openinverter.org wiki - User contributions [en]

Tesla Model S/X DC/DC Converter

2026-04-22T19:02:19Z

Asavage:

==Overview==
The Tesla Model S/X '''GEN2''' DC-DC Converter is a popular candidate for EV conversions. It was first available in the Model S around Jan2014, and later in the Model X. It is located in the frunk area near the cowl.

It is not to be confused with the earlier '''GEN1''' DC-DC Converter, whose casing was of a kidney-shape, was located in the RF fenderwell against the firewall, and it incorporated functions of the [[Tesla Model S Front HVJB|front HVJB]]; it contains fuses for the coolant heater, cabin heater, and air-conditioning compressor, and servicing these fuses was never supported by Tesla (though is frequently performed in the aftermarket), so it developed a reputation for being unreliable due to frequent replacement for blown fuses. Though the hardware connections are different between GEN1 & GEN2, they both use the same (5) wired connections with the same functions, and the CAN commands appear to (may be) the same.
 
Tesla DCDC weighs 3,3kg
 
[[File:Tesladcdc.jpg|thumb|Tesla Model S GEN2 DC-DC Converter]]
==Wiring==

=== HV ===
HV connector: [http://www.ket.com/resources/web/MG655776/MG655776_2d.pdf KET MG655776 type D]

HV+ (positive) line is the one on the leftmost - opposite side of the red 12v output bolt.

[[File:DCDC Connector wiring.jpg|thumb|Minimum required wiring for basic unit function: Seven wires from left):(2) HV Input, (1) HW Enable, (2) CAN (if voltage control is needed), (3) 12VDC Output]]

[[File:DCDCTESLA.jpg|thumb|CAN lines are pins 2 & 3.]]

Note, be careful about which connector you get when salvaging this connector from Telsa wiring harnesses. Specifically, you want the key D variant.

* ''Orange (A/C): MG655773 (key A)''
*''Gray (fluid heater): MG655774 (key B)''
*''Brown (PTC heater): MG655775 (key C)''
*'''Blue (DC-DC): MG655776 (key D)'''

Donor Harness: Tesla OE/OEM Part Number: 1032804-00-A has two Blue DC-DC plugs.
[[File:PXL 20210514 092652934-min.jpg|alt=Pinout for LV connector is written on the board|thumb|Pinout for LV connector is printed on the board.]]

=== LV & Signalling ===
LV connector: [https://www.molex.com/molex/products/part-detail/crimp_housings/0334721301 Molex 0334721301]

LV connector (top row)

* Pin 1 : HW-EN (Enable ("turn on") via applying 12v+ )
* Pin 2 : CAN H
* Pin 3 : CAN L

The remaining pins are for the HVIL loop, and can be ignored if desired, as they do not affect the unit's function.

==Control==

=== Hardware ===
Although CAN control is an option, it is not necessary as the unit will run comfortably in failsafe mode (i.e. without any CAN input). Supply 12V to HW-EN (pin 1 on Molex plug), ground the case to the chassis, and the converter starts spitting out 13.5V. It has been mentioned that under heavy load the voltage may sag, so to enable CAN control see [https://openinverter.org/forum/viewtopic.php?f=10&t=536 this OI forum thread.]

=== CAN ===
Two CAN MsgIDs are documented for this unit. When working with CAN, in some contexts, you need to know the hex (0x) or the decimal (0d) equivalent, eg DBC files and some CAN software requires 0d format, so both are given below:

* 0x03D8 (0d984) : Input: Commands to the unit (3 bytes)
* 0x0210 (0d528) : Output: Status Reporting from the unit (7 bytes)

==== Commands (0x03D8, 0d984) ====
This CAN command payload is 3 bytes, and must be sent at 500ms intervals.

