V70 T4 uit 2017 met 175.000 km.
We hebben al 4x de accu laten vervangen (of ik ben de tel kwijt en het was vaker). We willen nu toch echt wel eens weten waar dit probleem vandaan komt. De dealer heeft alweer alle kosten op zich genomen, we hebben een soort van gentleman-agreement dat ik nu ga speuren en deze parasiet ga proberen te vangen!
Ik dacht, dan doen we dat meteen goed. Misschien ben ik een stapje te ver gegaan, maar ik heb een shunt geplaatst met een logger die via bluetooth uit te lezen is: een Victron Smart Shunt 500A/50mV.
Vandaag is het inbouwen gelukt (wel een puzzel), en ik heb de eerste metingen. De auto is vrij snel in ruststand en ik meet dan 30 a 40 mA. Volgens mij is dat niet supergoed maar ook weer niet zo slecht dat de accu hier niet tegen zou moeten kunnen?
Als er interessante patronen verschijnen (zoals: een belasting die elke xx uur terugkomt??) dan zal ik dat hier melden.
Mijn vraag aan jullie als "collective wisdom" is, welke lekstroom is acceptabel te noemen voor deze auto?
Lekstroom meten (maar dan goed, shunt!)
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Rogier64
- 5th Gear member
- Berichten: 1356
- Lid geworden op: 10.04.2006 - 21:57
- Locatie: Achterhoek
30-40mA is in de regel normaal idle-current maar in de praktijk zal de accu ontladen als die niet regelmatig wordt geladen door te rijden. Vraag me wel af of een meetshunt van 500A voldoende nauwkeurig een stoom van 50mA of minder kan meten maar er is in elk geval een indicatie.
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Rene64
- 3rd Gear member
- Berichten: 281
- Lid geworden op: 26.12.2018 - 15:29
50 mA met een 70 Ah accu heeft in theorie 1400 uur= 58 dagen voor hij helemaal leeg is.
Het moment van niet meer kunnen starten is natuurlijk al veel eerder.
Een accu gaat niet kapot van het ontladen, tenzij je er bijna nooit mee rijdt en hij steeds te leeg kan raken.
Ik zou het eerder zoeken in het laadcircuit.
Het laden gaat niet gewoon met een( flinke) stroom, maar wordt geregeld en met pwm gedaan.
Er zit al een shunt tussen de plus van de accu om te meten wat er aan stroom van en naar de accu gaat.
Is de BMC van de accu goed gereset na vervangen?
Het moment van niet meer kunnen starten is natuurlijk al veel eerder.
Een accu gaat niet kapot van het ontladen, tenzij je er bijna nooit mee rijdt en hij steeds te leeg kan raken.
Ik zou het eerder zoeken in het laadcircuit.
Het laden gaat niet gewoon met een( flinke) stroom, maar wordt geregeld en met pwm gedaan.
Er zit al een shunt tussen de plus van de accu om te meten wat er aan stroom van en naar de accu gaat.
Is de BMC van de accu goed gereset na vervangen?
Volvo XC60 D4 Polar + 2017
Volvo V70 III MY 2010 D3 Geartronic
Volvo V70 III MY 2010 D3 Geartronic
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Jelmer de Jong
- 6th Gear member
- Berichten: 3185
- Lid geworden op: 20.03.2009 - 16:04
Preparations
Ensure that all lighting is switched off.
Ensure that the diagnostic tool is not connected in the vehicle.
Open the tailgate or trunk lid and bonnet and set the locks to the deadlocked position using a screwdriver for example.
Open the driver's and passenger doors and set the locks to the deadlocked position using a screwdriver for example.
Close the rear doors, remove the key and lock and alarm the vehicle. Never use reduced alarm as it then takes longer for the CAN network to continue in "sleep mode".
Wait until the vehicle has come down in standby current consumption, which can take up to 10 minutes.
