Tesla Charger Support thread gen2/gen3

[tom91]

o CAN messages come from the modules

You make a CAN log or just relying on the controller telling you?

[medo]

yes, in the web interface I only see check alive if it is active, but no values, also in savvycan, I only see can messages that come from the controller, but not from the individual modules

[arber333]

If i may ask here...

I intend to connect Tesla Gen2 charger directly to Outlander rear inverter. It would NOT be a permanent connection to DC link but rather connected inside inverter when PP signal would start the precharge and stabilize DC link in about 2s?

Did anyone tried a connection in such a way?

I am asking because i see some chargers like Eltek dont have reverse diode but work in LLC resonant way. It is not a good idea to connect it directly with voltage spikes...

[tom91]

charger directly to Outlander rear inverter

Then a whole bunch of other things that contradict this. Please try to clearly layout what you are trying to do.

You need the apply the HV DC to the charger at a fixed time in the starting of charge process.

[arber333]

Then a whole bunch of other things that contradict this. Please try to clearly layout what you are trying to do.

You need the apply the HV DC to the charger at a fixed time in the starting of charge process.

I dont think i am contradicting anything. Only my build may be different than what is Outlander normal set. Hopefully that is for this post to determine.

How long would that fixed time be? Its the reason i am asking if anyone is using precharge on their Tesla gen2 charger.
I see Outlander inverter doesnt use much time to come online, 2s is enough time i think, i just am not certain for Tesla.

I will try to be more specific...
https://evmeganetech.wordpress.com/2025 ... sassembly/
There is a photo of Outlander inverter and charger directly connected. Whenever PP from ECVSE is connected DC performs 2s precharge.
Since outlander OBC and DCDC use a single line i will have to split this between Tesla Charger and Tesla gen2 DCDC. I will use solar Y split connectors because i used it before in Mazda and it worked out really good until now.
Here is the inverter in Mazda, Megane will have the same arhitecture
https://mazdamx3ev.wordpress.com/2023/1 ... -assembly/
I even tried to connect tesla gen charger but it was a permanent connection with a fuse BEFORE main DC contactor.

What i would like to know IS.... (and the question is not only meant for tom91);
Can i damage Tesla charger by connecting it to precharge/charge logic with the existing outlander VCU or do i need longer time or any other specific connection?

[tom91]

I would say easy way to know is measure how long it takes for the DC bus to get to battery voltage with your added Tesla Charger.
Do this ofcourse with the main contactor disabled and just using the precharge.

It is a charger and from my experience it has a low capacitance on the HV bus.

[arber333]

Do any of you use Tesla gen2 charger with precharge loop? Anyone?

[arber333]

I would say easy way to know is measure how long it takes for the DC bus to get to battery voltage with your added Tesla Charger.
Do this ofcourse with the main contactor disabled and just using the precharge.

It is a charger and from my experience it has a low capacitance on the HV bus.

The idea is to keep the charger logic off when precharge is going on.
Only after precharge do i connect 12V logic.
Then when everything is OK i can start ENABLE and charger will pull in Cp.

The Enable and precharge will be managed by Outlander VCU and some relays.

[tom91]

Only after precharge do i connect 12V logic.

Not how the OI code works for the tesla charger.

The charger need PP and CP connected to it. It provides the request for HV timed with the enabling of the EVSE.

[arber333]

Not how the OI code works for the tesla charger.
The charger need PP and CP connected to it. It provides the request for HV timed with the enabling of the EVSE.

Yes and i want to start charge on my terms when it is safe...
1. EVSE PP connected to Outlander VCU with 2.7K pullup to 12V for my consumation
2. Precharge process starts and when is complete a charging process starts
3. one relay provides 12V to charger power supply and another provides 12V to Enable (maybe have both pins supplied from one relay?)
4. When everything is smooth have VCU transistor pin pull charger PP pin down to signal charging...

[tom91]

This is not how it works. But feel free to change all that by repogramming the Tesla Charger.

Tesla Charger requests HV when PP and CP signal are correct indicates a working EVSE. It only does this is the 12V Enable is present.
You should not provide it HV before it requests it.

This means your VCU needs to look for the HV Request signal from the charger to start precharge.

[arber333]

This is not how it works. But feel free to change all that by repogramming the Tesla Charger.
....
You should not provide it HV before it requests it.
....

Now that is the thing i was suspicious about... Could mean that i would damage the secondary...?
Are you writing about HVAC or HVDC?
So the way i used Tesla charger in my Peugeot until now was to connect DC to charger permanently through 40A fuse.
PP and CP were connected directly to the charger with A6 or A1 to signal VCU to disable the car and connect pumps and fans...
It worked fine for a long time...

[tom91]

Are you writing about HVAC or HVDC?

During my testing I believed it was AC + DC but could have just been AC. I always went with the approach of no DC connector to Charger.

If you say leaving DC always connected works then would need to review the latest code (no idea what board or code you plan on running) to see if the following would work. There should not really be a reason why not as we no longer have a real reason to listen for HV enable.

1. VCU to PP signal (Charger always PP to ground with resistor)
2. On valid PP provide 12V to logic of charger
3. Start Precharge then provide 12V to enable to charger if everything good
4. Tesla Charger Checks valid CP and starts charging

[PetersonOctavius]

Where can i get the lastest .bin files for the tesla gen2 charger?
I bought the board from evbmw it came with 1.17R
I m not getting any dats on the web interface.
Thanks in advance

[tom91]

evbmw it came with 1.17R

Which board. Post a picture showing the board markings clearly.

[PetersonOctavius]

Im not sure, but i managed to find it. I did charge a little yesterday. My iaclim is at 14A, anything higher the amps goes up and down.
Charger relays keep switchinvon and off.
I was on 127 volts ac, when i try 220v the charger ignores the input.

[PetersonOctavius]

i bought my gen2 from ebay usa, its a 1014963-00-K model.
with damien's board it works flawlessly on 127volts AC.
when i plug it into 220volts AC at home, which the charging stations on the island provide, the charger completely ignores the input.

i was using input: manual for testing. i changed it to manual-3p, plugged it in 220v ac....no reaction whatsoever from the charger.

any help?

[medo]

I still can't get the Gen3 to work, now I suspect that a battery must be connected, without it I don't get any values ​​displayed, is that right?

[medo]

I investigated further. If I only connect the 12-pin connector to the control unit, I measure exactly 120 ohms on the module between pins 5 and 6. If I then connect the 20-pin connector to the control unit, I only have half that, i.e. 60 ohms. When I then switch it on, the resistance jumps between 60 and 400 ohms, and the module immediately goes into run mode. I've now measured the pins on the module. Pin 3 on the module has 5V and pin 4 has 0V. If I now switch the control unit to run mode, pin 3 on the module has 5V and pin 4 has 3.3V. I get this 5V from the module pin 3 to the control unit pin 6. It seems to me as if that's too much. Something isn't right here. Does anyone have a solution or what I can look for?

[nubster]

Can anyone please clarify what pins A6: OUT1 - HV Enable and A10: D2 - 3p are for?

The wiki mentions the OUTs are low-side connections to control a relay for the relevant signals. OUT2 - AC Present sounds pretty self-explanatory, but what does HV Enable mean exactly? Is that an output signal when HV DC charging is actually enabled and charging (i.e., via the D1 - Enable input)?

D2 - 3p seems to indicate something to do with three-phase. Is this an output signal to indicate if 3-phase AC is detected, or an input of some sort?

Thanks!