outubro from Portugal

[outubro]

Hi ,
I'm new to the forum, I have a B250E from 2018 and I have the error P1C0300, when they talk about the battery heater it will be these references 103890100G 56559607 LG16G50056760
or this is the battery charger reference A 242 340 33 01.
I appreciate your help.
compliments

 

[outubro]

Hello goodnight,

IIhave these errors on my B250E P1C0300 There is an insulation failure on the vehicle side of the hybrid/high voltage electrical system.
U1C8EF0 There is an isolation warning in the hybrid/high voltage electrical system.
U1C47F1 The battery management system control unit cannot implement a request due to a system error.
U1C97F1 There is an isolation warning on the vehicle side hybrid/high voltage electrical system.
It could be this part A242 500 07 battery heater I would like to know if I am measuring correctly the insulation value 500v gives 000 if I measure on the resistance scale I have 032 om
if you can help

 

[Tech Admin]

Welcome to the forum.

 

[anthonygaeto]

I have a 2015 version and when I brought my car to the dealer they diagnosed it as a bad motor but what they did to diagnose the problem "cured" it. They think that since they completely powered down the system that is what cleared the issue. I hope you find this helpful. because of the temperatures here in Florida a battery heater might make sense to me also, problem started during winter.

 

[asavage]

It could be this part A242 500 07 battery heater I would like to know if I am measuring correctly the insulation value 500v gives 000 if I measure on the resistance scale I have 032 om

Are you measuring the HV insulation resistance at the battery heater's HV connector? Make sure to only measure at the HV terminals on the heater, with the HV connector disconnected.

You can use a standard ohmmeter for a quick test, but the correct method to test HV isolation is to use a specific tester that actually applies 500v on the device, and measures the decay time. This is the correct diagnostic method as it stresses the insulation in a way that a typical ohmmeter cannot.

Below is copied from my earlier post in a different thread.

The Tesla component isolation spec is contained in article 6230600, but that's only available to Tesla Toolbox subscribers and I'm not one

Tesla's Isolation/Insulation Test is here:
https://service.tesla.com/docs/Mode...UID-30A90537-F54A-4DF8-86BD-41A80462D8ED.html

It calls for (amongst others) a Fluke 1507 Insulation Resistance Tester (functionally a megohmmeter), which I own.

The NHTSA copy of the Tesla SB SB-10052460-6095, which is publicly available but from Sep2013:
https://static.nhtsa.gov/odi/tsbs/2013/SB-10052460-6095.pdf
says that if the BMS reports <1.8Mohm to the the diagnostic software (TDS for Tesla in 2013), that that is a Fail.

This post over at teslamotors.com has interesting info, and implies that <1Mohm is OK on the early Model S (reported by the BMS, displayed on the in-car display), and says that other similar Teslas display 3.4Mohm.

https://teslamotorsclub.com/tmc/threads/high-voltage-isolation-issue-on-2022-model-x-plaid.303457/

 

[asavage]

I have these errors on my B250E P1C0300 There is an insulation failure on the vehicle side of the hybrid/high voltage electrical system.
U1C8EF0 There is an isolation warning in the hybrid/high voltage electrical system.

U1C97F1 There is an isolation warning on the vehicle side hybrid/high voltage electrical system

By far the most common reason for a HV isolation resistance failure with the original Tesla Model S based vehicles is coolant leakage into the stator cavity (or, later, the inverter side) in the LDU, via the problematic/troublesome rotor seal. One of the PDFs in my previous post walks you through separating the various HV components and checking each one-by-one for proper isolation resistance. If it's a typical failure, the resistance may be eg 800k ohms instead of 2M ohms, but your typical ohmmeter will not reliably measure that difference, which is why you have to use either an insulation resistance tester, or a megohmmeter.

When the stator becomes soaked with coolant, its insulation breaks down and corrosion begins. If left wet for a sufficient period of time, the stator becomes ruined/non-repairable. There are firms that are beginning to rewind the LDU stators, but the cost can make repair of the vehicle non-economical.

See "Coolant Delete" manifold or manifold modification to prevent LDU coolant loss via the rotor seal.

https://www.myrav4ev.com/threads/ldu-rotor-cooling-bypass-coolant-delete-modification.2638/

 

[outubro]

Boa noite ,

Estou medindo com um equipamento VC60B+. Testador de Resistência de Isolamento, a medição é feita em cabos de alta tensão desconectados, o valor é 000.

Atenciosamente

 

[outubro]

Good morning, after an outfit I have liquid inside, I will have to take the engine down for cleaning and change whatever is necessary.
Asking this model, it is recommended to modify the rotor cooling bypass (Coolant Delete).Now I understand the errors that appeared as soon as the car started moving.
The good thing about this is that the engine runs smoothly
and doesn't make any noise, which is probably because this is still in its early stages.


best regards

 

[asavage]

While coolant leakage at the rotor seal is a very common problem, you might want to use your VC60B+ and check the stator windings specifically; it's possible you have two separate problems (bad iso + wet LDU).

You can test LDU stator windings isolation resistance with the LDU still installed in the vehicle, by removing the long orange HV access cap at the front lower center of the LDU. It's retained by one or two Torx screws, I forget how many or the size. Underneath are the three bolted connections between the inverter side and the stator side. It is not necessary to unbolt/decouple the stator from the inverter to apply 500v for isolation testing. >1Mohm at this test point is required (>3Mohm would be a lot better). Test from a terminal (any of the three terminals) to the chassis/ground.