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So good news is it looks like the charge port from the Mii shares the same part number with the Golf and Golf phev. The charge port actuator feedback is a bit strange so had to break out a propper multimeter to figure it. Feedback is 1k between pins 18 and 19 on the charger when the locking pin is fully in or out and 11k when in transition or stopped midway. Lock connects to Pins 16 and 17 on the charger. To close the lock the charge drives pin 16 to 12v and pin 17 to ground and vice versa to open.

Updated the pinout spreadsheet and also uploaded it to the repo. Now wouldn't it be great if we had a wiki page for all this info ....

Made a page but getting called away for the day so I only manage to throw up some part numbers.

https://openinverter.org/wiki/MEB-Chargers

Updated wiki with pinout table and links to github/this thread/VW part number

Much appreciated:)

So turns out the Egolf charge I got also goes to sleep and needs to see 0x570 to wake back up.

Pulled two logs one after waking up and one with HV applied in a sweep. So now time to compare and find the reported HV.

Got the pins today for the data connector and the housing is in my local vw dealer so hopefully will get some life from the PHEV variant tomorrow.

Turns out the charger does report the voltages but also "Faults Out" so measurements can jump to 0xFF, thus indicating error state.

10 bit long value. My logs and findings pushed to github now, might wire up my new variac to see if I can see the AC input voltage.

Nice find Tom. I can also confirm the part numbers for pins and connector listed above are correct and fit perfectly.

Had a bit of success today. Golf PHEV charger up and running

I renamed and restructured the Wiki page a little bit, that probably makes it easier to add further information along the line: https://openinverter.org/wiki/VAG_MEB_Chargers

(The old link still works though).

Jack Bauer wrote: ↑Thu Nov 03, 2022 6:20 pm Had a bit of success today. Golf PHEV charger up and running

Wait what did you do?!? I wonder how much the E-Golf differs.

Can you share the capture of your session?

Captures on the repo labeled as 6A charge sessions. Only one id need on pt can. 0x187 I think.

Jack Bauer wrote: ↑Thu Nov 03, 2022 8:02 pm Captures on the repo labeled as 6A charge sessions. Only one id need on pt can. 0x187 I think.

Quick check shows a few more hybrid can frames compared to the 12V only captures. Mind explaining how you got down to the 0x187 on pt can only?

I want to do digging into possible content of the command frame so its worth figuring out what it might contain.

Mind providing a bit of insight to your approach to generating the capture so I got an angle to focus on. Even if I am the only one.

Okay answered my own question. 0x187 in Damiens capture is the same as beginning of the capture from DomT177.
Did you remove any of the hyrbrid messages?

It is clear that in PT 0x187 there are a few signals.

Byte 7 - it ramps to "max" 0-255 it would be be a good thing to try and limit this ramp and see what the effect is. Lets say only half, does this result in half power limit?

Byte 1 - Would this be AC current limit it bounces around at 143 and 143, yet if this charger reads the CP line why would it need this?

Byte 0 - Very noisy signal no real ideal what this is, does not seem a limit as it jumps so much.

Byte 2, 3, 4, 5, 6 all fixed values - and all low no indication what this is.

From my observations, if 0x187 really is the "only control" would varying byte 7 or 1 result in an output change.

tom91 wrote: ↑Fri Nov 04, 2022 1:35 am Mind providing a bit of insight to your approach to generating the capture so I got an angle to focus on. Even if I am the only one.

You are not the only one. I have one GTE charger here waiting to be hacked.

Any more insight @Jack Bauer?

Video will be public in a few days along with my findings on the messages.

Jack Bauer wrote: ↑Fri Nov 04, 2022 9:11 am Video will be public in a few days along with my findings on the messages.

TOP!

Jack Bauer wrote: ↑Sat Oct 15, 2022 7:23 am Well now we have CAN logs so all thats left is to work out the pinout and connector part numbers and sourcing. Any takers?

Sorry, I had it sent to my parents place, and haven't had access to it. Will start playing with it when I'm there next in 3 weeks. I see you've already made some progress...

The Mii/e-Up!/e-Citigo iV units (5QE915681BP) are dual phase (from what I've found online), look for TypP072 at the start of the model number on the sticker. I believe they're made by Delta (https://www.deltaenergysystems.com/en/p ... automotive), 3.6 kW a phase, or 7.2 kW combined.

Jamie

I found the attached DBC files online, I don't know if they'll help. They did seem to decode some of the e-Golf capture...

Question: Do any of these chargers have a DC-DC converter?

celeron55 wrote: ↑Sat Nov 05, 2022 10:25 am Question: Do any of these chargers have a DC-DC converter?

Nope, DCDC converter in the underside of the VAG inverter. At least for the VW Golf/Passat GTE and EGolf.

I've updated the Wiki page with some new charger models, variants, and some of the vehicles they can be found in.

Thanks to a donation by one of my patrons I now have a 11kw 3 phase model from an Audi etron on the way:)

So one thing that needs to be worked out before these chargers can be fully controlled is the crc/checksum used in the messages. In the attached there is a checksum in byte0 and a counter in byte1. Would be great if someone could work out the calculation...