Renault Zoe Mk1 (2012-2019) - Basic Hardware Overview
Posted: Sun Jan 07, 2024 3:12 am
Thanks to @bigpie Jamie for setting up this Renault section.
I have loads of stuff dotted around relating to the Mk1 Zoe. I own a 2018 41kWh Zoe R110, which I've done a lot of digging and prodding with. If anyone would like any particular logs, any photos, diagrams, measurements, information etc about Zoe components - please get in touch. My plan is to get all the knowledge gained documented on here and my Zoe website (work in progress). My interest is mainly in keeping these cars alive in some form, I've previously had a career as a mechanic, and now my hobby is electronics and programming and EV's!.
My car has done over 140,000 Miles and I've done all the work maintaining it (with the exception of the first warranty motor replacement - bearings). I've since replaced the motor bearings myself, so have photos and details of how to strip the motor etc. Everything takes me ages as i need to know "why" and "how". Yes I'm autistic and have ADHD - a bad combination for me as lots of info goes in and retrieving it isn't always successful. I will write up wiki pages once info is noted/in a form that can be transferred. If anyone disagrees with anything below - let me know and I'll edit it. I aim to make a few posts about different hardware items as soon as I can - hopefully with references to back up details.
Overview of the Mk1 Zoe's Hardware
The Zoe was sold in huge numbers, and I'm sure that its hardware (beyond just the battery) could be useful for many conversions, especially those on a budget given that the early Zoe's are now over 10years old making used parts readily available.
22kW or 43kW AC Charging built in!
For anyone who doesn't know, the Mk1 Zoe (late 2012 - 2019) came with either 22kW or 43kW AC charging only, depending on the motor ordered/ model year. This setup, named as the "Chameleon Charger" by Renault utilises the stator windings in the motor as inductors for the DC-DC boost circuit of the onboard charger. It will function from around 6-7amp pilot on Single or Three Phase up to 32amp(or 63amp if the quick charge motor was fitted) and anywhere inbetween. Efficiency is not great at low charge power (below 10amp hopeless, better at 7kW, best at 22kW+), however given the flexibility for a car designed at that time and the relatively low price point it really wouldn't be a bad choice if a 66kW or 80kW motor was sufficient for a project. Add DC charging and it's super flexible. I aim to reverse engineer the control of the Power Electronics Block, hopefully allowing easy integration. So far from CAN logs it looks promising and definitely possible.
66kW or 80kW Motor
The Zoe Motor has a couple of variants, but essentially they are all an Externally Excited (Brushed Rotor) Synchronous AC Motor with position sensor. People often make noises when i say brushed as they instantly think of their antique drill which needs brushes replacing every regularly, however when I replaced my motor bearings recently, the brushes had at least another 100k miles left on them according to my worst-case measurements, and the slip rings were like new (after around 80k on this motor). The quick charge motor is water cooled, the standard motor is air cooled with an electric blower motor.
FWD ICE Engine Footprint - All in One Design
Everything required for Charging and Driving (inc 12v DC-DC but excluding EVC control unit) is housed in the Power Electronics Block (aka PECM / PEB) which is bolted to and forms part of the motor unit. This roughly resembles the size and shape of a petrol engine and gearbox. Only a handful of low voltage connectors, a 12v Battery feed and one high voltage plug is needed as the HV junction box is inside the PECM casing and the AirCon compressor (mounted on top of the motor) plugs in here too. There is a coolant circuit around the PECM, with two heater-hose sized connections. A simple reservoir, PWM controlled pump and radiator complete the circuit on the aircooled motor, the motor is also in the circuit for the quick charge version. The charging port plugs into the PECM too. Motor mounts appear to closely resemble that of an ICE car with one either end onto chassis leg, then a "dog-bone" stabiliser at lower centre going backwards to subframe. Despite being monobloc in appearance, there are multiple components within and so repair / replacement is possible once inside the case.