Note! Do not open any doors or the test will have to be restarted from the beginning.
Measuring and reading off the total standby current.
Read off the standby current consumption. The total standby current should be less 25 mA.
Note! If the car is equipped with "Volvo on call" and the standby current is too high, wait 5 minutes and measure again. The "Volvo on call" system is active for short periods and then increases the short-term standby current above the normal value.
Reinstall the battery's negative cable.
Look and listen for unusual vehicle behaviour. Check, for example, if a relay is hot, if it is this can indicate that current is flowing through it.
Note! Do not carry out work inside a vehicle equipped with mass movement sensors as the alarm may be triggered.
Check that the CAN network has continued in "sleep mode", see instructions. Checking Can-net's rest status
If the standby current is OK and the CAN network is still in "sleep mode", reset the vehicle.
Procedure
Expose the integrated relay/fusebox in the engine compartment and the fuses in the Central electronic module (CEM).
Use the multimeter and check that the relays and fuses have the correct voltage, use the wiring diagram and signal tables as assistance. Measure between fuses and suitable ground terminals. If any problem is detected, troubleshoot the system in question.
Remove a fuse and read off the standby consumption according to the instructions above. If the power consumption has dropped to less than 25 mA, fault trace the system that the fuse corresponds to. if power consumption has not reduced, repeat the procedure with another fuse.
Note! Remove one fuse at a time and measure. Do not reinstall the fuses until the fault has been found, because it could awaken the car from "sleep mode " and restore the problem. If the vehicle was going to woken from "sleep mode" anyway, repeat the preparations for standby power consumption before continuing successive elimination.
If the fault has not occurred, continue with successive elimination on relays and the connectors for the vehicle's control modules.
Ensure that all lighting is switched off.
Ensure that the diagnostic tool is not connected in the vehicle.
Open the tailgate or trunk lid and bonnet and set the locks to the deadlocked position using a screwdriver for example.
Open the driver's and passenger doors and set the locks to the deadlocked position using a screwdriver for example.
Close the rear doors, remove the key and lock and alarm the vehicle. Never use reduced alarm as it then takes longer for the CAN network to continue in "sleep mode".
Wait until the vehicle has come down in standby current consumption, which can take up to 10 minutes.
Note! Do not open any doors or the test will have to be restarted from the beginning.
Measuring and reading off the total standby current.
Read off the standby current consumption. The total standby current should be less 25 mA.
Note! If the car is equipped with "Volvo on call" and the standby current is too high, wait 5 minutes and measure again. The "Volvo on call" system is active for short periods and then increases the short-term standby current above the normal value.
Reinstall the battery's negative cable.
Look and listen for unusual vehicle behaviour. Check, for example, if a relay is hot, if it is this can indicate that current is flowing through it.
Note! Do not carry out work inside a vehicle equipped with mass movement sensors as the alarm may be triggered.
Check that the CAN network has continued in "sleep mode", see instructions. Checking Can-net's rest status
If the standby current is OK and the CAN network is still in "sleep mode", reset the vehicle.
Procedure
Expose the integrated relay/fusebox in the engine compartment and the fuses in the Central electronic module (CEM).
Use the multimeter and check that the relays and fuses have the correct voltage, use the wiring diagram and signal tables as assistance. Measure between fuses and suitable ground terminals. If any problem is detected, troubleshoot the system in question.
Remove a fuse and read off the standby consumption according to the instructions above. If the power consumption has dropped to less than 25 mA, fault trace the system that the fuse corresponds to. if power consumption has not reduced, repeat the procedure with another fuse.
Note! Remove one fuse at a time and measure. Do not reinstall the fuses until the fault has been found, because it could awaken the car from "sleep mode " and restore the problem. If the vehicle was going to woken from "sleep mode" anyway, repeat the preparations for standby power consumption before continuing successive elimination.
If the fault has not occurred, continue with successive elimination on relays and the connectors for the vehicle's control modules.
