FAQ2024-07-01T12:52:55+02:00

Frequently Asked Questions

Below are some frequently asked questions. We will add to these questions & answers. Meanwhile, do you have another question? If so, please feel free to contact us at: info@eveurope.eu or ask your question using the form below. We will get back to you soon.

Support

BMS: no or poor USB connection2024-08-27T13:31:38+02:00

BMS: no or poor USB connection. To read out the Battery Management System, a Serial (USB) connection is required between a PC and the BMS control unit. If you have no connection or a poor connection, the following things can be checked:

      • Is there power on the BMS main controller. On the BMS main controller board, 2 green LEDs should be lit, one at the USB connection and one at the BMS control unit. If only 1 green LED is lit, usually the fuse on the BMS main controller board is faulty.
      • Is the USB port recognized by windows? Does a USB to SERIAL driver appear if you look in windows device manager or device manager? If there is a driver that is not recognized (orange triangle) that needs to be installed manually. The correct driver is the FT232R USB UART Driver, you can also request this from EV Europe.
      • Do NOT use the ” auto connect to BMS” option in the BMS control panel (top), however, manually select the correct COM port
      • Try making a direct connection to the BMS main controller, i.e. without USB pass-throughs
      • Test another USB cable if necessary
      • Check that you have no Insulation faults between the 12V chassis and the high voltage. To do this, measure that there is no voltage between the chassi / 12V GND and HV+ and HV-

Also watch our video for instuctions: https://www.youtube.com/watch?v=5PZpkg5fQB0 https://www.youtube.com/watch?v=j2Rs_CjQyZc  

EV hypE motor will not turn on2024-06-28T13:30:15+02:00

EV hypE motor does not turn on.

      • Are the LED lights behind the EV Europe logo not illuminated?
        • check that the GND terminal of the EV hype is connected to the chassis
        • Measure between pin 1 (red wire) and GND, this should be +12V and also remain +12V during starting. In some older vehicles, this +12V drops out during starting, this should not be
        • Measure between pin 2 (yellow) and GND, this is where a +12V pulse should come to during starting (turn key to start engine position)
        • check that if a voltage of +12V is put on pin 3 – purple the motor does turn on?
      • Are the LED lights behind the EV Europe logo on?
        • Connect via the external USB port and the Smartview program. In the diagnostics section, any errors can be read out. Are you not getting a connection? If so, check that high voltage is applied to the EV hypE motor or check that you have installed the correct driver. It can be downloaded here: https://www.go-ev.com/downloads/ftdi.zip

Also watch our video for instuctions:

 

 

Battery charging does not work2024-06-28T13:30:14+02:00

Battery charging does not work.

    • Is the charger displayed in the BMS contol panel? The charger should be shown at status – general and then in the “CAN charger” section If no charger is shown:
      • Check that AC power is present at the AC input of the charger?
      • Check that the CAN bus on the charger is connected correctly. Only the CANL and CANH connection are required for the charger to work.
      • Is the correct firmware installed in the BMS? For most chargers, this is the “J1939 or Elcon” firmware. The firmware version is displayed at the top of the BMS control panel. The NON can charger version is never used by EV Europe.
    • Chargers visible in control panel at CAN charger but does not charge:
      • check at status / general / CAN charger that the actual voltage matches the battery voltage. If incorrect, check the DC voltage on the DC plug of the charger. Never replace the plug if the battery / contactors are still on!
      • If the voltage is shown correctly at status / general / CAN charger the actual voltage but the actual current is 0 check:
        • Is the charger type correct? Does it have a higher end voltage than the current battery voltage?
        • Is a charge controller or EVSE present in the system that may be limiting the current?
        • are any errors visible in the BMS control panel at status / general / errors and protections?
    • Is the current sensor placed in the correct position so that the charging current is also flowing through the sensor? If placed incorrectly, the State of Charge will not increase, however, charging will occur.

Also watch our video for instuctions:

 

BMS error – no or incorrect current measurement2024-06-28T13:30:13+02:00

BMS error – no current measurement

This error indicates that no current is being measured by the current sensor connected to the BMS main controller.

Incorrect current measurement?

    • Is the correct type of current sensor selected in the BMS control panel at configuration / general –> Sensor Type?
    • Are the correct calibration values entered at configuration / general –> L calibration Value and H calibration value. For sensor type 020, these values are indicated on the sensor. For type 011, the L calibration value should be 2340 and the H calibration value should be 22500

No current measurement?

