2011-2015 Chevrolet Volt Inverter

[@humidbeing]

Love how you take the time and effort to break down non-serviceable items for us to see. Super valuable.

[@WeberAuto]

Thank you, it is fun for me.

[@ak11230]

I really want to say thank..You for that enormous help of understanding how Volt work.. I worked as car mechanic and go to college to study Electric engineering graduate in year 1986 Denver Co.. I tell You people ? That man saved me two months of reading manual ..

[@WeberAuto]

Awesome. Thanks for watching

[@ak11230]

@@WeberAuto Thanks You ! I did that easy part watch .You did all that hard works Thanks again was really helpful. Just Volt manual good one cost around 700 dollars .Watching cost nothing and is much better ...

[@dylim9946]

Your lectures are real donations that enlighten the vision of engineers.

[@WeberAuto]

Thank you!

[@Try01]

many teachers and educators will pass through our lives without remembrance.Yet a special few will leave a lasting impression. Thank you for being one of the special educators who will live on forever in the minds and hearts of the students whose lives you have touched.

[@WeberAuto]

Thank you very much! I feel honored by your comment.

[@andrewk778]

Always interesting and informative. I think back to my youth, where I could only learn about cars by going to the library and hoping they had a Motor's Manual. Your presentations offer thousands a incredible audio/visual learning experience. Thank you for sharing.

[@WeberAuto]

Thank you very much!

[@energyexecs]

Professor - I drive a Chevy Volt for work and impressed by the Voltec propulsion system. During this Holiday break I look forward to spending time on your videos. I wish I could take your classes in person. Great job.

[@WeberAuto]

Thank you very much!

[@spikester]

Installing an HF setup in the Volt I was able to figure out the most noisy module in the car is the transaxle fluid pump control module. It's throwing crap all over 26-28mhz whenever the transaxle gets warm. Plenty of 3/4" #31 chokes helped here especially on the battery lines and the cables that lead to the Onboard battery charger. This module could probably use more capacitive bypassing at the DC inputs, like how the main drive unit has with the massive capacitor back at the bottom. It is nice to have a good look at the annoying thing that almost cost more in RF chokes than my radio. The drive inverter itself for MG A/B isn't really that noisy. Thank you and very informative.

[@Good-Enuff-Garage]

although I am not using this inverter in my DIY EV Conversion I have learned so much from this video thank you Professor K.

[@xcross8537]

That is easy on Chevy Volt. My 07 Prius damage inverter/converter unit didn’t cooperated but I was determine to see what’s inside. Doing a good job for a lot us curious beings, Professor.

[@WeberAuto]

Thank you

[@colindavis5619]

'and these are the two anti-tamper bolts' he says, blatantly tampering with them. I love it. Another great video Prof.

[@WeberAuto]

Thank you! It is fun!

[@sergeyspirin4539]

Thank you Professor. An interesting option, to remove the build process. The process of dismantling removes curiosity, what is there inside. And the assembly process teaches how to properly and competently collect everything in the working view. Many manuals to learn to disassemble, and the assembly is limited to the phrase-collect everything in the reverse order. A good idea is to shoot the assembly pointing out some little things. This is very important. Thanks again.

[@WeberAuto]

Thank you!

[@AnalogueGround]

Thank you for a superb presentation of a beautiful piece of automotive technology - almost aerospace construction. I've just got a Vauxhall Ampera (UK Chevy Volt) and just hope nothing ever goes wrong with that module as I'd hate to think how much a replacement would cost!

[@WeberAuto]

Thank you! they have been very reliable.

[@michaelblosser2455]

If I was younger I would move there to study under you. You know your stuff!

[@Legolander7]

I drive a 2012 chevy volt. This was amazing, very interesting and educative. Thanks for doing the teardown and the detailed explanation. Now I get to understand the 1st gen chevy volt a little bit more. I appreciate the time and effort put into making this video.

[@tiborkiss9186]

HEllo! I am building a dual motor inverter out of the chevy volt inverter. You tremendously helped me understanding the internal structure and wiring of the inverter. Thank you!

[@WeberAuto]

Thank you

[@oariv]

You are one excellent Professor, totally dedicated and interesting. God bless you.

[@WeberAuto]

Thank you very much!

[@ACRPC-dot-NET]

I love seeing these videos, I get to see what's under all the covers without risking messing up my car lol.