Technically Impossible to go Back to The Future
The reduction gearbox is as you'd expect and driveshaft output position is very similar, to a FWD ICE gearbox. Geared for 87mph at Max motor speed. Mk1 Zoe has a mechanical PRND gear selector, with mechanical park mechanism. Gear lever position sensor is on the gearbox, so could easily be adapted to a button style selector.
Heatpump as standard for cabin Heating & Cooling
The Zoe also has a heatpump configured for cabin air heat/cool as standard, as well as 12v PTC cabin heater which functions when under 5c and as required to boost output.
22kWh or 41kWh Battery with Air-Conditioned air cooling
The Zoe battery is air cooled with a blower recirculating air around the pack, and a dedicated air-con Evaporator. Oddly the battery air-con circuit doesn't function in heat mode (unlike the cabin), but the later cars with 41kWh packs has 12v PTC heating of the battery pack. Cold climate market vehicles have HV PTC heating of the battery and cabin IIRC. My 2018 41kWh pack with 140,000miles on (at least a couple of thousand of those whilst towing up to 750kg) and more consideration for "cheap charging" over maintaining optimal SOC still has 83% SOH and I get upto 150 Summer miles still. This shows Leaf packs up I think
The biggest weak point IMO on the Zoe motor is the rotor bearings. They're a relatively common and thus cheap bearing, so other than a bit of labour and under £15 each (a circlip and o ring groove do need machining into the outer race) they aren't bad to replace at all if the motor is out, and should have several years service life.
The mk1 Zoe features de-coupled (with hydraulic failback link in case of malfunction) brakes, which aimed at seamlessly blending upto 43kW of regenerative braking with the hydraulic service brakes. It does have foot-off regen at a level similar to an ICE engine braking. I guess it was meant to drive like an ICE. I will post about the brakes too, as it's kind of interesting, they work very well - although wet weather makes the blending less seamless, and the handover to purely hydraulic upon wheel slip - despite being fast - can trigger mild panic until you're used to it.
Other than that it's a boring basic Renault Clio in most ways. I feel the mk1 Zoe is basic enough to be good without complexity, and when I bought it that appealed to me - I just wanted an EV without excessive cost and gadgets to go wrong.
Feel free to tell me to shut up
Sophie
I have loads of stuff dotted around relating to the Mk1 Zoe. I own a 2018 41kWh Zoe R110, which I've done a lot of digging and prodding with. If anyone would like any particular logs, any photos, diagrams, measurements, information etc about Zoe components - please get in touch. My plan is to get all the knowledge gained documented on here and my Zoe website (work in progress). My interest is mainly in keeping these cars alive in some form, I've previously had a career as a mechanic, and now my hobby is electronics and programming and EV's!.
My car has done over 140,000 Miles and I've done all the work maintaining it (with the exception of the first warranty motor replacement - bearings). I've since replaced the motor bearings myself, so have photos and details of how to strip the motor etc. Everything takes me ages as i need to know "why" and "how". Yes I'm autistic and have ADHD - a bad combination for me as lots of info goes in and retrieving it isn't always successful. I will write up wiki pages once info is noted/in a form that can be transferred. If anyone disagrees with anything below - let me know and I'll edit it. I aim to make a few posts about different hardware items as soon as I can - hopefully with references to back up details.
Overview of the Mk1 Zoe's Hardware
The Zoe was sold in huge numbers, and I'm sure that its hardware (beyond just the battery) could be useful for many conversions, especially those on a budget given that the early Zoe's are now over 10years old making used parts readily available.
22kW or 43kW AC Charging built in!
For anyone who doesn't know, the Mk1 Zoe (late 2012 - 2019) came with either 22kW or 43kW AC charging only, depending on the motor ordered/ model year. This setup, named as the "Chameleon Charger" by Renault utilises the stator windings in the motor as inductors for the DC-DC boost circuit of the onboard charger. It will function from around 6-7amp pilot on Single or Three Phase up to 32amp(or 63amp if the quick charge motor was fitted) and anywhere inbetween. Efficiency is not great at low charge power (below 10amp hopeless, better at 7kW, best at 22kW+), however given the flexibility for a car designed at that time and the relatively low price point it really wouldn't be a bad choice if a 66kW or 80kW motor was sufficient for a project. Add DC charging and it's super flexible. I aim to reverse engineer the control of the Power Electronics Block, hopefully allowing easy integration. So far from CAN logs it looks promising and definitely possible.