The first 10 bits (0-9, ''little-endian format'') in the message encodes the output voltage. The following bit is the DC/DC enable bit<ref>https://openinverter.org/forum/viewtopic.php?p=20995#p20995</ref>:

* Byte 0 + Byte 1[0-1] (10 bits total) : (desired voltage - 9) * 146)
* Byte 1[2] = Enable DC output (must be 1 to enable output)
* Byte 1[3-7] : Unknown
* Byte 2 : Unknown

===== Example =====
If 14.4V is desired:

* Subtract constant 9 from 14.4v = 5.4
* Multiply 5.4 by constant 146 = 788.4
* Convert 788.4 to hex = 0x0315 (expressed as individual bytes: 0x03 0x15)
*Convert to little-endian format = 0x15 0x03
*Add 4 to the second byte, to enable DC output = 0x15 0x07
*Pad with zero byte to assemble the required 3-byte payload: 0x15 0x07 0x00
*Prefix with the command MsgID 0x3D8 : '''0x03D8 0x15 0x07 0x00'''
* Send the MsgID + data payload

==== Status Reporting (0x0210, 0d528)====
The data is comprised of 7 bytes, which is transmitted at 100ms (10Hz) intervals:

* Byte 0 = Status bits (bit 0 = Heater shorted, 1 = Over temperature, 2 = Output under voltage, 3 = Bias Fault, 4 = Input not OK, 5 = Output over voltage, 6 = Output current limited 7 = Heater open circuit)
* Byte 1 = Status bits (bit 0 = Coolant request, 1 = Current thermal limit, 2 = Output voltage regulation fault, 3 = Calibration factor fault)

*Byte 2 = coolant inlet temp (0.5C scale, -40 offset)
*Byte 3 = input power (16 W/bit),
*Byte 4 = output current (1 A/bit),
*Byte 5 = output voltage (0.1 V/bit)

Note Status Reporting does not work if HW-EN line is not high.

Jason Hughes (wk057) posted this DC-DC Converter CAN Status Reporting information<ref>https://skie.net/uploads/TeslaCAN/Tesla%20Model%20S%20CAN%20Deciphering%20-%20v0.1%20-%20by%20wk057.pdf</ref> in Jan2016:

[[File:Telsa Model S DC-DC-Converter CAN 01b.png|alt=Tesla Model S DC-DC Converter CAN information by Jason Hughes, (wk057), Jan2016.|thumb|600x600px|Tesla Model S DC-DC Converter CAN information by Jason Hughes, (wk057), Jan2016.|none]]The "CAN3" above refers to the specific CAN bus on the early Tesla Model S, which had (5) (later, (6)) CAN buses. CAN3 is the Powertrain CAN bus.

DBC example #1<ref>https://brianman.visualstudio.com/DBCTools/_git/DBCTools?path=/Samples/tesla_models_rwd.dbc&version=GBmaster</ref> for 0x0210 0d'''528''' (unverified, possibly wrong or incomplete as it does not match above, but firmware revisions change items frequently):

   BO_ '''528''' DC_DC_Converter_Status: 7 CAN3

      SG_ Inlet_Temperature: 16|8@1- (0.5,40) [0|0] "C" TBD

      SG_ Input_Power: 24|8@1+ (16,0) [0|0] "W" TBD

      SG_ Output_Current: 32|8@1+ (1,0) [0|0] "A" TBD

      SG_ Output_Voltage: 40|8@1+ (0.1,0) [0|0] "V" TBD

      CM_ BO_ 528 "DC-DC Converter Status [10Hz]";

DBC example #2<ref>https://brianman.visualstudio.com/DBCTools/_git/DBCTools?path=%2FSamples%2Ftesla_models.dbc&version=GBmaster</ref> for 0x0210 0d'''528''' (unverified, possibly wrong or incomplete as it does not match above, but firmware revisions change items frequently):

   BO_ 528 DCDC_statusPartial: 2 ETH

      SG_ DCDC_outputCurrent: 0|8@1+ (1,0) [0|0] "A" X

      SG_ DCDC_outputVoltage: 8|8@1+ (0.1,0) [0|0] "V" X

==References==
[[Category:Tesla]]
[[Category:DC/DC]]
<references />

BMW I3 Fast Charging LIM Module

2026-03-12T03:22:04Z

Asavage: Re-formed sentence for improved clarity in English.

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you acquire it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
Note: 15/5/24 Hirshman wouldn't send in uk without full vat number and form with lots of questions. However Auto-Click UK did seem to have all 16 pins.

Note: 11/15/2024 this Mercedes pigtail (A0001532122) is the same connector, easily and readily available on eBay for less than 20.00 USD.
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* PSA (Peugeot, Citroen, Opel etc) : 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open.
* A solution is needed for converting this to the LIM.
* The part number for the solenoid is "0-2293469-1 /-2 /-3" (see section 5.4 in document below)
* The data sheet is https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Specification+Or+Standard%7F108-94519%7FC3%7Fpdf%7FEnglish%7FENG_SS_108-94519_C3.pdf

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]''Note:'' If the LIM was sourced from a MINI (PN ending in 319), the charging state color is (flashing) YELLOW, instead of BLUE; this is documented in the user manual, page 235.

