Se me queda sin corriente el coche y no hace nada para arrancar

[txivory]

Has medido la tensión en la batería con el coche arrancado. Así verificas que el alternador funciona. El mío da 13.6v el la batería con el coche arrancado. Por la mañana cuando voy a coger el coche después de horas de reposo 12.7 v 12.6...

[txivory]

Algo de información que he encontrado y puede ayudar

 

 

Functions:

The Energy Manager

- monitors the energy balance of the vehicle

- monitors the SOC (State of Charge) of the battery

- intervenes in the energy balance of a started vehicle (engine on) with dynamic energy management (e.g. short-term disabling of seat heating in event of a negative energy balance).

- intervenes with non-load current management in a stopped vehicle (engine off), e.g. to shut off consumers such as the TV, in order to maintain the starting capability of the vehicle.

 

 

Measured value blocks:

The following measured value blocks contain information: 1 to 6, 10 and 11

 

Coding:

The Energy Manager contains a long code. The coding covers the battery capacitance, its manufacturer and serial number.

 

Control element tests:

There are two control element tests. In them, the specified alternator voltage can be preset to 15 V or 13.5 V. Measured value blocks 10 and 11 show the following results:

- Specified alternator voltage

- DF signal

- Communication OK./n.OK between alternator and Energy Manager

- Alternator OK / n.OK

 

Adaption:

In the Energy Manager, in adaption channel 1, the transport mode can be activated.

Adaption channel 2 displays the no-load current shut-off stage. The adaption value is always 99.

 

History data:

The history data includes a large amount of information on the vehicle electrical system (battery voltages, no-load currents, energy balances, etc.).

 

 

The following measured values are displayed:

 

Measured value block 001:

Specified alternator voltage

Battery voltage

DF signal (Dynamic Field, figure as % of alternator excitation)

Load response time (between 0 and 9 seconds, default: 0 seconds)

 

Measured value block 002:

Temperature measurement, busbar

Temperature estimate, battery

Emergency shut-off (see 1)

No-load current shut-off stage (see 2)

 

1) Possible readouts:

Consumer shut-off 0 signifies consumer shut-off not active

Consumer shut-off 1 signifies consumer shut-offactive

Partial consumer shut-off

 

K Note: The consumer shut-off can only be active, or partially active, at >engine on<.

 

2) Possible readouts:

No-load current shut-off stage 0 (=no no-load currentshut-off stage active)

No-load current shut-off stage 1

No-load current shut-off stage 2

No-load current shut-off stage 3

No-load current shut-off stage 4

No-load current shut-off stage 5

No-load current shut-off stage 6

 

Measured value block 003:

Battery condition (in %), corresponding to readout on MMI Car menu

Internal resistance (of battery in mOhm)

Qv (figure in Ah for ageing of battery, max value = 65025 Ah)

Not relevant to Service

 

Measured value block 004:

Current from or into battery (-400A to +100A); positive current = alternator charging battery, negative current = battery delivering current = no battery charging by alternator!)

Mean no-load current (0.01 A ....1.00 A); mean value of all no-load current measurements

Overall energy balance (-10000 Ah to 55025 Ah)

Overall energy throughput (0 Ah to 65025 Ah)

 

Measured value block 005:

Mean no-load current of last standing time (standing time = time at engine off)

Mean total current of last standing time

Duration of last standing time

Duration of last driving time

 

Measured value block 006:

Duration of standing time at increased no-load current (no-load current is increased if current is above 20 mA)

Energy balance of last trip (-120 Ah to 120 Ah)

SOC (State of Charge) of battery

Vacant

 

Measured value block 010:

Specified alternator voltage

DF signal

Alternator/ J644- energy management control unit interface (OK / not OK)

 

Alternator (OK, not OK)

 

 

The Energy Manager stores the so-called history data.

 

The history data can also be read in self-diagnosis using the >Interrogate lifetime data< service.