[@WeberAuto]

Thank you!

[@Tomgillchevy]

A really fascinating insight into the world of electric cars (which we all need to learn more about). Great content - thank you so much for sharing!

[@WeberAuto]

You are welcome, thanks for watching

[@Langendimi555]

How did I only find your channel now? This is gold. Thank you for taking the time to explain everything in great detail. The EE in me was very satisfied to see the inside of that igbt power module! Offcourse I subscribed. Greetings from Belgium.

[@dougsnyder3209]

I am blown away from this video, I am now a subscriber! Your knowledge is priceless and I get it for free! Finally someone who knows more than just connect the red to the r terminal and w to the white and so on lol. Theory is great!

[@stephenwgreen78]

Your videos are mesmerizing 👍 thanks for going through everything so thoroughly.

[@WeberAuto]

Glad you like them!

[@juanvicentemedina9110]

Very good explanation teacher and a magnific video.

[@WeberAuto]

Thank you!

[@daviebiggions6023]

Thank you for an amazing job of explaining the Volt inverter . Only one thing that always bothers me about GM engineering is why so many different type of fasteners . Why not just use the same fasteners in every location , has to be less expensive to build and much easier to assemble

[@WeberAuto]

Thank you! I do not know that answer, but cost is probably part of the answer. I do know that the high current connections/bolts are coated with Nickel or some alloy.

[@johndavis4767]

@@WeberAuto Different fasteners (electric plugs) are used so they cant be plugged into the wrong connector.

[@eicke70c]

Would love to see a video on the second generation (2016 to 2018) Voltec transaxle/electric motor system! I quite enjoy your videos.

[@WeberAuto]

Thank you! We will be working one one in the future.

[@TheDisgruntledMechanic]

Just wanted to watch this video again to understand more. at ~ 35:09 you mention that the HPCM2 is under the drivers seat. In my 2011 Volt I am sure that mine is under the passenger side seat. Just looking for clarification. Thank you for all you do Prof. Kelly!

[@tiborkiss9186]

I have never seen like this: taking apart such a compact engineering masterpiece and explaining bit-by-bit the role of the components together with their voltage/current data - extremely useful! As the IGBTs rated at 600v 1000A, does it mean that the regen current generated by the electric motor can also reach 200-300 Amps? Can the smoothing capacitors also handle such current? Best regards.

[@WeberAuto]

Thank you, the capacitor can handle the high voltage and current. I do not know if the current reaches the same rating as the motor kW rating. I suspect it can get very close.

[@tiborkiss9186]

Thank you - it is promising. :)

[@gregcollins3404]

Wow, every bit of that unit is custom designed, and "high-tech". Impressive.

[@WeberAuto]

Thank you for your feedback

[@JRo250]

I've been missing out on all this awesome goodness. Subscribed now and looking forward to more of your videos. Thank you!

[@WeberAuto]

Thank you very much!

[@twostickes]

Excellent video! Love this series!

[@TheDisgruntledMechanic]

good video as always and very informative.After watching these videos though and having 2 Volts I always get concerned of failure when I see how many integral parts these vehicles have. Did find it amusing when working on a battery/charging system that you said you were "shocked" ( in this case meaning surprised) when you opened the one module.

[@WeberAuto]

LOL, yes, Volt humor ;) Thanks for your feedback

[@MaicSalazarDiagnostics]

As per all your videos great info. Thx a lot

[@WeberAuto]

Thank you!

[@troyspreitzer6309]

Great channel Prof. Kelly! Thanks for sharing these video's on KZbin, eternal students like myself are in your debt sir! On a point of order though (no criticism intended), I have noted your erroneous use of the term "high voltage". H.V. is internationally defined as greater than 1000V AC or 1500V DC. Below these thresholds is low voltage and below that, extra low voltage. In my (near 30 years) experience working with all of the above I can attest to the potential for injury or death at any of these voltage levels! Again, great channel and thanks for sharing :)

[@WeberAuto]

Thank you! It is confusing when there are several standards organizations involved defining the same topic. I understand the standardized "high voltage" definition you are referring to in your profession. The Society of Automotive Engineers (SAE) defines voltage levels in the automotive world differently. 0-50V is low voltage, above 50 volts is high voltage. I can only assume it is because the typical automobile has run on 12-15 volts for a long time. Any voltage higher than that is cause for concern during service. Thanks again for your feedback.

