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Kant.Ing
Member
dhanson865
Well-Known Member
Have the port lock spring loaded with a simple spring or two and a small low power electric motor holding it locked using 12V, if the cars internal power fails it unlocks. Otherwise it stays locked until the car tells it to stop powering the small motor.
A J1772-type public charger doesn't lock, so you could remove the charging handle from the car without issue. The Tesla to J1772 adapter, of course, would still be locked to your car, but at least you wouldn't be preventing the EVSE from being used by others (assuming a long enough cord...).
What about a Supercharger or Destination Charger? Can either of them initiate an unlock with an unresponsive car?
MediumFidelity
Member
The interesting part to me is that the car didn't notice anything was wrong. If the 12V battery wasn't charging, that should have been detectable. I know infant mortality with lead acid batteries has been mentioned, but that seems far fetched... certainly possible, but I'd bet on a fault (including a software issue) in the 12V charging subsystem.
Anyone have an idea of how much current is drawn on the 12V system, not while driving (to turn on the high voltage contactors)? It'd be interesting to see how small of a 12V battery you need for connect to the external 12V input.
Anyone have an idea of how much current is drawn on the 12V system, not while driving (to turn on the high voltage contactors)? It'd be interesting to see how small of a 12V battery you need for connect to the external 12V input.
FlatSix911
Porsche 918 Hybrid
This is too funny ... don't use the B-word on TMC. Broken or Bricked have now been banned ... only reboot is allowed.
Man that roadster is sweet. It must be doing 140 miles an hour just sitting there!This is too funny ... don't use the B-word on TMC. Broken or Bricked have now been banned ... only reboot is allowed.
I doubt it... The plug has an indentation... And a lock pin on the socket (in the car) could lock a pin to hold the plug. So, if the car was unresponsive and stuck with the lock on, you are SOL.
I bet the service rangers know how to release the lock pin manually. Perhaps using some special service tech tools.
K-MTG
Sunshade Captain of TMC
@islandbayy made a video showcasing how to open the port in an emergency:
But you still have to access the trunk
But you still have to access the trunk
FYI in Europe the equivalent charing connectors do lock - and even in the U.S. some use these, which would also get stuck if the car lost power:
Review: Tesla Model S J1772 Charger Lock
The charge port can be released from the inside, but for that you need access to the trunk, which needs power to open.
lunitiks
Cool James & Black Teacher
Ca 1:12 on this vid, old dood shows what to do to get frunk open
Candleflame
Active Member
I think they have included a trickle charger in the new Model S/Xes which prevents the deep cycling from happening. Tbh I would have used a deep cycle battery or just gone to a lithium 12v battery but im sure there is some issue which prevents this being the optimal solution.
If fob dies there is a position on the S on the windshield to use the dead fob. If the 12v battery dies it needs to be jump started but a small USB 12v lithium pack might be enough in an emergency...
The Model 3 has a passive key anyways so the keycard cannot "die".
ℬête Noire
Active Member
On the Model 3, there are several slots in the trunk liner in the area behind the charger port. You can see the charge port cables through the slots. There is a thin braided cable with a "pull" handle on it that probably can be used to disengage the charging cable lock. I say "probably" because I didn't actually try the mechanism to see how it worked.
Vistan
stopcrazypp
Well-Known Member
A mechanical release inside the car makes a lot more sense (I believe that is how the i3 does it too). All the electrical ones suggested by others are too complex for something that would rarely happen.
DFibRL8R
Active Member
You should definitely pull that and let us know what happens
UPDATE 1
Nothing particularly exciting to report, however a flatbed (not owned by Tesla) arrived this morning. Of note, they picked up a Tesla technician to bring with them. I believe it was at least partially to teach the tow company how to use the 12 volt access to open the frunk. (They did this and, yes, it worked.) Based on my discussions with Tesla earlier and what I saw today, it appears this was the first Model 3 they ever flat-bedded. (So, clearly this isn't happening on a wide scale.) There was solid communication from Roadside Assistance (via phone call updates this morning) before they arrived and also to confirm they arrived.
As you can surmise by the flatbed, it will be examined at the Service Center as opposed to being repaired in the field. This leads me to believe they want to, at the very least, make sure it's not more than a simple 12 volt battery.
I also want to take this moment to reiterate that I completely knew being an early adopter could have initial issues like this. This vehicle is a massive architecture change. As long as Tesla takes care of the issues, as they have done quickly, that's all that matters to me. I used to beta test video games in the 1980s. (Anyone remember Sierra Online adventure games?) This feels a bit like that in a good way. I know others might take it as "concern," but it's part of the experience. You have to blow up a couple rockets to launch a Falcon Heavy.
I actually enjoy discovering quirks or documenting problems--in my own tiny way--to make the mass version better. I did the same with the Model S and I've seen improvements made based on my reports. I have seen nothing--absolutely nothing--that gives me long term concerns about the Model 3. Indeed, it has exceeded almost every expectation.
I know some of you prefer to keep negative things quiet. We can agree to disagree there. I believe open communication, good and bad, is necessary for Tesla to thrive in the mass market.
I'll update again when I learn more.
Nothing particularly exciting to report, however a flatbed (not owned by Tesla) arrived this morning. Of note, they picked up a Tesla technician to bring with them. I believe it was at least partially to teach the tow company how to use the 12 volt access to open the frunk. (They did this and, yes, it worked.) Based on my discussions with Tesla earlier and what I saw today, it appears this was the first Model 3 they ever flat-bedded. (So, clearly this isn't happening on a wide scale.) There was solid communication from Roadside Assistance (via phone call updates this morning) before they arrived and also to confirm they arrived.
As you can surmise by the flatbed, it will be examined at the Service Center as opposed to being repaired in the field. This leads me to believe they want to, at the very least, make sure it's not more than a simple 12 volt battery.
I also want to take this moment to reiterate that I completely knew being an early adopter could have initial issues like this. This vehicle is a massive architecture change. As long as Tesla takes care of the issues, as they have done quickly, that's all that matters to me. I used to beta test video games in the 1980s. (Anyone remember Sierra Online adventure games?) This feels a bit like that in a good way. I know others might take it as "concern," but it's part of the experience. You have to blow up a couple rockets to launch a Falcon Heavy.
I actually enjoy discovering quirks or documenting problems--in my own tiny way--to make the mass version better. I did the same with the Model S and I've seen improvements made based on my reports. I have seen nothing--absolutely nothing--that gives me long term concerns about the Model 3. Indeed, it has exceeded almost every expectation.
I know some of you prefer to keep negative things quiet. We can agree to disagree there. I believe open communication, good and bad, is necessary for Tesla to thrive in the mass market.
I'll update again when I learn more.
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