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BMW Series 5 Hybrid Battery Contactor Pack Teardown

Main Connectors
Main Connectors

Now it’s time to dig into the main contactor pack from the hybrid battery I tore down in a previous post. This unit contains the main output relays, precharge components, current measurement & protection. It’s pretty heavy, which isn’t surprising when you realise how much copper there is in this thing! Manufactured by Lear Corporation in the US, this is a seriously heavy duty piece of electrical engineering.

Cover Removed
Cover Removed

Once the cover is popped off, the first thing is a large PCB on the top, and some low current wiring. Not much to see yet.

Control PCB & Current Sensor
Control PCB & Current Sensor

The main control & current measurement PCB is on the top of the unit, in a plastic frame. This is a complex arrangement in itself. Unfortunately I’ve not been able to identify any of the main components on here, as everything is conformal coated, so the numbers are obscured!

Main Control PCB Top
Main Control PCB Top

Removing the assembly from it’s plastic frame reveals a flex-rigid assembly, which is normally folded in half. The main CPU is on the top layer, and most of the power supply & measurement electronics on the bottom. There’s some serious isolation here on the right as well.

Main Control PCB Bottom
Main Control PCB Bottom

The bottom has the connectors, and some power supply components. The main current shunt is on the left, this would be in the negative return side of the main battery bus.

Main Control PCB Reverse
Main Control PCB Reverse

Not much on the backside of the assembly, apart from a few transistors & passives.

Control PCB Removed
Control PCB Removed

Once the control PCB assembly is removed from the main frame, the high current bus bars become visible. There are 3 switching devices in here, two for the main battery bus, and a smaller one for the precharge function. There’s also a main fuse hiding in the middle.

Main Positive Contactor
Main Positive Contactor

The main battery positive contactor is tucked in on the left side, with the precharge leads across it’s contacts. This normally isolates the car from the batteries when open.

Precharge Components
Precharge Components

Precharging is dealt with by this collection of components. A smaller relay, and a large ceramic 15Ω resistor limit the current that can be drawn when the vehicle is enabled. Closing the main contactors first would potentially cause damage due to the enormous inrush currents caused by the large filter electrolytic capacitors in the traction inverters.

Main Battery Fuse
Main Battery Fuse

The main battery fuse, in the DC + line from the cell modules is a 350A rated unit, 450v DC. Being a HRC type, this is capable of breaking 6kA under fault conditions.

Panasonic AEV14012 Contactor
Panasonic AEV14012 Contactor

Here’s one of the pair of main contactors, Panasonic AEV14012 400v DC, 120A rated units. These are serious devices, having a hermetically sealed ceramic capsule around the contacts, and a Hydrogen filling! 

Main Contacts
Main Contacts

Connections are made via big copper slugs, with M4 screws in the ends. There’s a barrier between them to protect against flashover.

Ceramic Capsule
Ceramic Capsule

Pulling the top plastic cap off reveals the ceramic capsule containing the contacts. This is the Hydrogen filled space of the contactor. The reason for the hydrogen fill is arc quenching.

Arc Magnets
Arc Magnets

The contact capsule sits in a permanent magnetic field, provided by these small ceramic magnets. These assist in pulling any arc towards the ceramic walls of the contact capsule, helping to cool & extinguish it.

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BMW Series 5 Hybrid Battery Pack Teardown

Here’s something I didn’t think I’d be doing! Here’s a teardown of a BMW 5 Series G30 530E Hybrid Battery pack – a monster 351V, 9.2kWh Lithium pack, obtained for it’s cells to replace the boat’s aging lead acids.

This is something I didn’t have the safety gear to do right of the bat – opening one of these packs is a potentially lethal exercise, with 6 unfused battery modules in series, quite capable of blowing pieces off a nice conductive sack of salt water like a person. Cue the purchase of high-voltage rated gloves for protection, just while I got the pack split into something more manageable.

Needless to say, the combination of current capacity & voltage present in EV or Hybrid vehicle battery packs is nothing short of lethal, and these units should be treated with considerable respect.

Hybrid Battery Pack
Hybrid Battery Pack

Here’s the beast of a battery. Enclosed in an aluminium cast housing, it’s very heavy, and definitely not a one-man lift!

Cover Removed
Cover Removed

After removing the top cover, secured by combination Torx/10mm hex bolts, the internals of the pack are visible. There’s no sealant on the cover, just a large rubber gasket, so this came off easily. There are 6 individual modules in this pack, all wired in series with massive links. There’s also a cooling system for each battery module, supplied with refrigerant from the car’s AC system – there’s a TXV mounted on the side of the battery pack. I didn’t see any heaters present, but I don’t know if BMW have done any neat reverse-cycle magic to also heat the modules if required using the AC system on the car.

Left Side Modules
Left Side Modules

The modules are arranged 3 to a side, double-stacked at the back, then a single module at the front. The pack would normally sit under the rear seats of the vehicle, hence the unusual shape. The refrigerant lines going to the evaporators on this side of the pack can be seen in the bottom right corner.