 

The history data includes a large amount of information on the vehicle electrical system (batteryvoltages, no-load currents, energy balances, etc.). The following items of information are held:

 

Record 1 (01XX): No-load voltage history

Record 2 (02XX): No-load current data (value, duration)

Record 3 (03XX): Data on energy-critical vehicle states (risk of breakdown!)

Record 4 (04XX): Data on the set shut-off stages

Record 5 (05XX): Data on the last 3 batteries fitted

Record 6 (06XX): Energy balances during running times

Record 7 (07XX): Energy balances during standing times

Record 18 (18XX): Data on date/time programming in dash panel insert

Other data records are not relevant to Service.

 

[Josadel]

hace 23 horas, txivory dijo:

Algo de información que he encontrado y puede ayudar

 

 

Functions:

The Energy Manager

- monitors the energy balance of the vehicle

- monitors the SOC (State of Charge) of the battery

- intervenes in the energy balance of a started vehicle (engine on) with dynamic energy management (e.g. short-term disabling of seat heating in event of a negative energy balance).

- intervenes with non-load current management in a stopped vehicle (engine off), e.g. to shut off consumers such as the TV, in order to maintain the starting capability of the vehicle.

 

 

Measured value blocks:

The following measured value blocks contain information: 1 to 6, 10 and 11

 

Coding:

The Energy Manager contains a long code. The coding covers the battery capacitance, its manufacturer and serial number.

 

Control element tests:

There are two control element tests. In them, the specified alternator voltage can be preset to 15 V or 13.5 V. Measured value blocks 10 and 11 show the following results:

- Specified alternator voltage

- DF signal

- Communication OK./n.OK between alternator and Energy Manager

- Alternator OK / n.OK

 

Adaption:

In the Energy Manager, in adaption channel 1, the transport mode can be activated.

Adaption channel 2 displays the no-load current shut-off stage. The adaption value is always 99.

 

History data:

The history data includes a large amount of information on the vehicle electrical system (battery voltages, no-load currents, energy balances, etc.).

 

 

The following measured values are displayed:

 

Measured value block 001:

Specified alternator voltage

Battery voltage

DF signal (Dynamic Field, figure as % of alternator excitation)

Load response time (between 0 and 9 seconds, default: 0 seconds)

 

Measured value block 002:

Temperature measurement, busbar

Temperature estimate, battery

Emergency shut-off (see 1)

No-load current shut-off stage (see 2)

 

1) Possible readouts:

Consumer shut-off 0 signifies consumer shut-off not active

Consumer shut-off 1 signifies consumer shut-offactive

Partial consumer shut-off

 

K Note: The consumer shut-off can only be active, or partially active, at >engine on<.

 

2) Possible readouts:

No-load current shut-off stage 0 (=no no-load currentshut-off stage active)

No-load current shut-off stage 1

No-load current shut-off stage 2

No-load current shut-off stage 3

No-load current shut-off stage 4

No-load current shut-off stage 5

No-load current shut-off stage 6

 

Measured value block 003:

Battery condition (in %), corresponding to readout on MMI Car menu

Internal resistance (of battery in mOhm)

Qv (figure in Ah for ageing of battery, max value = 65025 Ah)

Not relevant to Service

 

Measured value block 004:

Current from or into battery (-400A to +100A); positive current = alternator charging battery, negative current = battery delivering current = no battery charging by alternator!)

Mean no-load current (0.01 A ....1.00 A); mean value of all no-load current measurements

Overall energy balance (-10000 Ah to 55025 Ah)

Overall energy throughput (0 Ah to 65025 Ah)

 

Measured value block 005:

Mean no-load current of last standing time (standing time = time at engine off)

Mean total current of last standing time

Duration of last standing time

Duration of last driving time

 

Measured value block 006:

Duration of standing time at increased no-load current (no-load current is increased if current is above 20 mA)

Energy balance of last trip (-120 Ah to 120 Ah)

SOC (State of Charge) of battery

Vacant

 

Measured value block 010:

Specified alternator voltage

DF signal

Alternator/ J644- energy management control unit interface (OK / not OK)

 

Alternator (OK, not OK)

 

 

The Energy Manager stores the so-called history data.

