Understanding the Tesla Model S Power Electronic Components

Hello, I'm Professor John Kelly and  this is the Weberauto youtube channel.   Today we are going to be looking at all of the  high voltage components all the power electronics   all the high voltage cables everything high  voltage on a Tesla Model S the second generation   Tesla Model S we have one right here on our hoist  the 2018 Tesla Model S P100D the performance   version of that Model s and I showed you a video  of a motor that would go in the tesla model s   about three weeks ago and so I thought while  I've got this car on the hoist I want to trace   down all of the orange high voltage cables and  see everything they connect to and it turns out   there are 74 feet approximately or 22.56 meters  of this orange high voltage cable on this car   there are 11 high voltage components that it  connects to and I want to show you where they   are on the vehicle and how they connect  ultimately to the high voltage battery   now these orange cables come in different  diameters or sizes on the vehicle   this piece of cable that I've cut off here  if you look at the end view here the inner   copper core I measured to be about an eight  millimeter diameter which if you convert that   into square millimeters of area turns out  to be about 50 square millimeters of area   and then it has insulation around it and then  you can see in the outer layer there's another   conductor that is the shield and that is  for electromagnetic interference shielding   and it is covered by another layer of insulation  now on the ends of these cables the shielding   connects to one conductor here on the end of  the cable which ultimately connects to the   vehicle chassis which is also the 12 volt ground  the inner conductor is where the high voltage   current moves and provides power for the different  components on the vehicle so there are different   connector styles this is a connector that connects  two pieces together it has a metal terminal in it   where terminal meets terminal and tren  and makes an electrical connection   to transfer current so let's begin our exploration  of all these high voltage cables and components   with the one that everybody is the most familiar  with especially if you drive a Tesla and that   is the charge receptacle so right here which is  on the left rear of the vehicle is the charge   receptacle for the tesla sold here in the united  states tesla has their own proprietary shape   of their charge receptacle but it actually  follows and conforms to the society of automotive   engineers j1772 standard as a matter of fact tesla  sells an adapter to go from their charge connector   to the j1772 the round one that's at any other  public charging station so tesla has their own   charging stations throughout the country many  many of them it's an awesome network   but if you can't get to a tesla charging  station then you can plug in this adapter the instructions right on it say to plug it  into the car first and then you can use a j1772   charge coupler to plug in and charge your tesla  this is one of the 11 high voltage components   on the vehicle so what i'd like  you to see here is there are two   large orange cables here these  have a 50 square millimeter   cable the conductor that allows the current  from the charger to go in now by comparison   the Model 3 that has a higher charging rate has  a 95 square millimeter cable which is gigantic   compared to this Model S. I understand the  latest version of the model s they just announced   supports the the faster supercharging and it would  have to have much larger cables in order for that   amount of current to go through them without  heating them up but anyway these two cables have   to go somewhere and if you look at this video  here from inside the passenger compartment you   can see that it comes in and goes down under the  seat to a part called the onboard charger module   so this big long cable here from the charge  receptacle to the onboard charger module   is seven feet or 2.13 meters in length and there  are two of them so there's a big chunk of our 74   feet or 22.56 meters of cable on this car  so let's see where these two wires plugin   at the onboard charger module by the way these  are only two of the five cables that are there   uh this green one here is our ground which is the  the third one down to the bottom here then there   are two little tiny ones and they are over here on  this harness there's one that detects when you've   plugged in uh the charger that's called proximity  detection and then there's one that is for it's called control pilot and it's for  communicating between the vehicle and the   charger or the charger and the vehicle depending  on which type of charge we use okay so we've got   this big long cable from the charge receptacle  now going to the onboard charger module let's   look at the onboard charger module in greater  detail next okay this big box right here is the   onboard charger module the label on it calls it  the accessory charger kit single phase 48 amp and   you can see the big label right here that says 48  amp 48 amp means that 48 amps is the maximum power   that this can take from the level two ac charger  that you plug in the tesla destination charger   and 48 amps times the 240 volts at a tesla  destination charger will give us 11 520 watts   or 11.52 kilowatts of charge that this module  can provide to the high voltage battery so   let's look at the connections around on this thing  we have a coolant inlet port here on the passenger   side if you look at this video from under the  passenger seat on our tesla you can see we have a   low voltage logic connection