Tesla 16v li-ion battery

From openinverter.org wiki
Jump to navigation Jump to search

tesla moved from lead acid 12v batteries to a li-ion 16v battery year 2022-current for model 3 and Y. and the model S plaid

hackig thread: https://openinverter.org/forum/viewtopic.php?p=78964#p78964

info:

The 16v battery is the auxiliary battery tesla now uses in its vehicles. It has a few key advantages over lead acid:

  • light weight
  • weather sealed case and connectors
  • longer life span
  • internal BMS
  • LINbus for communicating with the vehicle


The 16v battery has the ability to throttle charge and discharge current via the internal BMS, as well as cut current supply in the event of a crash when the vehicles onboard computer notifies the battery.

The 16v battery also has the ability to relay various bits of information to the vehicle such as SOH, SOC, voltage, current draw, temp, etc over the LINbus.


Telsa's use this info to determine if the PCS/DCDC needs to wake up to supply additional power to the 12v/16v auxiliary power system.

Such as when the car is sitting, if the 16v battery drops below a set threshold, the car will turn on the pcs/dcdc and keep the LV system stable, and the 16v battery charged up.


This lends itself to possibly be an attractive battery for conversions because:

  • use LINbus data to keep the LV system charged up and ready, without the need of a external LV battery monitor.
  • lightweight
  • small
  • built in safety features
  • long cycle life

cons:

  • small capacity at 99wh/ 6ah

Specs

  • CATL prismatic Cells
  • 1p4s
  • 99 Wh
  • 4 lbs / 1.8 kg
  • 16v internally
  • LINBUS for vehicle coms on voltage, soh, crash events, etc
  • internal BMS: monitors temp, controls charge and discharge rates
  • part number 1598486-99-D


its theorized that the CATL cells are the following specs:

  • NMC
  • 6.9 Ah
  • 3.7 V nominal (4.2 V max charge voltage, 2.75 V minimum)
  • charging temperatures: from -10°C to +45°C
  • discharging temperatures: from -20°C to +60°
  • max charging: 10C
  • max peak discharging: 50C
  • cycle life: >2,000 cycles (80% of initial capacity at 3C rate)


the brains of the operation is the: mm9z1_638

part of the S12Z family of processors


The battery locks out in a crash event, and may even begin bleeding the cells to 0v for safety.

Connectors

tesla service manual info: https://service.tesla.com/docs/ModelX/ElectricalReference/prog-55/connector/x001/

housing:

EVL1-P2TJ-25WA

current pins:

85562302-01

signal/ linbus pin:

857111838-01

Charging:

If the battery is in a lock out state and will not take a charge, the cover needs to be removed to charge the battery directly.

disconnect the cell taps from the bms, and then connect a 16v power supply to the cell tabs on the bms board. The BMS will need its eeprom/firmware reset

Cover removal:

Removing the cover is required to recharge and re-flash a battery from a wrecked vehicle:

  1. remove the 4 bolts that hold cover to the the sealed connector
  2. using a blow torch or heat gun along the edges of lid, this will soften the epoxy sealing the lid in place.
  3. start prying with a flat head screw driver, while applying heat. the lid should release and now be free.

https://www.youtube.com/watch?v=Ol28-7O1Lrw

Software:

To reuses the battery, it needs to be reset by dumping the eeprom and re-flashing cleared firmware.

there are a few methods to go about this:

Retrieved from "https://openinverter.org/wiki/index.php?title=Tesla_16v_li-ion_battery&oldid=5517"