[@troyspreitzer6309]

Thanks for the reply, I stand corrected!

[@jamesreed7358]

All of your videos are so well done Clear language, great detail lighting and camera work ! Have you put together any on line or correspondence training program for Ev's ?

[@zet0korp]

I am wondering how many design use SiC transistors instead of IGBT nowadays. In this video, he makes it sound as if none do, but it was 5 years ago already. Curious to hear about the specific issues that arise from the faster switching and higher bus voltage. Bearing currents would be higher and destroy motor bearings faster and old school wire wound stator coils would tend to cause partial discharge and insulation failures. Are there 3 phases output filters to mitigate common mode noise? Do new motors all use busbar windings already? Or some other improvements?

[@perryleo2544]

39:46 - Mission accomplished, Thank you

[@godholio]

I got a lot of random little jobs done on my college beater in that room! Good times.

[@WeberAuto]

Cool! Thanks for your feedback

[@TanmayPanchal46]

Amazing work as usual, Big fan here. It would be awesome if you can make a video of working of inverter board and how it actuates IGBTs. Have been watching IGBT and MOSFET workings now with bunch of Model 3 inverter reverse engineering video but still clueless when I see most inverters modules inside. So man electrical & electronics in there almost feels alien.

[@WeberAuto]

Thanks for the idea!

[@The_Unobtainium]

Shockingly interesting and informative. Thank you! Sub

[@saleemnaser5567]

Thank you prof kelly really good job

[@WeberAuto]

Thank you!

[@royamberg9177]

That be good to hear. It looks like quality components but things don't always work out

[@PSPS437]

Great explanation professor.

[@Good-Enuff-Garage]

46:52 I believe that connector has two sets of wires coming off of it, yes one goes to the battery but you did not mention where the other one goes to, does it run to the onboard battery charger?

[@jonathanbingham3708]

Really interesting video! You mentioned that you were looking at a spec sheet for this, is that something that is published publicly? Sounds like it would be interesting to look through

[@WeberAuto]

I could not find one. Thank you!

[@brianbri6]

Thanks for the awesome vids keep up the great work! This vid has helped a lot of understanding what it will take to replace the inverter with a custom one. Seems I have my work cut out for me.

[@WeberAuto]

Thank you! Best wishes!

[@321tennisplayer]

Great stuff, keep up the good work.

[@CATA20034]

That cap is not for smoothing the voltage during braking, or decelarating. It acts as a low impendance source during the switching of power devices, it clamps the inductive parasitic loads from the switching devices and wires to that cap. Without it the wires from the battery to the inverter will also have and inductance, and the voltage spikes from the switching cannot be clamped locally. So all the high current during commutation is taken from those, and also is pushed back in them during clamping.

[@vidznstuff1]

What do you mean, "it is not fot"? Of course it is. You meely added another function...did that make you feel good, denigrating what the Professor said? Saying "is not for" makes you an idiot vs the genius you think you are.

[@CATA20034]

​@@vidznstuff1 At 14:30 you will hear the description/purpose of that capacitor. Unfortunately you are only a tesla coil fan boy with no knowledge in high switching power applications. Maybe try to google search the therm of "snubber capacitor DC rail". In other point of view that capacitor is used during each switching cycle, it cannot store enough energy to be relevant in context of acceleration or regenerative braking. Also second tradeoff is related to the capacitor buss-bar, they have a low inductive construction (wide, close together and many in parallel ). Hope I enlighten the idiot. ;)

[@dorsetengineering]

Have you ever had a look at the Renault Zoe electric Powertrain? I understand they use the inverter guts as the charger also, a wide range ac charger that will work on single phase from 3kw up to 43kw 3 phase... clever stuff

[@WeberAuto]

Thanks for the feedback! That is very interesting.

[@ericcindycrowder7482]

Does the car drive properly after re-installing the interlock cover? I thought I read it requires a computer reset or something like that.

[@WeberAuto]

Yes, it is fine. As long as the power is off, it will not affect anything.

