The ECM receives control decisions based on messages from the BCM as well as the HPCM2 Between 0–5 percent and 95–100 percent are for diagnostic purposes. Normal duty cycle is between 5–95 percent. It creates a 5 V pulse width modulation (PWM) signal of 128 Hz with a duty cycle of 0–100 percent. The battery current sensor monitors the battery current.
The battery current sensor is a 3-wire hall effect current sensor. The battery current sensor is a serviceable component that is connected to the negative battery cable at the battery.
The BCM monitors a battery current sensor, the battery positive voltage circuit, and estimated battery temperature to determine battery state of charge. The BCM determines the desired voltage set point and sends the information to the engine control module (ECM) which sends this information to the 14V Power Module. It communicates with the engine control module (ECM) and the instrument panel cluster for electrical power management operation. The body control module (BCM) is a GMLAN device. The output of the PIM is converted into low voltage electrical power by the accessory DC power converter module 14V Power Module for use by the vehicle's electrical system to maintain electrical loads and battery charge.
12v battery pulse charger manual generator#
This AC voltage is then sent to the drive motor generator power inverter module (PIM) where it is converted to high voltage direct current (DC) power. When the rotors are spun, an alternating current (AC) is induced into the stator windings. The drive motor/generators are serviceable components located within the transmission housing. The 14V Power Module charges the battery based on the ECM signal.
The 14V Power Module reports status and fault modes as a function of duty cycle. The 14V Power Module returns a PWM feedback signal (F Terminal) to the ECM. The ECM provides a pulse width charge request signal (L Terminal) to the 14V Power Module. The 14V Power Module provides the power to charge the battery from the high voltage system. There are 7 modes of operation and they include:Ĭharging System Components 14 V Power Module The main difference between a conventional generator charging system and this system is that the generator has been replaced by the 14V Power Module. (I still bought a $50 battery trickle maintainer for my Spark, which I hook up overnight 2 or so times a month.)Ĭharging System Description and Operationġ2 V Battery The following information is for the 12 V battery only.įor information about charging the high voltage drive motor batteries, refer to Drive Motor Battery System Description.Ĭharging System Operation The purpose of the charging system is to maintain the battery charge and vehicle loads. When fast charging, 13.4V is fed into the accessory battery. Driving it puts about 13.6V into the battery, for example. The algorithm in the Spark seems a **** of a lot better than the one in the LEAF. One guy left a voltmeter with data recorder connected over the course of several weeks (when not driving it) to get a graph of the bizarre behavior going on with the battery.Īfter babysitting a friend's LEAF for a couple of weeks (and finding the 12V battery dead after the car was sitting unused for 4 days) I spent quite a few days charting and trying to analyze the charge/usage/drain pattern of the 12V in my Spark EV. Opening a door woke up the car and put a load on the 12V battery, for example.
The above is pretty close what you had to do with the LEAF to figure out what was going on if all you had was a simple voltmeter. come back every 6-10 hours and check again over the next day or two" take another reading (and then additional readings every few minutes to make sure car isn't doing something weird, for about 30 minutes of 'no change'). More like : "open and prop up hood so that opening car door(s) doesn't wake up car or its computer.
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