 

The history data can also be read in self-diagnosis using the >Interrogate lifetime data< service.

 

The history data includes a large amount of information on the vehicle electrical system (batteryvoltages, no-load currents, energy balances, etc.). The following items of information are held:

 

Record 1 (01XX): No-load voltage history

Record 2 (02XX): No-load current data (value, duration)

Record 3 (03XX): Data on energy-critical vehicle states (risk of breakdown!)

Record 4 (04XX): Data on the set shut-off stages

Record 5 (05XX): Data on the last 3 batteries fitted

Record 6 (06XX): Energy balances during running times

Record 7 (07XX): Energy balances during standing times

Record 18 (18XX): Data on date/time programming in dash panel insert

Other data records are not relevant to Service.

 

Valiosa informacion. Voy a traducirla con todo sus detalles. Muchas gracias.

Tengo el presentimiento que el modulo de la bateria, es el causante de los 12,3 v ocasionales. Al quitar y poner la borna - , el chispazo que origina reanima el voltaje.

He descubierto aceite en el conector del modulo de la bateria. Es un misterio como ha llegado el mismo hasta el conector del Esp y Freno de mano. Lo he limpiado bien, pero es seguro que puede haber producido algun desajuste electrico en el modulo. Voy a cambiarlo, antes de hacer gestiones con la garantia de la bateria.

 

[Josadel]

En 24/6/2018 a las 11:29, Josadel dijo:

Valiosa informacion. Voy a traducirla con todo sus detalles. Muchas gracias.

Tengo el presentimiento que el modulo de la bateria, es el causante de los 12,3 v ocasionales. Al quitar y poner la borna - , el chispazo que origina reanima el voltaje.

He descubierto aceite en el conector del modulo de la bateria. Es un misterio como ha llegado el mismo hasta el conector del Esp y Freno de mano. Lo he limpiado bien, pero es seguro que puede haber producido algun desajuste electrico en el modulo. Voy a cambiarlo, antes de hacer gestiones con la garantia de la bateria.

 

No quiero cantar victoria, pero tras cambiarle el modulo de bateria y borrarle todos los errores con Vag Com, no ha vuelto a fallar. 

[Josadel]

En 7/7/2018 a las 13:54, Josadel dijo:

No quiero cantar victoria, pero tras cambiarle el modulo de bateria y borrarle todos los errores con Vag Com, no ha vuelto a fallar. 

La victoria se esfumo. Continua el problema. Antes de llevarlo al taller, voy hacerle mis dos ultimas opciones: cambiarle el rele 373 y buscar una bateria( que me dejen un par de días) de al menos 100am.

Me quedo con la duda de que pasaria si conectara el polo negativo a masa directamente, sin desconectar el modulo de la bateria. 

Cuando ocurre el fallo, no hay continuidad entre la masa del coche y la masa del modulo ( por eso sospeche de el)

[Josadel]

En 23/6/2018 a las 11:31, txivory dijo:

Algo de información que he encontrado y puede ayudar

 

 

Functions:

The Energy Manager

- monitors the energy balance of the vehicle

- monitors the SOC (State of Charge) of the battery

- intervenes in the energy balance of a started vehicle (engine on) with dynamic energy management (e.g. short-term disabling of seat heating in event of a negative energy balance).

- intervenes with non-load current management in a stopped vehicle (engine off), e.g. to shut off consumers such as the TV, in order to maintain the starting capability of the vehicle.

 

 

Measured value blocks:

The following measured value blocks contain information: 1 to 6, 10 and 11

 

Coding:

The Energy Manager contains a long code. The coding covers the battery capacitance, its manufacturer and serial number.

 

Control element tests:

There are two control element tests. In them, the specified alternator voltage can be preset to 15 V or 13.5 V. Measured value blocks 10 and 11 show the following results:

- Specified alternator voltage

- DF signal

- Communication OK./n.OK between alternator and Energy Manager

- Alternator OK / n.OK

 

Adaption:

In the Energy Manager, in adaption channel 1, the transport mode can be activated.

