Electric vehicle service technician. Main position is to diagnose and repair all areas of Tesla electric cars.
Knowledge of high voltage interlock loop and high voltage isolation diagnosis and corrections. Also, able read vehicle logs and determine area and source of any issues concerning Tesla vehicles. Collaborate with engineers to resolve many diagnostic problems.
Other duties include vehicle maintenance, HVAC testing and performance, brake repair, alignment, NVH diagnosis, accurately documenting all work performed. Team lead. Over saw and guided other technicians in service to improve their skills or assist in problem solving.
Weekly meetings with service manager to improve shop efficiency, moral and increase overall quality of repairs. Other duties were maintenance and repair, engine repair, brake repair, tire and alignment service. NVH diagnosis and repair. Electrical diagnosis and repair. Became Certified Toyota Master Technician. Developed diagnosing skills including electrical, HVAC, engine performance and alignment.
Engine repair. Routine maintenance and repair. Please provide a type of job or location to search! Love this resume? Build Your Own Now.
Professional Summary. Continuously learning and growing. Consistently producing quality work. Work History. Lube, oil, filter service. Light engine repair and trouble shooting.
Routine maintenance. Follow repairs using repair manuals and electrical diagrams. Resume Overview. School Attended Skyline College. Job Titles Held: Service Technician. Degrees No degree earned : automotive brakes, air conditioning, electrical. Create a job alert for [job role title] at [location]. Similar Resumes. View All.My MS 85 lost power and shut down in both different times while driving and supercharging. It happened twice in about a month. Both times the vehicle was not drivable and had to be towed to two different service centers.
I've had this vehicle for 5 years and never experience anything like this. I took it for service both times and there was no resolution to the issue.
While I comply with the service advisor's recommendations I'm also asking for any advice here. The first incident happened on when I was driving then several alerts appeared on the dash. The vehicle had to be towed to the Burlingame, CA. The vehicle was in service for 1 week.
I was told by the advisor the most likely cause was a change in voltage going through High Voltage Interlock Loop HVIL but since the technician wasn't able to reproduce the problem they can't repair it. I was advised to keep it running and drive straight to the nearest SC next time it happens and take pictures. Several weeks later the second incident happened on when I was supercharging.
A single message appeared: "Power reduced: Vehicle system shutting down. SC this time. Two weeks and three days today, I got a call from the service advisor and daily updates with similar feedback from the last time.
I was told the technicians couldn't reproduce the problem and no repairs were made other than tightening a single loose electrical cable. The third incident happened on SC again. Received a call from SC and said similar issue as stated previously: "Manipulated the high voltage junction box HVJB lid, and no more change in voltage.
Cannot find the main problem because technician couldn't reproduce the issue. She can't really say if there's damage to the part but a preventative corrective action whatever that means What if HVIL continues to fail after her suggestion? Do I get any type of service credit? It's so frustrating! Has anyone experienced any HVIL failure before?Combustion is The New Cartographer's guide to the present and future of the auto industry.
We provide insight via our email newsletter to executives, investors, and decision-makers on where technology, policy, and the market are headed next. Eventually a tow truck came to haul the stricken vehicle to a Tesla service shop, where the company replaced its drive unit for the third time. This was a big deal. There was also a grim point of comparison: the GM ignition switch scandal that was just starting to explode into the mainstream media had involved a defect that produced a similar sudden loss of vehicle power.
We also -- I think this may be ending up being counterproductive, but the service team was ultra proactive with the Edmunds car. So they would -- they were doing their best to make Edmunds happy, and I think unfortunately that resulted in them changing things up, just on the off-chance something might go wrong. So that drive unit issue that I mentioned earlier were, the drive units [were] replaced even though it wasn't a drive unit problem, that happened with them twice.
So, unfortunate sort of case, but I don't think it's broadly correct. Though apparent drive unit failures continued to be reported, including several instances of cars suddenly losing power as the Edmunds car had, the whole issue steadily receded from public attention. Then, in January ofa Model S owned by a French taxi driver lost power while accelerating on a highway.
The car threw the same error messages as the Edmunds car had before coming to a stop on the side of the road. The Model S taxi was also towed to a Tesla repair shop, but there its story diverges from the Edmunds story.
We have been notified this vehicle has been remotely diagnosed that the Power Switch and Power Supply would benefit from the latest generation components. This use of what appeared to be boilerplate language surprised the taxi driver.
The taxi driver became suspicious. It turned out that a number of Tesla owners had reported remarkably similar incidents in online forums, and that the failure of high voltage contactors was a fairly well-known issue.
Another owner, posting on the official Tesla. Variations of this message have been reported by Tesla owners around the world. An owner in Washington State reports receiving the following email:.