right here we have a  coolant hose coming in actually from the inverter   assembly on the on the motor the drive unit  underneath the vehicle and then that goes through the big heatsink in here and comes out on  this side and then goes up to the front   of the vehicle on this driver's  side of the onboard charger module   we have of course our coolant outlet  we have a connection to chassis ground   of the vehicle, we have the inlets  for our two cables from our   charge receptacle the inlet on the left here is  used for ac level 1 charging where the neutral   wire would connect ac level 2 charging where the  line number 2 would connect and then for dc fast   charging this is actually the positive terminal  from the dc fast charge that would connect   to this onboard charger module over here this  input on the right for ac level one charging   is the line number one or l1 terminal for ac  level 2 charging it is still line number one   and then for dc fast charging, it is the negative  cable from your dc fast charge so multiple uses   for these same two cables that  plug in from our charge receptacle   now we have two orange caps here that we're not  using and that's because this module housing   is used in some European countries where  they have three-phase AC power coming in   so we'd have three phases and a neutral and  we would use all four of these terminals   this blue connection off to the side here on our  tesla model s just has a cap over it but this   is just simply dc out from the onboard charger  module so we have ac or dc voltage applied here   from the charge receptacle and whatever  charger you happen to be connected to that's ac   this is a DC output at the full 400 volts so it's  for an accessory i don't know what car uses this   possibly a Model X with rear air conditioning I'm  not sure because this electrical connector here   is the exact same one used on the front of the  tesla model s for the air conditioning system okay   well before we connect these cables from  the charge receptacle let's take the take   the lid off of this thing there's two  lids we've got this cover right here that   in order to remove we have to peel  off some warranty void if removed   tape and as we lift this up there's a magnet  right here and that magnet is there for a   circuit called the interlock circuit so there's a  little reed switch down in here if I open up this   plastic cover right here there's a little  electromagnetically closed reed switch in   here that opens up a circuit called the interlock  circuit the high voltage interlock circuit and   basically all you need to know about the interlock  circuit is that if the interlock circuit opens   anywhere on the vehicle and it's in every high  voltage component you're going to see here today   then the big contactors the big relays inside  the battery should open and cut off power to   all of these high voltage cables that we're  talking about here so when you're when your car   shut off the high voltage contactors should  also shut off in an accident they shut off   if the interlock circuit opens then they're  supposed to shut off also all right well we've   got a plastic cover right here for making the  connection from our charge receptacle cables into   this charger module and then this is the output  where we have dc cables coming out dc power coming   out so I've got all the bolts out of this  cover let's lift this cover off and see what's   inside here so the two cables from our charge  receptacle comes in and get bolted down there's a   nut right there and a nut right there where they  get bolted down and since that can have an ac   voltage on it or a dc voltage this module has  to be prepared to convert the ac voltage to dc   or to skip the conversion and just send the dc  from the dc fast charge right to the battery   so let's talk about the path for ac current so  with the two wires that come from our charge   receptacle they come in and go to these two  bus bars and they connect right here on these   two screws and right here on these two screws  and those connect to parallel circuit boards   here each of these is a 24 amp converter from  ac to dc our power coming in being ac voltage   is typically only a maximum of 240 volts but  we need it to charge a 400-volt battery so   not only do we have to convert it to dc voltage  we have to step up that voltage and so between   this end of the board and this end of the board  and there's a bunch of stuff underneath it also   all of that happens so if this is  a 48 amp charger I suspect that   24 of those 48 go through this board 24 go  through this board, if it was a three-phase   ac power input I suspect there would be one down  the middle uh in European countries and then they   all connect down here on the other side where we  have 400 volt or whatever it is up to 430 I think   DC output where they connect together in bus bars  and come right over here to these two terminals   there's two holes right here where the dc  power leaves this onboard charger module   after it was converted from AC so that's the AC  to DC conversion that we're talking about here   but what if it's already DC now I do not know  and maybe you could tell me in the comments   if it's the onboard charger module that decides  is it ac or dc or is there some external computer   that decides if it's AC or DC I just don't know i  don't have access to wiring diagrams for our car   if it's DC I do know this if the two cables  that plug in here have dc power on them from   a supercharger, a Tesla Supercharger then we have  two contactors we have a negative contactor for   supercharger DC power down here and a positive  contactor right here and what that