[@skatpk9196]

I have my 2018 Volt at the transmission shop to replace the transmission. I got the transmission from an auto recycler. Apparently, the replacement transmission must be reprogrammed, but they tried for 3 hours and it won't accept the reprogram. The tech told me the inverter won't accept the reprogram, but the inverter from the previous transmission that was removed is operable. I am told that the transmission has to be be removed and the inverter from the previous transmission has to be installed. I am concerned that this will not resolve the problem. Any advice?

[@LS-zr8py]

Could we take a gen 2 inverter and install it on gen 1 to unlock faster charging?

[@Leafyfpv]

the IBGT seems rated for a good bit more voltage than what is ran, could it be possible to see what a chevy volt would do on more volts?

[@markgjunter3659]

Great video and really good job!

[@khaledm8330]

Thank you for the information

[@WeberAuto]

Thank you!

[@johnrbnsn]

Where do you pry from when removing the cover? I bought one for fun, but can’t find a pry spot on the top cover

[@RobertSzasz]

Well done Wire Bonding really is pretty isn't it.

[@RobertSzasz]

You might want to get some good flux and solder wick to make any desoldering easier in the future (if you aren't using a modern soldering station with temperature control they are available quite cheaply now). And, if you'll forgive me, a bit of cleanup of that board would be nice, it's not up to your usual perfection.

[@WeberAuto]

Thank you!

[@WeberAuto]

Good suggestion, I should have done a better job desoldering.

[@Maidoumurnot]

Is this the box that is behind the bumper on the passenger side of the car? My dealer told me that they can’t communicate with the charge control module is what they called it and they suggested I replace the plug-in piece and the charger module. Is there anyway to test it before I buy one?

[@jojograffsgnino276]

Just wondering since my 2012 160,000 mile Chevy Volt coded POAC4 (hybrid battery pack current sensor high), What is most likely the cause of this code. Also the dashboard predicted about 40 mile electric range, it only went 30 miles on the charge that's driving easy. Does recharging a few mile in mountain mode while driving cause this type of code?

[@natshain7746]

Great Job. Hi Professor John Kelly, can you please make a KZbin video on how to remove the area (expose) between the drive seat and the passenger seat (around the the hi voltage fuse and the transmission stick area). on a Volt 2017 or 2018 (I know you have the 2018). Show all the close up details on how to remove this Vinyl / leather covered area without causing any damage. I am curious to see any electrical components / modules underneath this cover. On my first generation Volt (2012) I was able to expose everything in about half an hour to remove the crash module underneath the cover. In this one (2017) I am having a hard time trying to figure where to start. Thank you Nat Shain

[@stevereid7140]

Hi John, Great video! Question: I had to replace the charging unit that is behind the front bumper on the passenger side. I removed the orange plug in the center console. I heard you mention in another one of your videos that you shouldn't remove that plug while the 12v battery is attached. OOpps too late. Do you know how to reset the alarm codes that are preventing the car to go into gear?

[@WeberAuto]

It is my understanding that he only way is with a GM Scan tool at a dealership. I assume you have tried disconnecting the battery with no change in operation?

[@stevereid7140]

Haven't disconnected the battery yet to try that. I bought an OBD2 reader that was able to reset the codes, but that didn't seem to do much. I had a small fender bender on the right front bumper. Right where they mounted the charger. No protection at all, grrrr The only damage to the charger was the two wire input connector that I believe goes directly to the battery. I fixed the connector and hooked it back up, but it doesn't work. I'm not sure if it isn't working, of if the car is just locking it out. The car was drive able until I plugged it in to charge, then the computer locked up the drive system. I don't think the charger is damaged. I opened the box up and everything looks new. Know any way to test it? Seems like the car need a Ctel Alt Delete button!

[@WeberAuto]

An OBD2 reader is not the same thing as a GM scan tool. The charger may actually need to be programed to match the vehicle as well. You will need to take it to a Chevrolet dealership. Best wishes!

[@diegoyugcha9793]

Una presentación impecable gracias.

[@dontdrean]

Professor what is the power density of this Inverter? Also what is the max power density you have come across in Inverters till date

[@dewiz9596]

I’d love to see a comparison to how the Tesla inverter/control unit works. . .

[@hassanaleian3111]

Really appreciate your videos! Was wondering if the cap has a voltage rating of 600V and the resistor is 440 ohms shouldn't the bleeder resistor be rated at approx. 818 Watts to allow for the initial surge of current?