The technicians will evaluate your high-voltage system and determine whether it would benefit from having the latest generation power switches installed. If they determine that it would, we will perform the installation.
Over a dozen owners from around the world also report being contacted by Tesla and told that they would benefit from a contactor update. One owner recounts such a phone conversation:.
If Tesla ever admitted, in any form of customer communication, that a contactor failure could result in danger to the driver or other motorists it would be required by law to issue a recall on the part. Rather than report and recall the contactors as a safety-related defect, Tesla issued a technical service bulletin TSB. It is unclear when exactly the original TSB was issued, but the first revision was issued in May of and a second revision was issued in June of TSBs are only an accepted alternative to a recall by NHTSA if the defect it repairs is not safety related, and Tesla was careful to avoid giving the safety regulator any hint of a risk to drivers.Tesla Model X First Responders Training Advanced Extrication
Concealing the potential for a defect to cause a vehicle stall is well outside the norms of US auto safety reporting. NHTSA has considered such a fundamental loss of performance to have intrinsic safety implications since the s and between andsome 91 recalls were carried out to address defects that caused stalling. Mercedes recalled its electric B Class in for a problem involving an incorrect signal regarding the status of the high voltage contactor in its Tesla-sourced drivetrain, which could cause the vehicle to lose power.
The problem was solved with a firmware update, but Mercedes still went through the recall process that Tesla has strenuously avoided. In Toyota recalled its own Tesla-powered electric vehicle, the RAV-4 EVfor a software issue that caused the vehicle to unexpectedly shift into neutral. Why would Tesla not recall vehicles for sudden power loss, when there was no shortage of owner reports of the phenomenon and when both of the automakers who used its drivetrains did?My MS 85 lost power and shut down in both different times while driving and supercharging.
It happened twice in about a month.
Both times the vehicle was not drivable and had to be towed to two different service centers. I've had this vehicle for 5 years and never experience anything like this. I took it for service both times and there was no resolution to the issue. While I comply with the service advisor's recommendations I'm also asking for any advice here. The first incident happened on when I was driving then several alerts appeared on the dash.
The vehicle had to be towed to the Burlingame, CA. The vehicle was in service for 1 week. I was told by the advisor the most likely cause was a change in voltage going through High Voltage Interlock Loop HVILP but since the technician wasn't able to reproduce the problem they can't repair it. I was advised to keep it running and drive straight to the nearest SC next time it happens and take pictures.
Several weeks later the second incident happened on when I was supercharging. A single message appeared: "Power reduced: Vehicle system shutting down. SC this time. Two weeks and three days today, I got a call from the service advisor and daily updates with similar feedback from the last time. I was told the technicians couldn't reproduce the problem and no repairs were made other than tightening a single loose electrical cable.
I saw the same symptoms about six weeks ago on my P85 Model S. The same warning sign followed by a complete loss of power, even though the battery had plenty of charge. I had it towed to Sunnyvale Tesla where they determined that liquid had entered the drive system. The drive unit was replaced under warranty.Effective date : Year of fee payment : 4.
The low-voltage source provides a low-voltage power that is less than the HV power. The HVIL switch is in communication with the low-voltage source. The HVIL switch includes a reed relay and a magnetic element.
The magnetic element is selectively positioned within an actuation distance from the reed relay. The HVIL switch is in a closed circuit condition when the magnetic element is positioned within the actuation distance from the reed relay, and is in an open circuit condition when the magnetic element is positioned outside of the actuation distance from the reed relay. The at least one control module is in communication with and monitors the HVIL switch. Hybrid vehicles, plug-in hybrid vehicles, and electric vehicles may be supplied with a high-voltage power supply such as, for example, a rechargeable battery pack.
An HVIL switch may be energized by relatively low-voltage power, and is provided to generally protect against unintentional access to the HV component.
Specifically, if the HVIL switch experiences any change in electrical characteristics indicating potential access to the HV component e. The HVIL switch may include electromechanical contacts that are used to indicate potential access to the HV component e.
With Misleading Messages And Customer NDAs, Tesla Performs Stealth Recall
In order to gain access to the HV component during service, the housing will need to be opened. Opening the housing may make the electromechanical contacts susceptible to dirt, corrosion, or pollutants. Moreover, the electromechanical contacts may also be susceptible to tampering. Accordingly, it is desirable to provide an HVIL switch that has increased durability and reliability, and also has an increased resistance to tampering. The control module sends a signal to deactivate supply of HV power if the open circuit condition is detected.
The above features and advantages and other features and advantages of the invention are readily apparent from the following detailed description of the invention when taken in connection with the accompanying drawings.