means is   the power coming in if it's DC already these  two contactors which act like giant switches   close and send connect that power directly to the  output bypassing all of this ac to dc conversion   the voltage is already high enough from  the supercharger supply voltage and so   we don't use the AC to DC conversion at  all we just turn on these contactors or   high voltage relays as some people call them to  just transfer that high voltage right out of here   so let's connect the two cables coming in from  our charger receptacle and then we'll connect   the two wires going out and see where they go  next okay here come our two high voltage cables in this demonstration for this video I should  have explained there's no high voltage on   anything so I'm not wearing high voltage gloves  or personal protective equipment I'm not using   insulated tools but if I was doing this in the  vehicle on a real vehicle there's all kinds of personal protective equipment insulated tools and  service procedures for safety that you would need   to follow all right as I plug these cables in  I forgot to show you there's a little switch   i don't know if you can hear  that that is an interlock switch   remember we talked about the interlock circuit  so if either of these cables gets unplugged   it opens the interlock circuit and kills the  the high voltage to the entire vehicle all of these nuts and bolts have specific torques  I'm not going to torque them in this demonstration   so we now have our two cables from the charge  receptacle plugged in all right now let's look   at the output here of this charger module  okay so these two holes on this side of our   onboard charger module is the output for our  DC power and they remember we just plugged in   an external charger to charge the battery  they need to somehow connect to the battery   so let me show you the next uh two cables that  plug in here and how they connect to the battery   and then we'll make the connection okay the two  cables that go from the onboard charger module   to the battery to charge it have to go through  here are the two cables they have to go through   this part right here called the rapid  splitter split splitter the rapid splitter   brings the two cables in from the onboard charger  and it connects them directly to these two big   terminals right here that plug into the top of the  battery now if you look at this photo right here   from a used battery on ebay you can see  right where they plug in there's a guide   pin right here there's another little tiny pin  right here it's probably an interlock circuit   or maybe a common chassis ground between the  two i don't know i once again i don't have a   schematic in the tesla service information that  I've seen doesn't show schematics this box just   think of it as a giant junction block it has it  it has the connection to the battery so think of   these two terminals as being connected directly to  the battery this one here on the left is battery   negative one on the right is battery positive  so those two connect to these two cables the one   with the black tape on its battery negative the  one with the red tape on it is battery positive   and so that comes directly from the charger but  then here on the other side of the rapid splitter   we have a big long connection that goes to our  rear drive unit the rear electric motors inverter   and then we have a really long uh set of cables  that goes clear up to the front of the vehicle   where there are all kinds of parts up  front that we have to go look at   and connect them to this same cable assembly  but I just wanted to quickly take this cover off   to show you that this is nothing more than just  a junction block there's no fuses in here so we have battery negative coming in over here  on the left, it comes right up this insulated   uh bus bar and then goes back out where we  have battery negative over here and battery   negative down here and it goes straight out  the back to the battery negative going to the   onboard charger module and then battery positive  comes straight up back behind connects right here   to this cable for the inverter to the lower cable  to go up front and straight out the back to go to   the onboard charger module so this is called the  rapid splitter I think it's because it allows the   battery to be lowered down and rapidly split or  disconnected I don't know that's just my best   guess as to why it's called the rapid splitter  but I know when you go back up in everything   has to be aligned just perfectly from some of  the videos I've seen with disastrous results   if they weren't aligned so that is the next  high voltage component here the rapid splitter   so we have two cables from the onboard  charger module to the rapid splitter   they're about 41 inches long just a  little over a meter 1.04 meters in length   now let's connect them to the onboard charger  module and then we'll move down the line and   connect everything else the negative cable  output goes in the bottom hole over here okay now that we've got the cables from the  onboard charger module to the rapid splitter   connected I'm going to put the cover back  on the onboard charger module because these   cables actually fold and go back over the top  of the onboard charger module in the vehicle so I'm just going to set this  on here I won't bolt it down I broke my little cover here headed on and off  too many times we'll put this other cover on   this big cover does not need to be removed  to change to disconnect and reconnect these   cables just this little cover and the little  plastic covers inside so that's going to sit   just right there so I'm going to position this  