[@Forgunit]

Question guys, the three phase cables coming out of the transmission two sets Motor A & B are they both positive (have voltage) or is one positive & one negative??? Having trouble with my volt one set is grounded to ground when I do continuity test. Can anyone help??

[@FrenchValleyAirport]

Just curious as to the purpose of disassembling this and having your students learn about it if it's replaced as an entire unit at the dealership?

[@WeberAuto]

To remove the mystery from the magic box

[@joshmaier18]

Do you see long term vibration as a issue for the boards inside since they’re not potted or have any silastic coating over them?

[@dansmith6990]

they seem to hold up so far! Here's hoping for longer!

[@amciaapple1654]

I like your videos and I thank you for them. Your demonstrations how the individual components of the Toyota and Chevrolet inverters/converters fit together provide a lot of useful mechanical information. However, unlike your demonstrations of actively functioning and spinning mechanical components inside hybrid transaxles, the demonstrations of the inverters/converters are very passive and do not provide much insight into their internal activities. This is of course because these components are predominantly electronic components and mechanical analysis does not do them justice. To see how they operate electronically, we'd need to see some screenshots from an oscilloscope of: - signals from transaxle resolvers (excitation and output signals before and after amplification) - the gate voltage waveforms of the IGBTs (at least 2-channels to judge their dead-time) - the emitter-collector voltage waveforms of the IGBTs (during acceleration and regenerative braking) - the collector current waveforms of the IGBTs' current sensors (during acceleration and regenerative braking) - the boost converter waveforms. Also, it would be nice to have a discussion how the HV ECU is a part of the inverter/converter assembly in some models and how it is a separate subassembly in other models...and what signals they use to communicate with each other, where the clock generators are, etc... e.g. Without this info, I was very surprised to discover raw high-frequency PWM signals going into the inverter/converter assembly in one of the early models of Toyota Prius.

[@WeberAuto]

Thanks for your feedback. I am working on videos showing the electrical operation, but it is very time consuming and difficult to access certain components and circuits in a live vehicle.

[@amciaapple1654]

I know. Besides bypassing all the interlocks that protect your health and life, the scope is at risk of being damaged by HV and by different potentials at the ground clips. If I were you, I'd use an isolation transformer for powering the scope and a x100 probe for probing the collector-emitter voltages as well as the step-up inductor node,.. or, if you can afford it, this probe: kzbin.info/www/bejne/baLKq4N7aJZgj6s

[@WeberAuto]

The scope is a big concern for me. I have toasted a PicoScope before and don't want to repeat it. thanks for the suggestions.

[@WeberAuto]

$12,000 to $23,000 USD! I won't be getting that probe anytime soon. Too bad, it is a great idea

[@WeberAuto]

www.tek.com/isolated-measurement-systems

[@felipecordova4526]

Professor do you have information about tahoe/silverado hybrid vehicles? Do they have cvt or conventional transmission?. Nice video!

[@florinsimion2695]

Hello sir i have service high voltage charging sistem,i try change sensor and reservoir coolant still not work.Please tell me were to look.

[@lucacasu4073]

thanks a lot prof

[@chanceturner923]

Thanks for the video

[@mtoadmin]

Thank you !

[@WeberAuto]

Thank you!

[@yukonarctica8000]

If we charge 10 iPhones one by one, we need a whole day. If we charge 10 iPhones together at 10 sockets, we don't need a whole day. If each of the cells is so small and how the cells are connected can be switched from tandem to parallel upon charging, we don't need high voltage chargers, just really thick cables.

[@WeberAuto]

Thanks for your feedback

[@geojor]

very good as always ...

[@WeberAuto]

Thank you!

[@GT-43]

I'd like to see the factory, or laboratory, that builds these things.

[@ammartawfik1058]

Thanks soooo much

[@whitebear1903]

Awesome 🎉🎉🎉❤❤❤

[@driversteve9345]

9:07: You're not going to take the labels off the bottom where the heatsink is exposed to the coolant?

[@WeberAuto]

Not on this one, it is for training only. Thanks for your feedback!

[@mchristofas]

Why wear the anit-static strap if the unit is never being used again?

[@WeberAuto]

I am a teacher, it is my job to show how the procedures are supposed to be performed. Thanks for the feedback

[@mchristofas]

Fair enough, excellent videos! some of my favorite on KZbin. My Dad is a GM mechanic for over 50 years i'll have to send him the link to your channel.