Output Cables & Contactor Pack
Output Cables & Contactor Pack

The main contactor pack is on the left side, just behind the massive DC output connector. I’ll dig into this in another post later on.

Right Side Modules
Right Side Modules

The right side of the pack is arranged much the same as the left, the main difference here being the battery ECU is tucked in at the top here, along with the interface connector to the car, and the refrigerant lines to the TXV on the outside, which I’ve already removed. Each module has a cell balance control unit, in this case one is mounted on the top of a module, and on the side of the module in the lower right corner.

Cooling Evaporator
Cooling Evaporator

Once all the modules have been removed, the evaporator matrix is visible on the bottom, a series of very thin aluminium tubes, designed for the best contact with the aluminium frame of the battery modules.

Module Cell Layout
Module Cell Layout

Popping the plastic insulating cover off the battery module reveals the internal construction. I’ve not been able to find exact data on these cells, but I’m assuming them to be a similar chemistry to the ones used in the BMW i3 packs, so 4.15v Max, 3.68v nominal, 2.7v Minimum. The alloy frame itself is of laser welded construction, and there are 16 cells in series per module, giving about 58.8v per module. These will need to be reconfigured as 4 sets of 4 cells in series for 14.72v.
All the individual cell taps are nicely loomed down the middle of the module to each cell, and there are 3 temperature sensors per module (the red epoxy blobs).

Cell Welded Links
Cell Welded Links

The individual cell links are laser welded to the terminals of the cells, so this does make life a little more difficult when it comes to reconfiguring them. The links appear to be made from Aluminium, so soldering is going to be a bit more tricky than usual.

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NEC LT-25 DLP Projector Autopsy

Top Cover Removed
Top Cover Removed

Time for another projector! This one was brought to me with a fault, described as a shadow in the middle of the image, shortly after the lamp was replaced after exploding. This is an older DLP projector, with a UHP mercury lamp. I’ve already removed the top cover of the projector here, showing the internals. The light engine is along the front of the unit, with the lamp on the right. The main control board on top contains all the image processing logic & control functions.

Mainboard
Mainboard

The other side of the mainboard holds the processing chipset. This is probably one of the biggest flip-chip BGA packages I’ve ever seen, the DDP2000. Along with the DAD1000 on the right, these format & send the image data to the DLP chip, via the large white header.

Main PCB Removed
Main PCB Removed

After the mains PCB is removed from the chassis, the rest of the light engine is visible. The DLP is hidden on the left, behind the large heatsink & interface PCB. The light engine is spread out a lot more on this projector, across the entire front of the unit.

Light Engine
Light Engine

A closeup of the light engine shows the back of the phase sensor for the colourwheel, and the mounting brackets for the optics.

Colourwheel
Colourwheel

The dichroic colourwheel is tucked into the gap between the lamphouse & the first optic.

PSU Section
PSU Section

Hiding at the back of the projector is the alloy frame holding the power supplies & cooling ducts.

DC PSU & Lamp Ballast
DC PSU & Lamp Ballast

After removing the brackets, the DC power supply & the lamp ballast are visible. Since this projector uses a UHP arc lamp, the DC power supply which has the usual low voltage outputs for the logic board, has an auxiliary output from the +340v rail after the PFC circuit that supplies power to the lamp ballast.

Lamp Ballast Control PCB
Lamp Ballast Control PCB

The lamp ballast is a pretty standard design, using an Osram control board.

Homogeniser & Lenses
Homogeniser & Lenses

After removing the top cover with the colourwheel, the main optic chain is visible. The usual mirror tunnel homogenizer at the start, with a convex & aspheric lens on the left.

Lamphouse Thermal Cutout
Lamphouse Thermal Cutout

The lamphouse has a last-resort thermal cutout to shut the ballast down if the cooling fans fail. These lamps output some serious heat, and likely wouldn’t last longer than a couple of minutes without cooling.

DLP Optics
DLP Optics

The final turning optics before the DLP chip are hidden in the Mg casting of the light engine.

DLP
DLP

The DLP is the older type, with the large ceramic LGA package.

Projection Lens
Projection Lens

After the DLP, the light is routed through the objective lens, to the screen. This is the back of the lens inside the light engine.

Failed Optic
Failed Optic

And here is the main problem with the projector – the last lens in the optical chain before the DLP chip has been roasted by the intense light flux from the lamp. Unfortunately NEC cheaped out on this one – it’s the only optic in the machine that isn’t made of glass. This was likely caused by some contamination on the lens, which starts the process of absorbing light on the surface. The resulting heat then causes discolouring of the lens, which absorbs more heat. A chain reaction ensues, ending in the lens completely destroying itself.

Autofocus
Autofocus

The projection lens has a couple of sensors, for the focus & zoom, along with a focus motor. This is driven by feedback from a distance sensor in the base so no manual focusing is required.