I found a 2010 Golf Variant which had an E-license. This Golf is one of 45 build by ECE, the same company which converted the Lotus to EV. Unfortunately al the EV part where removed. So basically we bought a body with a registration number (licenseplate).
No we need to find the parts to rebuild the EV.
2010 Golf Variant 06-JND-2
2010 Golf Variant 06-JND-2 enigne bay
So far I wasn’t able to fast charge my test pack. First I thought it had to do with fact that the JLD505 wiring was somewhat different than the schematic in the ChaDeMo Kit Manual because it has been used in a Zero motorcycle. The logging showed that the High voltage contactor was closed and that the EVSE supplied a high voltage. But after a few seconds the voltage rose to the max battery voltage set in the JLD505 and the EVSE stopped the charging process. Based on the ChaDeMo charging sequence flowchart I came to the conclusion that the JLD505 is working fine. But the test pack is probably causing problems. The test pack has old batteries from an UPS and they weren’t designed for fast charging.
The JLD505 module consists of a single two-layer printed circuit board mounted in a
Modice Cinch LE weatherproof enclosure.
This module is compatible with the Arduino Uno multicrontroller board and uses the
Arduino Integrated Development Environment for programming.
The heart of the module is an ATMEGA328P-AU 16 MHz multicontroller. The highperformance Atmel picoPower 8-bit AVR RISC-based microcontroller combines 32KB ISP flash memory with read-while-write capabilities, 1024B EEPROM, 2KB SRAM, 23 general purpose I/O lines, 32 general purpose working registers, three flexible timer/counters with compare modes, internal and external interrupts, serial
programmable USART, a byte-oriented 2-wire serial interface, SPI serial port, a 6-
channel 10-bit A/D converter (8-channels in TQFP and QFN/MLF packages),
programmable watchdog timer with internal oscillator, and five software selectable power saving modes. The device operates between 1.8-5.5 volts.
By executing powerful instructions in a single clock cycle, the device achieves
The EVTV CHAdeMO Fast Charge Kit includes the following components:
• 1 CHAdeMO Fast Charge Inlet and wiring harness.
• 1 JLD505 Charge Controller
• 1 Cinch Connector and Pin Set
• 2 Gigavac High Voltage Contactor Relays
• 1 12v Relay
• 1 DS18B20 Temperature Sensor Probe
• 1 400A 50mv 0.1% calibrated shunt
• 1 USB Connection Cable
Only 10 Km from where I am there is an ChaDeMo charge station owned by FastNed. With the battery pack loaded into the Land Rover I headed to the charging station.
Battery pack in the back of the Land Rover
The first test gave some result but no charging took place. After 4 seconds the charging stopped.
First ChaDeMo charge session failed
One year ago I started with the ChaDeMo project. I build a test battery pack but wasn’t able to get my hands on a JLD505. The JLD505 was developed in 2015 and sold by EVTV. Unfortunately they discontinued the JLD505. A few weeks ago I was able to buy an used JLD505. Unfortunately it is modified to be used in a Zero motorcycle.
Zero motorcycle
After some modification I was able to connect the JLD505 to my test pack.
JLD505
Battery test pack and JLD505
Sadly the car has to go, it’s on Autoscout for € 37000,-
The amount of regeneration can be adjusted by supplying a voltage between 0 – 5V to the PEU. ECE decided to fix the voltage, at a safe level, with two resitors (2K2 and 3K3). I want to be able to adjust the regen,. E.g. in rainy conditions reduce the regen and in summer when using the Yokohama’s A048 increase the regen. I did some testing and it is unbelievable how much braking force is available when set to full regeneration.
After a few weeks driving in rainy conditions the car didn’t start charging when pluged in. First it whould start charging after a few un-pulg and plug cylcles. But last week it wouldn’t charge at all.
Using the PEU Utility to read the error from the PEU.
PEU Stat shows IS2, IS2 Means that there is an isolation problem with the battery, e..g if the battery isn’t floating.
This can be tested with te following procedure
1. Connect 100 K-ohm resistor from battery (+) terminal to chassis
and measure voltage across resistor. Caution: resistor may get hot.
2. Reconnect 100 K-ohm resistor from battery (-) terminal to chassis and measure voltage across resistor. Caution: resistor may get hot.
If the propulsion battery is truly floating with respect to chassis, the voltage across the resistor should be near zero in each of the two above tests.
The first test was good but the second failed, there was a negative voltage of 94 Volt between the Minus Terminal of the battery and the chassis.
I disconnected all battery packs and measured them one by one. On the last one, the one with the negitave terminal connected to the PEU, I measured again 94 Volt.
It turned out to be corrosion in the main connector of the PEU.
First step in testing the ChaDeMo project is done. Building a test battery pack 68 x 12V 10Ah cells which wil give 408V with a capacity of 8.1KWh. The box is fitted on a Euro pallet for easy lifting.
Test battery pack for CHaDeMo project
Totday I went for a test drive in a 2010 Volvo V50. The V50 was converted by All Green Vehicles (AGV) for a Dutch project “Rotterdam test electisch rijden“. I was surprised by the build quality. AGV did a very nice job in integrating the electric system into the Volvo.
Volvo V50 electric
The interior is almost unchanged, the gauges in the instrument cluster are replaced with AGV designed gauges. They look like OEM.
Volvo V50 gauges
Only two things didn’t work, the cruise control and the board computer. The clutchpedal has been removed. Under the hood many thinks changed.
Volvo V50 UQM controller
From left to right, UQM DC DC converter, UQM SR218 controller. In front there is part of the batteries.
Volvo V50 trunk