Adaption channel 2 displays the no-load current shut-off stage. The adaption value is always 99.

 

History data:

The history data includes a large amount of information on the vehicle electrical system (battery voltages, no-load currents, energy balances, etc.).

 

 

The following measured values are displayed:

 

Measured value block 001:

Specified alternator voltage

Battery voltage

DF signal (Dynamic Field, figure as % of alternator excitation)

Load response time (between 0 and 9 seconds, default: 0 seconds)

 

Measured value block 002:

Temperature measurement, busbar

Temperature estimate, battery

Emergency shut-off (see 1)

No-load current shut-off stage (see 2)

 

1) Possible readouts:

Consumer shut-off 0 signifies consumer shut-off not active

Consumer shut-off 1 signifies consumer shut-offactive

Partial consumer shut-off

 

K Note: The consumer shut-off can only be active, or partially active, at >engine on<.

 

2) Possible readouts:

No-load current shut-off stage 0 (=no no-load currentshut-off stage active)

No-load current shut-off stage 1

No-load current shut-off stage 2

No-load current shut-off stage 3

No-load current shut-off stage 4

No-load current shut-off stage 5

No-load current shut-off stage 6

 

Measured value block 003:

Battery condition (in %), corresponding to readout on MMI Car menu

Internal resistance (of battery in mOhm)

Qv (figure in Ah for ageing of battery, max value = 65025 Ah)

Not relevant to Service

 

Measured value block 004:

Current from or into battery (-400A to +100A); positive current = alternator charging battery, negative current = battery delivering current = no battery charging by alternator!)

Mean no-load current (0.01 A ....1.00 A); mean value of all no-load current measurements

Overall energy balance (-10000 Ah to 55025 Ah)

Overall energy throughput (0 Ah to 65025 Ah)

 

Measured value block 005:

Mean no-load current of last standing time (standing time = time at engine off)

Mean total current of last standing time

Duration of last standing time

Duration of last driving time

 

Measured value block 006:

Duration of standing time at increased no-load current (no-load current is increased if current is above 20 mA)

Energy balance of last trip (-120 Ah to 120 Ah)

SOC (State of Charge) of battery

Vacant

 

Measured value block 010:

Specified alternator voltage

DF signal

Alternator/ J644- energy management control unit interface (OK / not OK)

 

Alternator (OK, not OK)

 

 

The Energy Manager stores the so-called history data.

 

The history data can also be read in self-diagnosis using the >Interrogate lifetime data< service.

 

The history data includes a large amount of information on the vehicle electrical system (batteryvoltages, no-load currents, energy balances, etc.). The following items of information are held:

 

Record 1 (01XX): No-load voltage history

Record 2 (02XX): No-load current data (value, duration)

Record 3 (03XX): Data on energy-critical vehicle states (risk of breakdown!)

Record 4 (04XX): Data on the set shut-off stages

Record 5 (05XX): Data on the last 3 batteries fitted

Record 6 (06XX): Energy balances during running times

Record 7 (07XX): Energy balances during standing times

Record 18 (18XX): Data on date/time programming in dash panel insert

Other data records are not relevant to Service.

 

Por fin encontre el fallo. Gracias Txivory por tu aporte. El fallo estaba en la bateria y me da la impresion que todos los problemas del inmovilizador, los origina cuando se cambia la bateria.  Si alguna vez habeis enchufado alguna maquina, de consumo superior al dado por un generador, habreis notado que se calienta de forma intensa. Una bateria de menor amperaje y fuerza de arranque pequeña, recalienta las pistas de inmovilizador, provocando falsas soldaduras (es mi opinion). Mi anterior bateria nuevecita, me produjo la avería del inmovilizador y posterior fallo parecido ( insisto que es mi opinion)

Tenia instalada una bateria nueva de 95 amperios y 750 En. Fue bien durante unos meses. Y esta bien  actualmente.

Le instalado una Varta de 110 am y 920 En y problema resuelto.