TickTock
Well-known member
Interesting. So it takes however much current a particular delta_V results in (probably with a max I limit).
garygid said:Since the Chademo vehicle expects the input current (thus power) to follow
its requested current, and there "appears" to be no provision for providing
substantially less (or more) than requested by the car, or abort the charging
session.
True, there is a negotiation (kind of a mating ritual) at the beginning of the session,
before any charging actually starts, and part of that is the QC machine saying how
much voltage and current it can supply, and then the car wanting a demonstration
of the voltage "dance" from the QC machine. If the ritual is satisfactory (to both
sides), charging begins with a relatively fast, but controlled (by the car) ramp up
of the charging current, done at the present battery voltage, of course.
KillaWhat said:picked up on an earlier comment indicating the car requests a particular voltage but thought that was strange. I would have though the car would request a particular current (and just have a max voltage safety setting)
I have just started looking at the DCQC, so If I'm off here , my apologies.
I have watched my meter system while the Car was QC'ing, and it seems to me that it "pivots" around the Max KW output of the charger.
As the Voltage of the charging pack increases, the current output decreases accordingly.
I take it that this is why it takes almost no time to get to 80%, but it has been noted that QC'ing beyond that is not time effective.
That's not accurate for the 2013's. I can QC to 90% in 30mins. or less.
So I assume that the system is adjusting the output VOLTAGE to remain above the pack voltage, but not drastically so.
I take it that this is why it takes almost no time to get to 80%, but it has been noted that QC'ing beyond that is not time effective.
That's not accurate for the 2013's. I can QC to 90% in 30mins. or less.
Sweet! [thumbs up]garygid said:We intend to deliver our work into the public domain, and we
request that our collaborators endorse this same philosophy.
Sounds like there are several different types of power supplies folks would like to use. Perhaps a key element of the Robomo Project should be:garygid said:The Robomo Project breaks down into several sub-projects:
1. Understanding the QC interface, handshake signals, and CAN communication.
2. Construction of a plug that is sufficiently pin-compatible with the LEAF's QC socket.
3. Obtaining or building a suitable, controllable DC power supply.
4. Doing some very careful, well-controlled experiments.
KillaWhat said:The L3 charging on the other hand seems to be controlled by the external charger, with the car reporting some data that the Chademo can use to make adjustments.
I doubt that the 2013 has any significant changes in the DC charging system that would affect it's operation over the 2012 design
JeremyW said:The car requests the charger do an insulation test by having the charger ramp to 500v while looking for leakage current with the contactor to the battery open. After no leakage current is detected (and the charger goes to 0v), the car closes the contactor and the charger ramps up.
GregH said:Who's checking for leakage prior to charge? The charger or the car? Can the charger just say "ok, we did our test" or does the car expect to measure the HV from the charger at the port prior to closing the battery contactors? Maybe I should just look at the spec...
jclemens said:GregH said:Who's checking for leakage prior to charge? The charger or the car? Can the charger just say "ok, we did our test" or does the car expect to measure the HV from the charger at the port prior to closing the battery contactors? Maybe I should just look at the spec...
The answer is both.
The car is continuously checking for a ground fault, the service manual calls this signal an "IR short pulse" and is some kind of capacitance measurement. If the contactor closes and this value changes beyond a certain threshold, you can brick your car. (need to take to dealer to un-brick).
The car cannot check the HV leakage on the charge cable if the contactor is not closed, the charger checks this with whatever ground fault interruption circuity the designer wants to use, the impedance just needs to match the car as to not trigger a fault.
garygid said:....
Another 3D model was made using Binder (?) and used to
print a 4-section 3D-Printed "plug" which will be sufficient
to hold the pins for our first experiments. No, it does not
yet have the latch and interlock, but that is being worked on.
Printed in PLA plastic, in a nearby country.
The handle is in two halves, connecting to a pin-retainer plate,
which attaches to the rear of the plug (pin holder part) that
mates with the QC socket.
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