[@DzmitryBY]

Hi professor, I often watch your videos, I have a chevy volt 2012, I have a question: the volt has a 16kw battery, and consumes only 10 kW. Is it possible to leave a margin of 2 kW and spend 14 kW?

[@WeberAuto]

Theoretically yes, but the software will not allow it.

[@DzmitryBY]

@@WeberAutoКакая жалость

[@MeaHeaR]

att 34:03 What he meen by Crank-Shaft position sensor, this is a Hybrid Veee-Hikull ¿¿¿¿

[@JuanMartinez-uc7yq]

Tankyou teacher

[@WeberAuto]

Thank you!

[@suttisaksottipayapunt8871]

Could you give me IGBT part number and Brand?

[@antonnpn9063]

Where are the current sensors for the individual phases located?

[@WeberAuto]

Right here kzbin.info/www/bejne/mn6ZpGapgcaHp6cm35s

[@romankaminskyi3428]

thank You so much for video. Maybe You help me, i need to know battery connector +- input impedance. In my Power Inverter Module it's 80 ohm. I not sure if it ok. My volt have dead MSD fuse and blocked in on possition two panasonic 120A HV contactors on hv battery.

[@romankaminskyi3428]

Its look like have Smoothing capacitor direct connection and impedance measured is incorrect? I opened two HV panasonic Contactors and YES contacts are welded inside, not so strong but with melting.

[@peterwright4224]

The biggest problem with this system of fluid coming are air bubbles always pre fill vertically

[@Techn0man1ac]

Японская электроника, однако

[@WeberAuto]

Спасибо за просмотр

[@mwwhatever]

Government efficiency at it's finest. Purchase a plug-in car and then never plug it in...

[@WeberAuto]

I thought the same thing, what a waste. Thanks for watching

[@KboardWarrior]

After watching most Kelly video, I am amazed and afraid of the complexity of my prius prime. I really wish you could make a video on Tesla cars. They are very different. However, it seems to be hard to find any information on them since Tesla seems to want to keep all the part and maintenance of their vehicles in house, driving the repair price to the stratosphere. Which is the primary reason I decided to not buy one.

[@royamberg9177]

How much trouble does all this electronics give. Looks like a lot to go wrong

[@WeberAuto]

Very few problems, it has been very reliable.

[@ACRPC-dot-NET]

Very few issues, I've got over 118k miles on my '12, and I know of one owner with over 400k miles on his. Nothing but tires and oil/fluid changes.

[@ClockworksOfGL]

It seems that hybrids and EVs are often more reliable than vehicles with regular power trains. Just look at the Prius, for starters. A quarter million miles is no big deal on those things. Electric motors and power electronics can take a LOT of abuse and last forever, if designed properly. There’s no clutches to wear out, no torque converter to boil the ATF, etc. There’s a reason why train locomotives use electric traction motors, even if they’re powered by a diesel generator.

[@rkan2]

Solid state devices are usually order od magnituse more reliable, even if you have 10x more "pieces"..

[@florinsimion2695]

I am from Romania and i d ont have Chevrolet service.

[@peterwright4224]

I have tested hundreds of TIM thermalinterface medium grease or silicone mat your comment on both paste don't laugh I tested Colgate worked perfectly even in a pump test for 10000 hours stress test smelled however minty, yes you can use toothpaste it fills the voids between 2 flat plates perfectly with quartz sand particles , I bet you did not expect that one did you?

[@peterwright4224]

Does everyone see American EV is designed with none repairable units being high cost if ever repair is needed, feedback I have from the industry shows a low mtbf meaning the customer is milked right left and centerthe boar that fails the most id the right driver board the now with 40 odd solder joints . This is not the case with the EV Porsche or the id3 from Europe

[@MeaHeaR]

Why American say Suddderud. instead of "Soldered" ¿¿¿¿¿

[@miguelramcruz9799]

Referencias y e😲😯🧛‍♂️😯 y ya y no se de la casa de mi casa pero no me contesta

[@portagepete1]

KZbin is really Sucking with these Fing adds

[@WeberAuto]

Thanks for watching!

[@dansmith6990]

get adblock dude. I never get any ads.

[@michaelblosser2455]

No way would I disassemble this unit. Not that great with electric stuff.