the way it is positioned in our vehicle under   the back seat so if this is the front of the car  this is the back and our rapid splitter right here actually sits sideways like this behind that, you can  actually see in this video right here   these two cables going out of the passenger  compartment into the rapid splitter   assembly okay the next two cables that we  are going to connect are the ones that go to   the inverter for the rear electric motor the  rear drive unit the inverter in that and if   you look at this photo photograph and video from  underneath the car, you can see that the inverter   is on the passenger side on the passenger  side of the drive unit now I have right here   the empty shell of the inverter assembly on the  vehicle that we have right here our performance   rear drive unit and the two cables that  we're going to plug in go right down these   holes and bolt to the inverter right there and  that's what you're seeing here in this photograph   is where those two bolts will connect so  let's plug those in looks like we have   battery positive on the left battery negative  on the right and then our low voltage logic   connector right there so we  will put in battery negative connection right from the rapid splitter and then our battery positive connection and then there's a bracket  that holds them in place   and you can see the two terminals right there  down inside where bolts would go in and bolt to   the inverter feeding dc power to the inverter  that then creates an ac power to drive the   induction motor in this in this vehicle  so these cables are about 41 inches long   and a little over 1 meter 1.04 meter in length  each so that's the rear of the vehicle now so   here in the rear of the vehicle, we have our  charge receptacle for charging that goes to   the onboard charger module that then feeds  power to the battery at the rapid splitter the rapid splitter can take battery power  and send it to the rear Drive Unit inverter   and then it also can send it along, let  me see how long these are, 151 inches   3.84 meters each of high voltage cable to the  front of the vehicle to all the components that   are up front and if it's an all-wheel drive  vehicle there will be a front motor up there   besides but there are high voltage components  up there whether or not it's front-wheel drive   so before we go up there one of the  cables that I purchased had this this   tag on it and it says for use with pyro  fuse pack pyro fuse pack and I thought   what's a pyro fuse pack and then I realized  uh from reading about the release of the p90d   in 2015 that they went from a standard  battery fuse to a pyro switched   computer controlled fuse so there's the standard  fuse that's rated for a maximum of 1300 amps   for a certain duration of time and then according  to the press release, these fuses weren't   predictable enough as to when they would go open  or not go open and so they developed what they   call a pyrotechnic battery fuse the pyro fuse and  this particular one if you look at the label there   says that it is a pyro technic circuit disconnect  and it says powered and it says 2000 amps   2000 amp fuse and I thought wow that's  impressive so I read up a little bit more on it   I also recognized this electrical  connector right here on the side of it   if any of you do work with airbags that's the  same airbag connector that's used in passenger   vehicles for many things and so I thought  well I wonder if I dare take this thing apart   so I pulled the cover off and looked I thought  I don't want this thing exploding in my hand   but the more i thought about  it the more i thought well it's   even if it is self-powered which the press release  said it has its own battery but I didn't see one   when I disable or took it apart disassembled  it has two additional 30 or 50 amp fuses   at the top here depending on if it's AC or  DC and then this blue and black plastic piece   that you can see the back of right there is a  part made by Autoliv and I don't have the exact   I looked up I've got the part number for it  here on the tesla pyrofuse but part   of the pyrofuse is something called a battery  disconnect switch a pyro switch from auto leave   and I found one that looks just like it it  has a high peak carrying capability of 2000 amps   it's suitable for voltages up to 400 volts but  it has a maximum continuous current of 300 amps   at 85 degrees celsius so I'm not sure that well  it's not even the right part number but it's   it's very similar uh i uh this information is at  pyroswitch.com you can go look at the different   pyro switches that are made by auto leave but  anyway I thought it was very interesting i   totally disassembled this yesterday and then  put it back together as you can see in these   photos it has a little circuit board it has  a shunt circuit a parallel current circuit   uh where it appears to be watching the amount of  current going through the pyro switch so this is a   pyroswitch made by auto leave there's a circuit  monitoring the current going through it and   once the current going through it reaches some  predetermined level I don't know what that is   uh on the press release for the p90d it said 1500  amps but the P100D is even more powerful so it   it probably has a higher rating but as soon as  it gets to whatever rating tesla has decided   it's going to cap it at then it'll apply a  voltage and it gives a a certain voltage to   fire it's 1.75 amps for half a millisecond  and then it physically breaks open this high   voltage DC circuit and of course there'll  be an arc flash at that high current   but it has a little area to contain the  arc flash and anyway it's an