Your comment is vague. Please explain why a V3 SC needs these boards “to enable non Tesla vehicles to charge.” Right now, and for the remainder of 2024, Tesla is the only brand with NACS ports. The rush to install these boards now is strictly for CCS cars with adapters. They covered the entire state of Washington in 2 weeks. They aren’t doing that for MY 25 or 26 vehicles.
In order to use a Supercharger, a vehicle needs to either speak CAN-based Supercharger protocol, or it needs to speak CCS protocol. NACS (SAE J3400) is inherently based on CCS communication protocol. Therefore, any potential future non-Tesla vehicle that will have a J3400 charging port will use CCS Communication protocol. Therefore, any Supercharger servicing non-Tesla vehicles, whether through an adapter or not, must also speak CCS protocol.
Which was exactly my point and what you disagreed with, hence my confusion. "current ccs vehicles with an adapter need these boards to work." These board are what Tesla is installing in all V3 superchargers. I think the fact that Tesla is installing these in ALL V3 Superchargers speaks to the fact that older boards do not speak CCS.
More stalls were being upgraded today. I chatted with one of the techs doing the upgrade and he told me that they were adding a current sensor and new control board to support non-Teslas. I suspect not all vehicles on an adapter report data like current back to the Supercharger like a Tesla vehicle does.
Tesla vehicles report charger usage not the stalls so they need the stalls to be able to handle this for other vehicles through the CCS protocol.
The part I disagree with is "Any new vehicles with NACS ports will have the right protocols to use the SuC network without these boards".
Everyone that is familiar with CCS and CHAdeMO charging equipment knows that there is a tremendous variation in how different cars implemented the "standards". There is a quote from a senior guy at Kempower, a European charging equipment provider. He said something about standards adherence along the lines of "Do you want to follow the official documents or do you want to charge cars?" Kempower even developed sophisticated logging system that finds the timing signature of each different vehicle type and would make different accommodations depending on the vehicle connected. I'm sure Tesla will have to do something similar in order to smoothly support all the vehicles on the road today.
Then in your initial post, please state what you disagree with. A blanket "I disagree" is very ambiguous and leads to confusion for all.
This was true of V1 and V2 superchargers. V3 superchargers have a communication module which can report status directly to the mothership without involvement of the cars. To the best of my understanding.
So if a Ford vehicle uses a V1 or V2 supercharger, Tesla relies on Ford hardware & software to be untampered and unbuggy to correctly report the total energy used?
Other manufacturers will not be able to use V1 (if any exist, think they've all been replaced with V2) and V2.
This is still true for V3. That is why they have to have these modules for other manufacturers to meter the power. Tesla vehicles still report the usage to Tesla for V3. I have been told this numerous times in other threads when I questioned this protocol.
The metering of the energy is how Tesla bills for usage, communicating with the mothership. This has been done 100% on the car side for Tesla. The new boards being added meter (count) the usage and report it through the Supercharger site infrastructure to Tesla for billing. For plug and charge vehicles like Ford, the app is not used, the car will comunicate with the site and the site will meter the usage and bill accordingly. For non plug and charge, you have to use the app to activate a specific stall and then will be billed based on card on file, through the Supercharger site infrastructure.
Metering simply means the counting of kilowatt hours. I agree that this happens car side, prior to these new boards. However the communication of the result happens via the gateway located with the supercharger hardware. Reference: Tesla Upgrading Its Supercharging Network To V3 For Next-Generation Speeds - CleanTechnica
Yes, this is what I have been saying. V3 was still handled carside and could still be for Tesla and other plug and charge brands. It is the ones that need to be activated through the Tesla app that need the new “charge post junction box” to enable Tesla to properly bill for charge session on non Tesla cars. I don’t think they are changing anything for Tesla vehicles.
Nothing to do with how long they have been there. V3 posts didn’t have the right hardware for other manufacturers. Sites installed with V3 a month or two ago needed this upgrade. They just worked out the fix and got the parts made which is why other manufacturers haven’t released their adapters until now.