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*
[[Category:BMW]]
<references />
[[Category:CCS]]
[[Category:Rapid Charging]]

Tesla Model S GEN1 Charger

2026-03-10T21:12:46Z

Asavage: /* Logic Connector (X042 or X043) */ For X042, added "D4" connector ID for Toyota RAV4 EV.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla Gen1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla Gen1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|Gen2]]. Gen1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the Gen2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) Gen1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The Gen1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-15?**). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The Gen2 OBCs were apparently phased in gradually. There are reports of Dec2013 with Gen1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with Gen2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.

<nowiki>**</nowiki> A 2016 B250e [https://www.mybclasselectricdrive.com/threads/broken-battery-charger.1749/post-10077 was reported] to have a Gen2 OBC installed.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the Gen1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S Gen1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S Gen1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S Gen1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty, D4 in the Toyota RAV4 EV), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla Gen1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla Gen1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla Gen1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla Gen1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S Gen1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S Gen1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S Gen1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S Gen1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla Gen1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the Gen2 OBC, which may or may not apply to the Gen1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:Tesla]]

Tesla Model S/X GEN2 Charger

2026-02-27T17:12:52Z

Asavage: /* Replacement board connectors */ Punctuation.

==Overview==
[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]

The Tesla GEN2 on-board charger (OBC) is a single/three phase 10kW AC charger that was fitted in the Model S from approx. Oct2013<ref>https://teslamotorsclub.com/tmc/posts/6560948/</ref> until it was replaced in the 2016 'facelift' model with GEN3. It was the first Tesla OBC capable of fully utilizing external 3-phase AC; [[Tesla Model S GEN1 Charger|previous Tesla OBCs]] lacked the external wiring for three phases.

One or two GEN2 chargers are installed beneath the rear seats in the Model S for AC charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase AC charging.

Tesla gen2 charger weighs 16kg!!! Surprisingly low for such a bulky item

==Important Considerations==

===Output Voltage Range===
{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

===Supported Tesla Part Numbers (TPN)===
It has been found that early revision units will not work with the OI control boards.<ref>https://openinverter.org/forum/viewtopic.php?t=932</ref>

TPNs to avoid:

*1014963-05-B and 1014963-05-C

TPNs tested and known good:

*1014963-00-C/E/F/J/K/L
**1014963-00-C <ref>https://openinverter.org/forum/viewtopic.php?p=34710#p34710 and also by Lars on June 25th 2024</ref>
**1014963-00-G is likely also good, just wasn't mentioned by name in the referenced thread

=== Supported Software Revisions ===
At this time, it is not known why but it appears that some firmware revisions of this charger will have problems with maintaining a steady charge. Symptoms of this can be either surging (current goes up, drops to near zero, then surges back) or modules coming online singly followed by all modules going offline, repeat forever. In either case, charge power will be limited. We do not yet know what, exactly, is causing this. However, it is confirmed that swapping charger units but keeping the OI control board can produce working results.

===Cooling===
The direction of flow in the cooling plate does not seem to matter.<ref>https://openinverter.org/forum/viewtopic.php?p=2030#p2030</ref> The charger should likely be on the same cooling loop as the batteries themselves. This coolant loop should be separate from the loop with the motor and inverter (they get far too hot.) Limited testing (esp 110V, 1kw) can be done without the coolant lines hooked up. However, it would be unwise to attempt 10kw charging for any length of time without liquid cooling.

==Replacement Control Boards==
Replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

=== Charger Connections ===
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
! B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
! A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
| GND
|
|
|CANL
|Proximity
|
|}
The outputs will not output 12v, they are low side switches. If you require a 12v ac present signal then use a relay with its coil switched from the relevant pin. [https://raw.githubusercontent.com/damienmaguire/Tesla-Charger/master/V5/Charger_Gen2_V5aB3%20-%20Schematic.pdf wiring diagram][[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

====Connector part numbers====
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

=== Replacement board connectors ===
If you can, desolder the 24 pin SMD connector from the OEM control board; otherwise, order the 24 pin connector from Mouser, whose P/N is:

* [https://www.mouser.com/ProductDetail/JST-Automotive/SM24B-CPTK-1A-TBL?qs=wBn5QRdTcLhQ%2FCp3E8a%2FyA%3D%3D SM24B-CPTK-1A-TB(L)]

The 30 pin connector is very difficult to desolder and resolder. Replacement P/Ns are:

* [https://www.mouser.com/ProductDetail/Samtec/IPS1-115-01-S-D-PL?qs=PB6%2FjmICvI17nbB5SDGUsw%3D%3D IPS1-115-01-S-D-PL], SAMTEC - IPS1-115-01-S-D-PL - SOCKET, 2.54MM, 2x15WAY
** NOTE: One of the pins is missing from this connector variant, but according to [https://openinverter.org/forum/viewtopic.php?p=27697&hilit=charger+pin+missing#p27697 this forum post], it's OK as long as you solder it in the correct orientation.
* [https://www.mouser.com/ProductDetail/Samtec/IPS1-115-01-L-D?qs=PB6%2FjmICvI3sN4zSP4IXGw%3D%3D IPS1-115-01-L-D], SAMTEC
** Has all 30 pins.

===Programming===
You'll need a ST-LINK/V2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

*ST-LINK programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119
'''Two options:'''
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#openinverter style firmware https://openinverter.org/forum/viewtopic.php?t=1323 (only available via patreon for next few weeks)

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

=== External CAN bus===
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with two bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V5aB3 does not need this modification. On Revision V5aB3 you '''MUST''' close the solder jumper unless your charger is on an already terminated bus (that is, if the bus already has 2 termination resistors, one on each end, and measures 60 ohms with all devices powered off). If you do not use the external CAN, terminate the bus. If you have only two devices on the bus, terminate the bus. If you aren't sure, double check. '''Bus termination is important.'''

If you attach to the external CAN bus, be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 20b, 217, 219, 21b, 227, 229, 22b, 237, 239, 23b, 247, 249, 24b, 327, 329, 32b, 347, 349, 34b, 357, 359, 35b, 367, 368, 369, 36b, 377, 379, 37b, 537, 539, 53b, 717, 719, 71b.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol - up to version 1.06.R
!ID
!Direction
!Byte 0
! Byte 1
!Byte 2
!Byte 3
!Byte 4
! Byte 5
! Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
| DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''

|
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%

{| class="wikitable"
|+Charger CAN protocol - after version 1.06.R
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
| 0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|
|==1 enable charging
|SoC
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
| Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|
|0 when off, 5 when charging
|
|
|}
LR: Personally I think the data for DC voltage limit is incorrect. The above states Motorola but only when I set all signals (so not only DC voltage limit as also the start bit count (sometimes) varies) to Intel it works for me.[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

===openinverter style charger firmware===
In addition to the open source firmware there is also an openinverter style firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
* CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

The firmware will soon be fully published and is only available via patreon for now: https://www.patreon.com/openinverter

====Connecting to the Web interface====
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

'''Missing IC4 Chip'''

According to [https://openinverter.org/forum/viewtopic.php?p=43750&hilit=ic4#p43750 this forum post], IC4 used to be populated with a USB to serial FTDI chip. However, on the latest boards, all settings are configured via wifi so it is no longer needed.
[[File:Gen2ChargerBoard.jpg|alt=Image of Tesla Gen2 charger board with missing IC4 chip|thumb|Tesla Gen2 charger board with missing IC4 chip]]

====Registration====
This step is no longer needed as the firmware will soon be published. It is already available on patreon: https://www.patreon.com/openinverter

If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.

=== Latest Software for V5 boards and later ===
[[Tesla Model S/Tesla Gen23 V5 Software]]

==Additional Resources==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

A 15 min intro from a user perspective: https://www.youtube.com/watch?v=ibtr6v1k0cA

