How often does the VIN appear on CAN3 ... perhaps once a minute?
In my TDC to OBD adapter for the ELM-type OBD dongle that TM-Spy uses,
I take ground and power from TDC pins 9 and 10, to OBD pins 4-5 and 16.
The CAN3 H, L come from TDC 1 and 6, and connect to OBD pins 6 and 14.
The wired female 16-wire molded OBD connectors that I ordered should
be here next week, and then I should be able to try TM-Spy Beta on my car,
and log multiple CAN buses simultaneously.
For logging systems like mine (that worked with the LEAF), I will probably connect:
CAN6 to the LEAF's EV-CAN pins, and
CAN2 to the LEAF's AV-CAN pins.
Then, connect CAN4 to OBD pins 1 and 9 ... unless others have better suggestions.
Do we know for sure which CAN bus is on pins 1 and 9 of the Tesla OBD connector?
Thanks, Gary
Gary,
I realize that you are probably trying to reuse existing hardware but the size of an OBD-II connector compared to the TDC is enormous, think it might be more worthwhile to interface directly with that, even if requires some soldering, it would be pretty easy to desolder the male OBD on the Leaf Spy and in the same through holes solder wires leading to a male TDC, no funky adaptors or long cabling required, you might even be able to tuck it into the back of the cubby. Tesla's CAN bus structure is significantly different than the leaf with much more interconnection of the various systems through gateways (unlike the leafs EV bus and AV bus). The real high value targets are CAN3 Powertrain (battery, drive unit and chargers) CAN6 Chassis (TC/ESC, body control module, ABS, EPB, TPMS) and finally CAN2 Body (lights, locks, windows, sunroof, radio etc). CAN4 is a fault tolerant module for the seat modules, PTC heater, and RCCM not much interesting going on there for most peoples purposes.
As for what pins are brought out to the OBDII port. To make a long story short the only thing available that we would care about is 12V and GND plus the CAN6 chassis bus, not of interest for our particular application.
More details:
1 = CAN6+
P4 = GND
P5 = GND
P6 = CAN1+
P7 = K/Ser line
P9 = CAN6-
P14 = CAN1-
P16 = Battery Voltage (nom 13V)
CAN1 is a special bus that connects directly to the center console stack and nothing else, what it's used for is anyones best guess at the moment (diagnostics or firmware loading?). The K/Ser line connects directly to the RCCM (remote climate control module) and is (I'm guessing) some kind of LIN interface, the TDC under the center console taps off this line and connects to P3 of the diag connector.
Also the VIN is on ID 0x508, not sure what the rate is though.
- - - Updated - - -
For a while now, we've been making DIAG connectors for OVMS on the Tesla Roadster. I notice that some guys here are using those in Model S now (even though only 1 CAN bus is wired).
I'm considering getting some fully wired connectors made for my own use. The same as the existing OVMS cable (
https://www.fasttech.com/products/0/10000001/1000400-ovms-data-cable-for-tesla-roadster-1-x-2-x), with the same DIAG plug, but with all 12 pins cabled. Perhaps 1m (3feet) of open ended cable on the end. Something easy to solder on to a DB9 (or whatever is required).
Would that be something useful to the community here? If so, I can easily get them to make up a batch. Is 1m cable enough? Cut and pre-tinned for soldering useful? Any other suggestions?
Mark,
I don't know if it would be a better solution (it has worked for my needs reverse engineering) is a TDC to ethernet cable, with that I can go into a standard Ethernet to DE9 adaptor and then connect the DE9 cable to things like the CANtact or Kvaser Leaf Light (the reason I built it), it is a little bulkier but it enables the swapping of different buses just by changing out the Eth-TDC cable and keeping the same interface on the DE9 end, meaning I can have any bus without re-wiring on my logger.
Probably too bulky for stashing under the console but food for thought, I'll try and get some pictures uploaded later.
