Just thought I'd call this one up, didn't see it mentioned yet. The lock isn't *exactly* mission critical because every CCS plug - just like J1772 AC - has a switch in the handle that signals to the car and EVSE that it's been pressed (in the process of unlatching) and the car and EVSE both monitor it and react instantly. The Tesla-side lock is still active (holds the plug in the car), so it can't simply be pulled out - it has to be pressed to unlatch, then remove from the adapter still locked to the car. In that tiny fraction of time, many hundreds of thousands of CPU cycles on both sides pass, and they can react and de-energize that quickly.
That said, it's only a secondary safety mechanism, but given the relative flimsiness of the long latch lever in the handle, many charging sessions (on CCS vehicles) already end this way as it is (even if the handle can't be removed due to the lock). People don't bother/notice the stop button on the EVSE, so they try the handle first, often with excessive (frustrated/dumb) force, and that stops the session and unlocks the handle.
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The Tesla adapter appears to have a passive lever that extends to the body of the charging port, and when inserted, it pushes the lock into the mechanism just by virtue of being inserted. Clever. Pretty simple if the EVhub guys decide to add that as well - would be smart if they did.
I'm still left wondering why they even decided to stump/fake the proximity pin in the first place with the flawed adapter design. My first thought would be to simply pass the pins all through - so why would they mess with faking a pin with a resistor at all? Ah well.
Really hope Tesla comes out with that adapter soon, already. I've got an incompatible ECU in my Model 3 and an attempt to upgrade to a Gen4 failed, but I'm scheduled to shovel more money at the problem with a service visit next week. Tesla swears up and down that the Gen4 ECU should be a drop-in compatible replacement and the service visit is mostly to figure out why it didn't "take" (throws faults after reflashing with an update). Fingers crossed I can then be ready for the passive adapter!
Lastly, of course this adapter can't be used for both AC and DC charging, because the Tesla plug shares pins for AC and DC charging. The AC pins in the adapter have to go nowhere, thus, because CCS has them separated out - can't guarantee that every DC station won't have AC pins as well that'd be fed DC voltage when connected. Big no-no (though unlikely) - but more importantly, the DC pins would be exposed AC during AC charging. Even bigger no-no. So, we'll always have 2 adapters. No biggie, but it does mean the CCS adapter will likely never be included/will never replace the J1772 AC adapter plug.
