gizmonty
Member
Your welcome at Camberwell but I am sure that there is someone closer.
I'd be happy to help you out in Hawthorn but I'm away myself.
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Your welcome at Camberwell but I am sure that there is someone closer.
Tks Giz. Rgds, JohnI'd be happy to help you out in Hawthorn but I'm away myself.
Yes it works as you describe but there are resistors at both ends of the cable. In addition to what you describe the car is supposed to also limit the current to the minimum of the pilot and the cable resistor.Are you sure? Normally in a type2 system, the EVSE reads the resistor at the other end of the cable and signals the combined rating (lesser of EVSE and cable) on the CP pin.
It is possible the car reads the resistor on the PP pin also as an extra check, but I don't think it is required to do so.
Yes.My understanding is that there is no way to indicate the cable capability back through J1772 to the EVSE controller. The J1772 EVSE must be appropriately configured so that the complete EVSE outputs a pilot signal appropriate for the electrical circuit and the permanently attached cable.
Not so. The car end is 62196 which has resistor coding. The only public reference I have handy is p.24 (23) of this doc: http://www.arb.ca.gov/msprog/zevprog/2009symposium/presentations/preuschoff_oestreicher.pdfThis mobile adapter cable to a Type-2 inlet must be designed to a high enough spec for all the J1772 stations that you plan to use.
Application specific cable size
Redundant resistor coding:
• Resistor values are detected independently by the vehicle and the charge spot
• Results are exchanged and compared
• Charge spot and vehicle are limiting the maximum current to the lowest value
The proximity indicator is not connected, so a sudden disconnect relies on the mechanical interface disconnecting the pilot wire before the power lines. I wouldn't recommend pulling the cable under load.So, the question is, when the J1772 button changes the proximity resistance at the J1772 inlet end of the adapter from 150ohm to 480ohm, what does the car see and is the charging session properly shut down?
so what cables came with the Australia cars ?
did they at least hand out type 2 to type 2 cables for the few type 2 chargers in Australia ?
Perhaps a supplied adaptor at the charging station. Fixed so it can't be removed (permanently borrowed), of course. The technical details would be theirs to work out.Dborn - what outcome are you after?
I wrote to them about 6 months ago and got the same reply.
2. J1772 to Type to converter, as most charging stations are J1772 and are likely to continue being so in the near future.
Perhaps a supplied adaptor at the charging station. Fixed so it can't be removed (permanently borrowed), of course. The technical details would be theirs to work out.
Don't they want the largest ownership base of electric vehicles to use their network? Poor business decision i would think.
how in what logic is 10 cars delivered the largest ownership base ? your potentially the largest but Tesla has to deliver more than 1000 cars to get close to you making that claim. Tesla isn't even the largest ownership base worldwide... Nissan have that title.
chargepoint is an american company which is why all their hardware is J1772 they even use american CHAdeMO gear which requires a 240 to 110 volt transformer to work. the Australia arm subs company of nbn co main contractor. visionstream, i assume when visionstream made the decision 5 years ago the idea that tesla would come to australia was small and the idea that they would use european standard equipment was smaller.
Your better of talking to the site owner because chargepoint sell the charger to the site owner and then charge a yearly network access fee. so even if chargepoint released new hardware site would have to pay to upgrade or swap out.
You all need to work on that one to make sure it does not continue. The same has happened in NZ by default due to the Leaf being the most commonly sold EV. We are turning it around by talking to the right people over here.
J1772 is a joke for public chargers unless you want to sit there with your Tesla for days.
Type 2 is the default European standard and you can get 100km/hr charge into a Model S with a 32A 3phase Type 2.
You can also easily charge any J1772 vehicle from the same EVSE with a Type2 to Type 1 lead. It doesn't work very quickly the other way around.
Chargepoint currently have around 97 charge stations nationally of which 3 are DC fast charge CHAdeMO, 83 are Level 2 & 11 are Level 1. Considering that Elon has stated publicly that Supercharger sites cost in the order of US$150,000 up to US$300,000 for solar sites, even taking into account higher costs in Australia, a much smaller number than 97 stations would provide ample capacity into the future, medium term at least. That's a great investment.
You all need to work on that one to make sure it does not continue. The same has happened in NZ by default due to the Leaf being the most commonly sold EV. We are turning it around by talking to the right people over here.
J1772 is a joke for public chargers unless you want to sit there with your Tesla for days.
Type 2 is the default European standard and you can get 100km/hr charge into a Model S with a 32A 3phase Type 2.
You can also easily charge any J1772 vehicle from the same EVSE with a Type2 to Type 1 lead. It doesn't work very quickly the other way around.