All links work as they should for me: https://openinverter.org/wiki/BMW_I3_Fa ... LIM_Module
viewtopic.php?p=41641#p41641
https://www.evcreate.nl/shop/charging/v ... mw-i3-lim/
The contactor status was the 7 in the 0x72.
Might that be the source of the error state? Having a cable plugged in despite the flap being "closed"? That combination sound like something is wrong...
Same here. Even in stock at evcreate.tom91 wrote: ↑Sat Oct 22, 2022 11:52 am All links work as they should for me: https://openinverter.org/wiki/BMW_I3_Fa ... LIM_Module
viewtopic.php?p=41641#p41641
https://www.evcreate.nl/shop/charging/v ... mw-i3-lim/
I just checked: the links in the Wiki are functional:
So... unfortunately I'm still not quite there yet. That welding test seems to succeed - at least byte 2 turns to 0x00. But at soon as I actually try to start charging the the state goes from 0x01 (charge flap open) to 0x05 (charge flap open + contactors closed) but then quite fast to 0x31 ("Cont Weld cannot be carried out").
Will do. Well.. should have done... Which format do you prefer?
Don't have that software. But I'll have a look into it.
No other errors. But an EFACEC did indeed not pass the isolation test. The ABB one did. Do you think that might be related?
Yes it could be always good to check this.
What exactly do I need to test? Resistance between GND and HV +/- being towards infinite?
Ok, does the attached test file work for you? There's nothing happening. Only want to make sure it's right before I produce a real world one later today or tomorrow.
Files work.christoph wrote: ↑Wed Oct 26, 2022 9:19 am What exactly do I need to test? Resistance between GND and HV +/- being towards infinite?
Ok, does the attached test file work for you? There's nothing happening. Only want to make sure it's right before I produce a real world one later today or tomorrow.
Edit: I simply added the weldtest.csv. Triggered the error by removing the 4B connector.
Great. I'll create logs then as soon as I pass by a CCS charger...
This is a Nissan Leaf 2016. And it works not only for driving but even for Chademo charging with the unchanged system. And the cable splice I made is active then. The only non-energized section is the the one between the CCS contactors and the CCS inlet. Does that mean if there's a problem it should be in that section?tom91 wrote: ↑Wed Oct 26, 2022 9:41 am Yes to start thats a good one, also check for voltage. The best thing to use is a propper isolation meter. Keep in mind that the battery needs to be connected to HV bus. Or you need to measure each section that would be active.
What BMS system are you using, is there any built in ground fault monitoring on the vehicle?
So... there are the logs.
You wrote your own code i believe looking at how long you stay in "cable test". The external charger even decides to move on before you request it. would it be due to waiting for the reported FC HV voltage to drop slowly, I would raise it to move on sooner, the charger does not mind.
I use this code:tom91 wrote: ↑Wed Oct 26, 2022 10:42 pm You wrote your own code i believe looking at how long you stay in "cable test". The external charger even decides to move on before you request it. would it be due to waiting for the reported FC HV voltage to drop slowly, I would raise it to move on sooner, the charger does not mind.
Is the shutdown from the charger side somehow related to the 272 error? Does it happen before or after?
Now I had a look ath where it changes from 0x01 to 0x05 (to closed state). I had a look at the 0x2b2 message at the same time. Voltage in the first two bytes stays the same: 357,0V. And so does current: 0xffff. Both before the contactors close and after. And that does - I'm quite sure - not translate to 6553,5A.
You have 2 issues one is timing based and the other is isolation based. I have resolved both in my version of coding.
Code: Select all
if(Cont_Volts==0)lim_stateCnt++; //we wait for the contactor voltage to return to 0 to indicate end of cable test
if(lim_stateCnt>20)
{
if(CCS_Iso==0x1) lim_state++; //next state after 2 secs if we have valid iso test
lim_stateCnt=0;
}
Ok, will do that as well. I've seen that it gives me the CCS_Iso == 1 even earlier. Why actually wait 2 secs to accept it? But yeah, just waiting for a drop below 50V (after it once was above, I guess?) might be an idea. Or wait shorter. I'll test both.tom91 wrote: ↑Thu Oct 27, 2022 9:08 am You have 2 issues one is timing based and the other is isolation based. I have resolved both in my version of coding.
Timing:
I changed this to wait for the voltage to drop below 50V before proceeding, the decay of the voltage on the charge port depends on how the charger stages work and if they hard disconnect or not. The Can Log shows a very slow delay for the Efacec.Code: Select all
if(Cont_Volts==0)lim_stateCnt++; //we wait for the contactor voltage to return to 0 to indicate end of cable test if(lim_stateCnt>20) { if(CCS_Iso==0x1) lim_state++; //next state after 2 secs if we have valid iso test lim_stateCnt=0; }
Let me ask for the worst case: What would be if I got the polarity wrong?tom91 wrote: ↑Thu Oct 27, 2022 9:08 am The ABB one closes contactors and then the charger gets upset right away, I have seen this issue before as you can see in the thread and it was isolation related. It did not communicate the fault all the way onto the canbus properly though so it was a hunt to find the issue.
Of what the current? or the voltage? Since there was no current flowing yet why look into this?
I'm actually quite sure I got the polarity right. At least I measured the voltage on the car side if the contactors when it was turned on. And it was as expected. Only wanted to know what would happen if I was wrong. Don't want neither the battery nor the charger to explode
I looked at your log and yes, the behaviour is pretty much the same. The Nissan Leaf has a ground monitor error code, but nothing is set. Chademo charging is working as well. It shouldn't otherwise.