Other features, advantages and details appear, by way of example only, in the following detailed description of embodiments, the detailed description referring to the drawings in which:. The following description is merely exemplary in nature and is not intended to limit the present disclosure, its application or uses. Referring now to FIG.This application claims the benefit of the filing date of U.
Provisional Patent Application Ser. The present invention relates generally to electrical systems and, more particularly, to an electrical interface interlock. In a conventional high voltage HV electrical interface, accidental exposure to the high voltage lines, for example by assembly or service personnel, is prevented through the use of an interface lid switch that detects the presence of the interface cover.
If the interface cover is not in place and the interface module is open, the lid switch prevents power from being applied to the HV circuit. Unfortunately if the HV cables have not been installed, but the interface cover is in place, the lid switch will allow power to be applied to the HV circuit, resulting in an unsafe condition to exist due to the uninstalled and exposed HV cables. Accordingly, what is needed is a HV electrical interface that prevents the occurrence of such a condition.
The present invention provides such an interface. A high voltage HV interface module is provided that includes at least one, and preferably two, HV interconnects that are used to electrically connect at least one, and preferably two, HV lines to at least one, and preferably two, HV outputs. The HV interface module also includes an assembly of levers within the module's housing that detect whether or not the HV lines are coupled to the interface housing.
If the HV lines are not in place, the lever or levers comprising the lever assembly prevent the housing cover from being fully installed onto the housing assembly, thereby preventing the HV interlock loop switch from being closed.
CROSS-REFERENCE TO RELATED APPLICATION
As a result, when the HV lines are not in place, the HV interlock loop switch prevents power from being applied to the HV circuit.
If, however, the HV lines are properly positioned within the interface housing, the levers of the lever assembly automatically retract, thus allowing the interface cover to be fully installed onto the interface housing. In this state, the interface cover closes the HV interlock loop switch, thus closing the HV interlock loop and allowing power to be applied to the HV circuit.
A further understanding of the nature and advantages of the present invention may be realized by reference to the remaining portions of the specification and the drawings. The high voltage HV interface housing described and shown herein includes an assembly of levers within the housing that detect whether or not the HV lines are properly positioned within the interface housing.
If the HV lines are not in place, the lever assembly prevents the interface cover from being attached and fully installed onto the interface housing, thereby preventing the HV interlock loop switch from being depressed and closing the switch. If, however, the HV lines are properly positioned within the interface housing, the levers of the lever assembly automatically retract, thus allowing the interface cover to be properly positioned and fully installed onto the interface housing.
In this state, the interface cover depresses and closes the HV interlock loop switch, thus closing the HV interlock loop and allowing power to be applied to the HV circuit. In these views module is not shown attached to a device, nor is the module shown with connected wires or a wiring harness.
It will be appreciated that the lever assembly and interlock system described in detail herein may be embodied in other housing configurations without departing from the essential design characteristics of the invention.
Service Technician Resume Example
In FIGS. Note that the gap between the cover and housing assemblies is not clearly evident in the views provided by FIGS. As described in detail below, an internally mounted lever assembly prevents full installation of the cover assembly onto the housing if the HV cables are not present.High voltage vehicle safety is a primary concern for every technician or engineer involved in developing, diagnosing or repairing hybrid or electric vehicles.
This course provides participants with fundamental technical and safety information on high voltage personal protective equipment PPE such as how to test high voltage gloves, when and where to send high voltage gloves for periodic testing, and how to safely use test equipment for measuring high voltage components in live and disabled high voltage systems. This course will benefit vehicle electrification engineers involved in the design or development of high voltage systems as well as lab and vehicle technicians beginner to intermediate level who perform systems diagnostics as well as vehicle proto builds.
This course will also benefit automotive technicians with an automotive certificate, A. This course would assist all disciplines and personnel working with automotive high voltage systems found in vehicle electrification in understanding how high voltage vehicle safety systems operate, and how to use safe practices and the necessary equipment to analyze, test, and repair them.
This course applies to every OEM or product with high voltage electrification systems. This type of training may be required by OEMs and Tier 1 and 2 suppliers who are interfacing with high voltage systems. Automotive aftermarket service businesses who have employees servicing products with electrification systems would also benefit from attending.
A fundamental knowledge of electrical and electronics background is required. And, a basic knowledge of vehicle electrification high voltage system is recommended but not required. Mark began his automotive career as a technician at both dealership and aftermarket facilities. He has patents and trade secret designs in vehicle electrification testing, testing equipment, and diagnostic systems. If paying by a credit card, click the Register button above.
If paying by any other method or for general inquiries, please contact SAE Customer Service outside the U. Duration: 1 Day November 16, a.
Browse Learn C Mark Quarto Dr. Printable Description. Corporate Learning Solutions Private training your team needs — delivered to your location.