impressive   impressive little unit I understand there's  one for the Model 3 and the model y uh also okay so these what that means why should you  care about the pyrofuse or a fuse is that   any of these cables here any  of these high voltage cables   if you were to get in an automobile accident and  pinch any of these cables to the vehicle chassis   pinching just one of them won't do anything  other than trigger trouble codes for   something called loss of isolation and i  have different uh training videos on those   but if both of them get pinched through to the  chassis or if they get pinched to each other   then that creates a short circuit and rather  than creating a short circuit that could cause   say a fire they open the circuit very quickly this  opens within 0.5 milliseconds 500 microseconds   so that is to try to prevent fires from  starting from high voltage circuits   and possibly from fuses that don't open at a  predictable time okay well let's follow the   the cables now to the front of the vehicle  and see what they connect to okay I'm on   a different workbench now to assemble and  connect all of the high voltage components   from a tesla model s that are in the front  of the vehicle on the second generation   tesla model s so i have the positive and  negative cables that are coming from that   rapid splitter assembly on the other table here  and I want you to see it's a little over 12   and a half feet long but the cables go all the way  over to the other workbench where we were before   12 and a half feet which is  approximately 3.84 meters of high voltage shielded cable so where does this go up  front it goes to what's called a high power   distribution block or module so there are the two  cables coming in from the front of the vehicle   right here and then we have two cables going  out to the front Drive Unit front electric motor   and then a bunch of other cables  going to other high voltage components   on the front of the vehicle so I have  two of these high voltage junction blocks   uh let's look inside of the other one I use  this one for my actual connections but here is   the other one I don't have it all labeled but i  have removed the bolts and have taken the cover   off of it and i want you to see that inside of  here we have four fuses going across the top here   there are two 40 amp fuses these two  great big ones right there in the middle   and then there's a 30 amp fuse right there  and another 30 amp fuse on this side   so all four of these outputs right here are fused  now the cable coming from the front of the vehicle   going through is just a straight shot to the front  motor the pyro fuse that we talked about protects   that circuit but there are fuses in this high  voltage distribution block or junction block and   this is really hidden away on the vehicle I can't  even see it it's above the battery underneath the   underneath the vehicle, you would have to remove  the battery to even get to this so it's not   something that you're just going to be able to do  easily this does have right here a little button   switch it's an interlock circuit so if somebody  takes the cover off like I did and the cables are   still connected it should open the contactors in  the battery and turn off the high voltage to these   or applied to these orange cables all right  now there's there are some other circuits in here   as you can see there's a circuit board right  there as you can see in these photos there's   some transistors as it turns out this fuse  over here on the right this 30 amp fuse   runs its power through some transistors here  transistor circuit there I think there's four   uh transistors in parallel that control the  current going to the battery coolant heater   and so it's not just a straight through always  delivered it appears to be a variable amount of   of current or just an on-off circuit for the  battery heater I don't know which one it is   if any of you know then put it in the comments  so anyway we have power coming in right here   just a straight shot through you can see bus  bars that feed these fuses and wiring that feeds   these four connectors off to the side and then  the straight shot out to the front Drive Unit   inverter and we'll take a look at that here  in a few minutes so now let's connect these   two high voltage cables to our high power  distribution module and then we'll see what   other components need to be connected it shows  the polarity on the side of the module, it shows   the positive cable goes in this side negative  on this side so we'll put in our negative cable to the backside here has a couple of bolts that  hold that in place I'm just going to put one in   for the moment and then our net or a positive  cable connection right there with another bolt okay so power coming in from the rear of the  vehicle on these big long cables coming into   our distribution module which just splits it  up through four fuses or a straight shot to the   the inverter for the front motor so let's  look at the inverter for the front motor   it has its own harness right here that looks  like it's um let's see I actually measured it   junction block to the front inverter these are  27 inches long or 0.69 meters each and so we   will put these into the output of our high power  distribution module with a negative on the inside   and the positive on the outside okay power coming in power going out I forgot to  show you there is a low voltage logic connection   over here most likely to control that circuit  board that's in there and to monitor the high   voltage interlock circuits so now we will take  these two cables that go to the front inverter and   connect them to the inverter