun / Polaris included) in a more appropriate fashion not expecting them to drive like an auto. The Degree of regen and the brake pedal regen can be adjusted. I have only done this once for a customer. The latest E1s dont use a Sevcon, and the software to do anything, just isnt accessible. Even the importers version is limited and the software is entirely in Chinese.

Here in the UK we cant get replacement sets of bearings for the shocks. So we have sourced parts and had new stainless steel spacers made (10mm front 12mm rear) These are available to buy in the uk, I fear the cost to sell to the usa will now be huge as you will have to pay huge tariffs and sales tax on the tariffs, the parts being sourced separately from China. But for the UK cost is £21+VAT per shock absorber. You get two bearings 4 clips 4 seals and 4 new stainless steel spacers.

These are the latest E1s they have this chinese controller, and a different Chinese charger. Its not a rebranded Sevcon, and the software isnt available. Even the UK importers have to use a chinese language version and have limited ability to do anything.

5110, is not listed as a sevcon fault code, check and see if it not correct . To investigate further you will need a copy of DVT software and an IXXAT Can compact adaptor. (And an adaptor to the Hisun connector under the drivers seat.

Green is definitely charge interlock. Gives a signal to the sevcon Red is the + from the charger, if its shorted that may well have damaged the charger. If there is no fuse on that end of the cable there is no other protection to the charger. Hopefully its internal protection will have worked, If it wasnt in use then the damage will be back to the main pack, those + leads to the pack will require replacement. As part of that I would suggest using a maxi fue the larger blades mean they do not get as hot when charging. DO NOT SOLDER. Only crimp, a soldered connection if hot will fall apart and can short, The most common fault like that is a battery screw being loose causing the lug to get hot and the solder melt. Always crimp.

DC to DC is separate and always running. the connections are under the drivers backside cable tied to the cross bar. Deltq ic1200 may or may not have a fuse . It is connected to the pack at the main contactor live side. We always add a maxifuse holder , just so they dont get hot and melt owing to the length of time the current passes during charge. If you are in the UK or Europe I can supply DC to DC but I wont realistically ship to the US now. You would pay a huge extra cost and the cost of shipping has gone up. Unfortunately all of the DC to DC are made in China, so you will have to pay the full Chinese tariff added to the price you pay and of course you then pay any sales tax on top of the tariffs as well. If they still have pre tariff parts in stock you may find the DC to DC from Hisun to be a reasonable cost.

You have just found your Duff 12v , its not a good idea to use a li 12v as they have a simple BMS inside that will simply cut off if too high a voltage, the DC to DC will then see open circuit. Not sure they will like that much, but constant disconnection and re connection isnt ideal. For what a 12v battery costs and perhaps 3 years life, I dont see the Li units as being of any value as a replacement.

What are the fault codes. Either on the dash, flashes on the sevcon controller , or downladed from the sevcon.

The 12v is not a take off / partial pack bleed off. Its created from the 48V Pack by the DC to DC converter (Silver finned block under the center of the seat in front of the Sevcon motor controller. The DC to DC runs all the while . Ie not turned on by the ign key or the charger.

The 12v provides the dash power and the std 12v stuff. The Main motor controller isnt supplied by 12v. Its fed with Pack voltage (48V) that pre charges the Sevcon Motor controller internal capacitors and then the Sevcon Turns on the main Contactor under the seat when the caps are charged. Hence the slight delay from turning the ign key (thats at a pack voltage) until you hear the clonk from the main contactor. The Pack voltage that is seen by the Delta Q charger is also fed to the Sevcon during charge to disable the drive if charging. (green wire to the charger ).

Its a std motorcycle battery. Markings of the one used will be on its side. but UK ones use a ntx20l-bx make will vary the number. They are constantly topped up from the constantly running DC to DC converter. (even when ign off the DC to DC runs.

!2v is continuously charged from the pack via the DC to DC, this is rated to a pack voltage of well over 80v . Its really worth turning off the pack (lead or Li ) and checking the 12v battery after about 10 mins. If its showing under 12v replace it. We are seeing a lot of the 12v battery dying at two to three years old. You dont see it normally as the DC to DC just tops it up., but that will flatten a pack in about two weeks.

We use one that does not appear on the list. Came directly from DeltaQ, as we use a pack that finishes charge at around 63 volt. But the last 3 volts are at a much reduced charge rate, otherwise the charger would be over rated. But it works ok for us. It also has the issue that the charger will give a fault code(but still works) if it the pack is connected to he charger at over 60v. Voltage has to drop below 59v and then it resets. We also re profile the cutback table in the Sevcon to reflect a safe use of the pack, cutting back in a series of stages, and cutting back at the top end (deals with overcharge from regen when charged) .

You will need the appropriate algorithm from the DeltaQ website (if they have one) you also need to have a way of stopping the charge by integration with the BMS. You can also get a on/ off addition thats from DeltaQ and that enables the ic1200 to be externally controlled by using the temp sensor connections. Follow the IC1200 instructions . Its often really hard to do as the push switch is hard find and a pain to operate