Whhhhaaaaaaat? That's crazy talk. I would never do such a thing.... what would give you that idea?
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Whhhhaaaaaaat? That's crazy talk. I would never do such a thing.... what would give you that idea?
Whhhhaaaaaaat? That's crazy talk. I would never do such a thing.... what would give you that idea?
*whistles innocently*
...just a little it of advice... Make sure to use a battery to draw from... The demand charges for your own SC will be a tad "uneconomical".
Got that covered already
Tesla happens to make a device that does such a thing. They also work in parallel, which is a plus.
... pay no attention to the device on my bench. Certainly it wouldn't be one of these.............. no, of course not.
Otmar
EV Modder
If you mean D10, it seems to have a dot on the right which could indicate the cathode.
Does CHAdeMO require precharge on the car before activation? This circuit could be charging up the CHAdeMO side of the adaptor for "precharge". Maybe this is the "Flyback Voltage" value that is in the tech basic screen.
I gotta get caught up on your solar system thread and bench hacking thread, but...
Let's see, 8 (?) Outback radians gives 64kW of 240VAC w/out any utility involvement...
So does that mean that the charger CAN bus has been reverse engineered? I'm curious how programmable the chargers are. I have a project idea where charging ~150-200VDC pack at 10kW would be useful.
Let's see, 8 (?) Outback radians gives 64kW of 240VAC w/out any utility involvement...
So does that mean that the charger CAN bus has been reverse engineered? I'm curious how programmable the chargers are. I have a project idea where charging ~150-200VDC pack at 10kW would be useful.
garygid
Member
As I mentioned in the "hacking" thread, we have logged the Chademo charging CAN bus
(while charging a LEAF) and apparently understood the Quick Charge (QC) "mating dance"
well enough to construct a Mini-QC charger, of appromimately 10 kW.
We have also logged the pseudo-CAN (Pilot Line) while Supercharging,
to better understand the SpC charging process. It has been suggested
in the hacking thread that the SpC CAN messages appear in the CAN3
data stream, perhaps sent by the on-board AC 10 kW Charger to/from
the Battery Management Module. The Pilot line is single sided, not
a CAN pair, and runs at 33.3 kHz instead of the CAN3's 500 kHz.
Presumably the Master Charger just makes that Pilot/CAN3 translation,
since it already has both the Pilot and the CAN3 I/O ports, but does
not actually participate in the SpC control logic.
Without any formal documentation, we have had to guess at the
meaning of some/much of the SpC data, but we do see the VIN
go from the car to the SpC. It appears that the car might specify
a maximum current, which tapers off after the battery is about
one third full. Apparently the SpC is free to deliver less than
that "max" current, to implement two-stall (A/B) SpC sharing.
With the QC process, it appears that the car (after the mating ritual)
requests a specific charging current, which the QC is expected to
follow, within some fairly narrow limits. To quit charging normally,
the car requests zero current.
We can share findings, and our guesses, if you are interested, or we
can try to check your discoveries against ours, if you prefer.
We are interested in expanding the group's knowledge through
responsible investigators.
More Later ... Tomorrow AM our EV Gathering group gets to see ...
a real live Model X.
Cheers, Gary
(while charging a LEAF) and apparently understood the Quick Charge (QC) "mating dance"
well enough to construct a Mini-QC charger, of appromimately 10 kW.
We have also logged the pseudo-CAN (Pilot Line) while Supercharging,
to better understand the SpC charging process. It has been suggested
in the hacking thread that the SpC CAN messages appear in the CAN3
data stream, perhaps sent by the on-board AC 10 kW Charger to/from
the Battery Management Module. The Pilot line is single sided, not
a CAN pair, and runs at 33.3 kHz instead of the CAN3's 500 kHz.
Presumably the Master Charger just makes that Pilot/CAN3 translation,
since it already has both the Pilot and the CAN3 I/O ports, but does
not actually participate in the SpC control logic.
Without any formal documentation, we have had to guess at the
meaning of some/much of the SpC data, but we do see the VIN
go from the car to the SpC. It appears that the car might specify
a maximum current, which tapers off after the battery is about
one third full. Apparently the SpC is free to deliver less than
that "max" current, to implement two-stall (A/B) SpC sharing.
With the QC process, it appears that the car (after the mating ritual)
requests a specific charging current, which the QC is expected to
follow, within some fairly narrow limits. To quit charging normally,
the car requests zero current.
We can share findings, and our guesses, if you are interested, or we
can try to check your discoveries against ours, if you prefer.
We are interested in expanding the group's knowledge through
responsible investigators.
More Later ... Tomorrow AM our EV Gathering group gets to see ...
a real live Model X.
Cheers, Gary
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TheBlackKnight
Member
Well, I have it on good authority that somebody has published an open source implementation of CHAdeMO on the car side:
collin80/JLD505 at debug · GitHub
So, figuring out CHAdeMO won't be a problem. There is already the above open source car side and soon I'll be making an open source charger side as well. How that relates to the super charger, I'm not entirely sure. I haven't personally seen a capture of the super charger traffic between a Model S and the pedestal.
... pay no attention to the device on my bench. Certainly it wouldn't be one of these.............. no, of course not.
i wonder if later models have a revised rear HVJB? Never seen the insides of one...
edit:
i guess if you blow a fuse, F1 or F2, then the adapter is useless.
Looks like a major revision to the hvjb internals, now we know.
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SherSlick
Member
The car has to give it some power, the button on Tesla end works when just it is attached to the car.
whitex
Well-Known Member
wk057, given this and other projects of yours, have you considered whether you could build a "supercharger extension"? a 10ft extension so that folks could still charge, even at a reduced rate, at ICE'ed superchargers by just parking in front of the ICE?
I think I discussed this in another thread.
Aside from needing to be crazy big and heavy to be safe, it just wouldn't be safe regardless. Plus the only way to reduce charge speed at the SC would be to intercept and rewrite the data messages on the pilot line... which would need a powered controller.
Yeah, but the warranty is void on that one, as you broke the magic tape. Now it's useless! Interesting they still use the old logo on the tape.... pay no attention to the device on my bench. Certainly it wouldn't be one of these.............. no, of course not.
theslimshadyist
Active Member
If they continue to build out the SC network at a fast pace, we won't really need this adapter, no?
Slightly off-topic, but:
If they double the density of the 2016 supercharger map, or double the battery capacity, sure. Otherwise imagine that in the hardest conditions like cold and snowing, you can't exit a ~70 mile radius of a supercharger without planning charging, because you won't make it back. That figure is with 1 hour+ waits to range charge. If you only charge to 90% then it's only 60 miles.
Well, except if say... someone were to prostitute one in to a DC fast-charge system for their home. Not that anyone would do that, because you'd probably need a battery bank of some size to do make that work. :wink:
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