okay I promised you  a video on the front motor from the tesla model s   and I'm ready to shoot that video it's just on  the next table but I needed to get this done first   so this is the inverter assembly off the side  of that electric motor the front Drive Unit   which is buried if you open the frunk take  out the liner, it's buried down underneath it   is covered with an insulative material they call  an NVH mat (noise vibration and harshness) anyway   this is the inverter assembly for the front  motor of the tesla model s from the beginning   of the model s all the way up through in  2019 when they put in a permanent magnet   motor in the front of the model s which from  what i read is pretty much the rear motor from   the Tesla Model 3. this inverter has a high voltage connection right here these   two ports right here and let's see they've got  to be labeled we have a plus symbol right there   and a negative symbol right there so our positive  cable it's going to connect on the bottom there still had some thread lock on  it and then our negative cable right here okay so we've got the connection from our rapid  splitter at the rear of the vehicle of the battery   all the way through the big long cables to  the front of the vehicle to our high power   distribution module and then straight through to  our front electric motor on the all-wheel-drive   vehicle inverter assembly that leaves us four  electrical connections we still need to make   of high voltage components, we will start with  this bottom one here 40 amp fused output power   to the air conditioning compressor okay this is  our electric air conditioning system compressor   this is a variable speed scroll compressor  it's made by a company named Hanon Systems   out of Korea, this is the same compressor  that's used in the Model 3 as well and   it can be used in R134a systems or the R1234yf  refrigerant systems it has a two-wire electrical   connection DC input it has its own built-in  inverter where it inverts it into ac   and drives a little three-phase high voltage  motor in here to run the air conditioning   compressor at variable speeds it has a low  voltage logic connection here for can serial   data communication to the controller and this  connection this dc connection to run an ac motor   is picked up off this bottom blue connection  right here on the high power distribution module   so we'll plug that in so there's our  air conditioning compressor our next   uh component that connects to the high voltage  distribution block here is the dc to dc converter   this is the DC to DC converter for this vehicle  we have two wire high voltage 400 volt or so power   being fed to the DC to DC converter, it has an  input from the manufacturer Delta Electronics says   maximum input is 430 volts at 15 amps and then  it says the maximum output which is incredible   is 9 to 16 volts 2500 watts maximum  well that gives us at 14 volts   output on this red terminal right here remember  we have DC voltage coming in high voltage 400 volt   we the DC to DC converter takes high voltage  DC and converts it down to low voltage DC   but it steps up the current with the same ratio  that it stepped down the voltage and so we can   have 14 volts with what did I calculate a maximum  of 178 amps to reach that 2500 watt maximum output   178 amps that's very impressive. most  vehicles don't even non-hybrid and non-electric   vehicles don't have an alternator that puts  out that much current so that's pretty   impressive this cable right here goes to the  underhood junction block for your fuse block and   your 12-volt battery. This is what charges the 12  volt battery as you see right here in this photo   underneath the hood this 14 volt output this  little cable right here off this terminal   right here this would be the equivalent of  battery negative cable so it would go to the   chassis of the vehicle that I have on the  hoist here and then battery negative would be   connected to that same vehicle chassis so this  is the dc to DC high voltage DC to low voltage   DC converter as you can see it's liquid-cooled um  this gets pretty hot uh at maximum output or close   to maximum output needs to be cooled and so this  electrical connector right here this two wire one   is going to plug into our distribution  block picking up power off of a 30 amp fuse   where the air conditioning compressor was  the big 40 amp fuse so we'll plug that in   that is our dc to dc converter output now  our next output off of our high voltage   distribution block here is the battery  heater so this is the battery coolant heater   we have an inlet and an outlet I'm not sure which  one is the inlet which one is the outlet we have a   high voltage two wire connection here for dc power  and then we have a two wire electrical connection   I assume it is for uh communication uh or control  of the battery heater this battery heater   I don't see a rating for its wattage the  previous one I accidentally bought the older   version and I think it said 6300 watts or 6.3  kilowatts if you guys know what the battery heater   wattage usage is on a cold day when you start up  the vehicle can you see how much power the   battery heater is using let me know in the  comments down below but this battery heater   is the one that uses that circuit board  inside of the junction block so it has   a 30 amp fuse but then it goes through those  transistors on that circuit board for control   whether it be just on-off control or variable  control I suspect it's variable but this   is going to bolt up right here on top of our DC  to DC converter that's where it sits in the car   is right up right above the dc to dc converter and  then the