    • Is the current sensor mounted in the correct position? This should be a position where all the current going into and out of the battery is measured. So this should be a position where the current from the charger also flows through the current sensor.
    • Is the current sensor cable extended? Does this include interconnecting the shielding of the cable?

Also watch our video for instuctions:

 

 

 

 

BMS – wrong State of Charge2024-06-28T13:30:12+02:00

BMS error – State of Charge is shown incorrectly

Battery management determines the State of Charge (how full is my battery?) by calculation. If this representation is incorrect, there could be a number of different causes:

  • The State of Charge is largely determined and calculated by the current sensor in the battery system. So it is very important that this measurement is accurate. To do this, check the following settings:
    • Does the current sensor indicate a negative value while discharging (driving)? If this is a positive value, the direction can be reversed from the current sensor in the BMS control panel at Configuration/general –> ” reverse direction”
    • Does the current sensor indicate a positive value while charging? –> if not the case then the current sensor is not mounted in the correct position. The current sensor must measure both the current going into and out of the battery system
    • Does the current sensor corretly indicates “0” amps if there are no consumers at the high voltage battery? –> turn off all consumers by pressing the emergency stop, for example, and calibrate the value in the BMS control panel at Configuration/general –> ” Reset current to 0″
  • Is the correct battery capacity (Ah) set in the BMS control panel at configure/SOH –> cell capacity. You can check this set value in the BMS control panel at Status / SOC/SOC –> capacity. Here the capacity in Coulomb is shown. Dividing this value by 3600 should indicate the battery capacity in Ah.
  • Has the package already been charged 100% once? –> Fully charge the battery system until it indicates ” charging finished.” At this moment the State of Charge is calibrated to 100%

Also watch our video for instuctions:

BMS error – No Cell Communication2024-07-01T17:21:44+02:00

BMS error – No Cell Communication

This error indicates that no communication can take place between the BMS main controller and the battery cells. This communication can be done via Cell Modules (circuit boards on the battery cells), a Tesla PCB module or Centralized Can Group modules to which up to 16 cell measurements can be connected.

    • Is the battery configuration completed in the EMUS bms system? if not completed see manual and/or watch our instructional video 5. When doing so, do not forget to press the “commit configuration” button as well, try this several times if necessary.
    • Check the resistance of the CAN bus. A 120 ohm terminating resistor should be placed at both ends of the CAN bus. Because of this, the total resistance measured should be 60 ohms if measured between CANL and CANH with the entire system (including the 12V power supply) turned off. If about 120 ohms is measured a 2nd resistor should be added, if about 40 ohms is measured a resistor should be removed/disconnected.
    • When using
      Centralized CAN group modules
      : Flashes the green LED on the ccgm module -> if not check the CAN connector.

      • Is the voltage between the red and black wires 12 volts?
      • Is the resistance between the green and white wire about 60 ohms (measured with no voltage on the system)?
      • Is the white wire connected to CANL and the green wire connected to CANH?
    • When using Cell modules, check that they are flashing green. Start this check at the HV negative side of the battery pack, this should also be the DN side of the communication between the cell modules. If the flashing stops at a particular module, check:
      1. Is the voltage of the battery cell more than 2 volts?
      2. Are the single wire communication wires connected properly?
      3. Is the communication sequence connected correctly. The communication is from the HV- to the HV+ of the total battery, that is, from DN to UP
      4. Swap out the board that is not flashing, or possibly the last module that is still flashing
    • When using Tesla print modules, check that they are flashing green. Start this check at the HV negative side of the battery pack, this should also be the DN side of the communication between the cell modules. On each Tesla cell board, 6 green LEDs should flash. If the flashing stops at a particular module, check:
      1. Is the voltage of each individual battery cell in the teslam module more than 2 volts? (A total of 6 cell blocks are present in a Tesla battery)
      2. Are the single wire communication wires connected properly?
      3. Is the communication sequence connected correctly. The communication is from the HV- to the HV+ of the total battery, that is, from DN to UP
      4. Is there possible damage to the original Tesla battery wiring?
      5. Swap out the board that is not flashing, or possibly the last module that is still flashing.
    • Is the Buzzer output in the BMS configured as PF12? To do this, open the BMS control panel and then go to configuration – I/O Pins –> BUZZER –> PF12 battery contactor

Also watch our video for instuctions: