I have spent a few hours today working through the SimpBMS code to read the conditioned signal from the SimpCharge.
It now works as it should reading the Control Pilot AC Current limit and translating it into DC current limit utilizing the following two new variables:
1. Charger Efficiency - AC to DC power conversion losses approximated, best to under estimate as it can be dynamic based on output
2. Charge input Voltage - AC voltage supply into charger
Currently fully implemented in the newest Tesla Firmware
Please let me know if you want to try it out on another firmware and I will update it for you. Be aware there might be a few bugs, so just provide feedback and I will resolve them as soon as possible.
Hi Tom,
I initially got my charger working by connecting CP line to 12v.
I have now tied it to simp charge via 5k resistor and still have the same problem i had in the first place. Charger boots up but there is zero current flow. I'm sure if I disconnect CP line it will work again. I have updated to the latest firmware.
So it turns out the CP signal is not being read right. Do you have a 1K resistor to replace the 5K? Possibly the signal is not strong enough.
I am not too sure about how susceptible this 1Khz pwm signal is not external noise. I would recommend having the run from the SimpCharge to the SimpBMS be the shortest run possible.
tom91 wrote: ↑Tue Sep 07, 2021 10:31 am
So it turns out the CP signal is not being read right. Do you have a 1K resistor to replace the 5K? Possibly the signal is not strong enough.
I am not too sure about how susceptible this 1Khz pwm signal is not external noise. I would recommend having the run from the SimpCharge to the SimpBMS be the shortest run possible.
Ok now with the new 1k resistor inline we have constant charge ( 5 minutes in so far with no current fault on evse )
Although my clamp meter and anologue current sensor is reading about 20amps. 10 amps shy of what it should be. Would changing this resistor value alter DC current ?
tom91 wrote: ↑Tue Sep 07, 2021 10:31 am
So it turns out the CP signal is not being read right. Do you have a 1K resistor to replace the 5K? Possibly the signal is not strong enough.
I am not too sure about how susceptible this 1Khz pwm signal is not external noise. I would recommend having the run from the SimpCharge to the SimpBMS be the shortest run possible.
Ok now with the new 1k resistor inline we have constant charge ( 5 minutes in so far with no current fault on evse )
Although my clamp meter and anologue current sensor is reading about 20amps. 10 amps shy of what it should be. Would changing this resistor value alter DC current ?
Actually ignore the lower current. My evse was set to 10a AC.
Have people managed to successfully get SOC to work using coulomb counting?
Took the car for a trip earlier (30miles ish) and my SOC increased by 10%..... does this mean ive cracked free energy?
The current sensor is happy and calibrated but for some reason only happy up to 200A. If it goes over 200A then it immediately reads 396A until i let of throttle completely... then it resets.
My current sensor is a LEM DHAB-S-18 and is rated up to 350A. I do not believe I'm exceeding that by much...
arturk wrote: ↑Tue Sep 07, 2021 2:48 pm
Tom, is support for IVT-S planned for BMWPhevBMS ?
I could really use it
I have now create new firmware rolling nearly all the changes upto SimpCharge Support into the BMWPhev firmware. This means the IVTS shunts board casting on ids 0x521, 0x522, 0x523 are supported.
tom91 wrote: ↑Tue Sep 07, 2021 5:25 pm
I have now create new firmware rolling nearly all the changes upto SimpCharge Support into the BMWPhev firmware. This means the IVTS shunts board casting on ids 0x521, 0x522, 0x523 are supported.
Jackk wrote: ↑Tue Sep 07, 2021 5:19 pm
Have people managed to successfully get SOC to work using coulomb counting?
Took the car for a trip earlier (30miles ish) and my SOC increased by 10%..... does this mean ive cracked free energy?
The current sensor is happy and calibrated but for some reason only happy up to 200A. If it goes over 200A then it immediately reads 396A until i let of throttle completely... then it resets.
My current sensor is a LEM DHAB-S-18 and is rated up to 350A. I do not believe I'm exceeding that by much...
any ideas I'm a bit stuck on what to do...
Thanks
Anybody have an idea really stuck on what to do...
Tom, same bug Bryson found in Tesla version also exists in BMWPhevBMS.
I have updated line of code listed below and current from ISA is now being reported correctly.
Bryson wrote: ↑Mon Sep 06, 2021 7:27 pm
Got it. The variable CANmilliamps was trying to pull from the rx buffer and not the can message buffer. Set CANmilliamps as below and we're good to go! ISA shunt compatibility B)
Sorry for the noob question, but are there any instructions on how to upgrade the SimpBMS to support 2x CAN interfaces or there's a gen2 board that already has two of them?
No as that is not supported by the SimpBMS V2.3 that I have made.
I am working on getting the SimpBMS/VCU V3.0 tested, but due to the chip shortages I cannot put this into production plus testing is going to take quite some time.
After some time unused i dusted up my Volt BICM modules and i connected them to SimpBMS and Volt battery.
Immediately i noticed error. Modules were telling me one cell is at 5V and another is 0V!
On display i only get 95 cells in series! But when i go and measure actual cell voltage i get every cell good above 3.77V.
What do you think is happening? Imade a screenshot...
After some time unused i dusted up my Volt BICM modules and i connected them to SimpBMS and Volt battery.
Immediately i noticed error. Modules were telling me one cell is at 5V and another is 0V!
On display i only get 95 cells in series! But when i go and measure actual cell voltage i get every cell good above 3.77V.
What do you think is happening? Imade a screenshot...
Damage to the wiring or one of the slave modules I would hazard a guess. It should not be ready 5V (which is an error state i believe)
tom91 wrote: ↑Tue Oct 26, 2021 3:14 pm
Damage to the wiring or one of the slave modules I would hazard a guess. It should not be ready 5V (which is an error state i believe)
I looked at the display more carefully and i got 96 cells for like 5 seconds then it changed to 95. When i tried to observe i sa cell no 81 plummet towards 0V in the first 5s after boot up.
I got another BICM board from a friend and it shows exactly the same behaviour with exactly the same cell no 81 at 00V and no82 at 5V.
This is too much of a coincidence to be BICM fault. Maybe the pins inside battery?
I know the docs say this works with “other Tesla modules” but I didn’t find anything in here specifically for the Mercedes B class batts. Is this compatible?
1998 Ford ZX2 - DC EV conversion(sold) http://evalbum.com/2093
2012 Nissan Leaf (sold)
2016 Mercedes B250e (sold)
2023 Volvo C40
PatrcioEV-ATX wrote: ↑Thu Dec 09, 2021 11:55 pm
I know the docs say this works with “other Tesla modules” but I didn’t find anything in here specifically for the Mercedes B class batts. Is this compatible?
Yes the B class modules, 7S modules are compatible I personally tested this. They are not good modules however from experience.
PatrcioEV-ATX wrote: ↑Thu Dec 09, 2021 11:55 pm
I know the docs say this works with “other Tesla modules” but I didn’t find anything in here specifically for the Mercedes B class batts. Is this compatible?
Yes the B class modules, 7S modules are compatible I personally tested this. They are not good modules however from experience.
Why do you say that?
1998 Ford ZX2 - DC EV conversion(sold) http://evalbum.com/2093
2012 Nissan Leaf (sold)
2016 Mercedes B250e (sold)
2023 Volvo C40