66kW or 80kW Motor
The Zoe Motor has a couple of variants, but essentially they are all an Externally Excited (Brushed Rotor) Synchronous AC Motor with position sensor. People often make noises when i say brushed as they instantly think of their antique drill which needs brushes replacing every regularly, however when I replaced my motor bearings recently, the brushes had at least another 100k miles left on them according to my worst-case measurements, and the slip rings were like new (after around 80k on this motor). The quick charge motor is water cooled, the standard motor is air cooled with an electric blower motor.
FWD ICE Engine Footprint - All in One Design
Everything required for Charging and Driving (inc 12v DC-DC but excluding EVC control unit) is housed in the Power Electronics Block (aka PECM / PEB) which is bolted to and forms part of the motor unit. This roughly resembles the size and shape of a petrol engine and gearbox. Only a handful of low voltage connectors, a 12v Battery feed and one high voltage plug is needed as the HV junction box is inside the PECM casing and the AirCon compressor (mounted on top of the motor) plugs in here too. There is a coolant circuit around the PECM, with two heater-hose sized connections. A simple reservoir, PWM controlled pump and radiator complete the circuit on the aircooled motor, the motor is also in the circuit for the quick charge version. The charging port plugs into the PECM too. Motor mounts appear to closely resemble that of an ICE car with one either end onto chassis leg, then a "dog-bone" stabiliser at lower centre going backwards to subframe. Despite being monobloc in appearance, there are multiple components within and so repair / replacement is possible once inside the case.
Technically Impossible to go Back to The Future
The reduction gearbox is as you'd expect and driveshaft output position is very similar, to a FWD ICE gearbox. Geared for 87mph at Max motor speed. Mk1 Zoe has a mechanical PRND gear selector, with mechanical park mechanism. Gear lever position sensor is on the gearbox, so could easily be adapted to a button style selector.
Heatpump as standard for cabin Heating & Cooling
The Zoe also has a heatpump configured for cabin air heat/cool as standard, as well as 12v PTC cabin heater which functions when under 5c and as required to boost output.
22kWh or 41kWh Battery with Air-Conditioned air cooling
The Zoe battery is air cooled with a blower recirculating air around the pack, and a dedicated air-con Evaporator. Oddly the battery air-con circuit doesn't function in heat mode (unlike the cabin), but the later cars with 41kWh packs has 12v PTC heating of the battery pack. Cold climate market vehicles have HV PTC heating of the battery and cabin IIRC. My 2018 41kWh pack with 140,000miles on (at least a couple of thousand of those whilst towing up to 750kg) and more consideration for "cheap charging" over maintaining optimal SOC still has 83% SOH and I get upto 150 Summer miles still. This shows Leaf packs up I think
The biggest weak point IMO on the Zoe motor is the rotor bearings. They're a relatively common and thus cheap bearing, so other than a bit of labour and under £15 each (a circlip and o ring groove do need machining into the outer race) they aren't bad to replace at all if the motor is out, and should have several years service life.
The mk1 Zoe features de-coupled (with hydraulic failback link in case of malfunction) brakes, which aimed at seamlessly blending upto 43kW of regenerative braking with the hydraulic service brakes. It does have foot-off regen at a level similar to an ICE engine braking. I guess it was meant to drive like an ICE. I will post about the brakes too, as it's kind of interesting, they work very well - although wet weather makes the blending less seamless, and the handover to purely hydraulic upon wheel slip - despite being fast - can trigger mild panic until you're used to it.
Other than that it's a boring basic Renault Clio in most ways. I feel the mk1 Zoe is basic enough to be good without complexity, and when I bought it that appealed to me - I just wanted an EV without excessive cost and gadgets to go wrong.
Feel free to tell me to shut up
Sophie