electrical connector for it goes in this too many pieces here in the  second electrical connection down plug that in and then our very last  connection is for the cabin heater   the heater that heats the air for inside the  passenger compartment this car does not have   any type of liquid heater core does not use heat  from the battery or the electric motors to   heat the passenger compartment that is simply  not true this is just all-electric heat so this   is what they call the positive temperature  coefficient or PTC heater it has a two-wire   electrical connection right here it has a logic  connection right there for the control of it   and it has a big circuit board in here  with a whole bunch of igbt transistors   that control current that is going to heat up  uh ceramic little elements uh inside of this   many passenger compartment or coolant heaters use  these ceramic heaters and this looks pretty big   but I wish I could get down the one I have for the  model 3 because it's about 50 percent bigger for   the Model 3 so I assume for those of you that  drive a model 3 that passenger compartment heat is   a little better is a little better performing than  in a Tesla Model S but this grommet right here   you can see in this photograph going through the  bulkhead connection at the front of the vehicle   under the front because this is inside the  passenger compartment near the evaporator for   the air conditioning system and it is going to  plug into our very top electrical connector   on the junction block okay so just a  quick review of the front of the vehicle   we've got power coming from our rapid splitter  feeding our high power distribution module   it feeds all at the same time the cabin  compartment heater cabin air heater   the dc to dc converter the battery coolant  heater the air conditioning system compressor   and the inverter assembly for the front motor  of the all-wheel-drive version of the Model S   so that gives us one two three  four five six seven eight nine ten high voltage components that we have connected 74  feet of high voltage cable to or let's see what   was the equivalent in meters sorry I'm still  having to remember to say meters 22.56 meters   of high voltage shielded cable now this may  or may not surprise you but all of these high   voltage components that we've just looked at are  also found on almost every other electric vehicle   and plug-in hybrid vehicle that's out there i  could take you over to a wall where I've put   all the Chevrolet Bolt EV high voltage components  and it has every one of these with the exception   of the front inverter because it does not  have an all-wheel-drive system but it has   everything else that you see here it's different  shape size different power levels but it has   these same common components and you  may have noticed that in on my parts I   have common components numbered one through  whatever for the number of components and so   I'm trying to show my students this is a  university these are automotive technology classes   i'm trying to show my students and the public that  even though it's a tesla it still has the same   parts as a Chevrolet Bolt EV so I know this has  been a long video we could easily spend a whole   bunch of time on every one of these high voltage  components which i actually do we offer some   online training courses and a five-day boot camp  course and if you look in the video description   text there will be a link to obtain more  training if you would like actual college training   and to come to campus right here be here with me  in this very shop and explore all these components   and get into the diagnostics and actual  functional tests and so on we offer all of that   what's coming up next we've got the  front electric motor for the Model S   coming real soon and then the two electric  motors for the Tesla Model 3 and then all the   Tesla Model 3 high voltage components just like  this I think you'll be pleased as to how much   wiring they removed on the tesla model 3 versus  the model s it's it's radically different   all right one last thing if you feel you've  benefited from this video and are in a position   to donate to the automotive technology  department here at weber state university   all of these components and vehicles cost  a lot of money and we could certainly use   help acquiring more whether it be a donation a  financial donation or equipment or vehicles or   tools or whatever it may be there's a link at  the bottom of the video description to donate   if you're able so that is  it, thank you for watching. you

Channel: WeberAuto

Views: 423,977

Rating: 4.9566708 out of 5

Keywords: WSU, Weber State Automotive, Weber State University, John D. Kelly, Guy in Wheelchair, Professor Kelly, EV Boot Camp, Utah, Layton, WSU Davis, Weber State University Davis Campus, Tesla, Model S, Power Electronics, Pyrofuse, Pyropack, FMVSS 305, J-1772, Charge Port, Charger Module, Inverter, Rapid Splitter, High Power Junction Module, Junction Block, Fuse, Electric Vehicles, EV, Cabin Air Heater, DC to DC Converter, Orange Cables, Model X, Model 3, PTC, Battery Heater, AC to DC

Id: OSL_935l568

Length: 52min 50sec (3170 seconds)

Published: Thu Mar 11 2021

Reddit Comments

[u/FRITAPM]

That is the most helpful video on Tesla systems I have ever seen. Was always the guy who liked to work on his cars, but now that I have a Tesla I confess that I have very little clue as to how they work. Thanks so much for posting!

[u/CompoteFearless]

If you like that video- the professor's channel has a growing catalog of tesla and other EV breakdown videos

[u/daiei27]

Great video for a layperson interested in this stuff. Thanks for sharing!