==Common Issues==

*The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
*With V5aB2, If you do NOT use the external CAN bus or are not properly terminated, '''remember to close the solder jumper''' next to R1 under the WiFi module. When in doubt, check the resistance of the CAN bus with all devices off. It should be 60 ohms ideally. If you are not using the external CAN then it should be 120 ohms.
*People had problems with unreliable connectivity between ESP8266 & the charger board [https://openinverter.org/wiki/Olimex_MOD-WIFI-ESP8266#Common_Issues]
*Firmware '''1.09''' and '''1.10''' can lose the CAN map, making the logic board go silent, reset instructions here: [https://openinverter.org/forum/viewtopic.php?p=40617&sid=e2369fea2b502a419f55e5aac10fe169#p40617]
*If a module within the charger is enabled (and all three are enabled by default) then it '''MUST''' see AC and DC voltage when charging starts. If it does not then no current will flow on any module. So, triple check your wiring before starting. It can be easy to mix up the line and neutral wires of the AC input. This will not blow up anything but it won't work either. Mixing up the DC wires is a recipe for a bad time.
*Some chargers are just raised wrong. As covered above, for reasons we don't know, some modules will simply refuse to work properly. Most often this will happen to chargers that were previously used in super charger stations but it can happen to chargers that were pulled from Model S cars as well. There is not yet any known fix for this. If it happens the only current solution is a different charger or you live with slow charging.
*Did you set the D1 enable pin to be high (+12v?) It must be high in '''ANY''' mode in order for charging to start. It is OK to tie it to the +12 incoming power if you are using something like Type2 where charging is controlled by the proximity and control pilot signals.

==Errata==
Charger Dimensions: 500x300x100mm

More specific dimensions and CAD info here: https://openinverter.org/forum/viewtopic.php?p=3641#p3641CAD

==Notes==
[[Category:Tesla]]
[[Category:Charger]]

<references />

Tesla Model S GEN1 Charger

2025-07-03T16:40:27Z

Asavage: /* Overview */ Updated range of model years that the B250e may have used the Gen1 OBC; later (2016) use the Gen2, per the reference. Also changed all instances of "GEN1" to "Gen1", and "GEN2" to "Gen2".

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla Gen1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla Gen1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|Gen2]]. Gen1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the Gen2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) Gen1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The Gen1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-15?**). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The Gen2 OBCs were apparently phased in gradually. There are reports of Dec2013 with Gen1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with Gen2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.

<nowiki>**</nowiki> A 2016 B250e [https://www.mybclasselectricdrive.com/threads/broken-battery-charger.1749/post-10077 was reported] to have a Gen2 OBC installed.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the Gen1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S Gen1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S Gen1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S Gen1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla Gen1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla Gen1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla Gen1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla Gen1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S Gen1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S Gen1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S Gen1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S Gen1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla Gen1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the Gen2 OBC, which may or may not apply to the Gen1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:Tesla]]

Main Page

2025-03-30T00:14:10Z

Asavage: /* Onboard chargers and DC/DC converters */ Updated index for the Gen1 Model S OBC, which was apparently left off in some previous edit.

[[Index|Wiki Index]] - quick reference for all info on the wiki.

Did you know you can convert your existing fossil powered vehicle to use electricity instead? And that you can even produce that electricity yourself?

Open Inverter is a [[Main Page#Who we are|community of people]] and projects focused on open source solutions for EV conversions. Founded in 2008 by Johannes Huebner as an open source inverter control firmware, the project has since expanded to include the reuse of components from production EVs and hybrids, including inverters, motors, batteries, on-board chargers, and DC-DC converters, as well as the open source implementation of other necessary systems for EV conversions such as DC Fast Charging controllers.

<imagemap>
File:Electric-car.jpg|none|frame|Click on the captions to learn more about the respective system! Image source: https://www.newkidscar.com/

poly 248 166 542 166 542 217 248 217 248 166 [[#Reusing motors and inverters - aka drive trains]]
poly 1041 455 1336 455 1336 506 1041 506 1041 455 [[#Reusing Batteries]]
poly 147 344 428 344 428 391 147 391 147 344 [[#Onboard chargers and DC/DC converters]]
poly 844 624 1118 624 1118 673 844 673 844 624 [[#Onboard chargers and DC/DC converters]]
poly 935 539 1200 539 1200 586 935 586 935 539 [[#Rapid Charging]]
poly 134 435 394 435 394 483 134 483 134 435 [[#Auxiliary Parts]]
</imagemap>

This wiki is maintained by the wider community. '''Please update this wiki'''. For example if your question has been clarified on the [https://openinverter.org/forum forum] and the new information can not be found here, please add it! The credentials are the same as for the forum.

'''[[Main Page#Who we are|Developers]] time is best spent developing;''' '''Support is best found in the forums''' - Developers of various projects are often bombarded with private messages and emails. Managing these emails and questions is a extremely large undertaking. Please read, and take the time to understand the information available here and across the web if you don't understand a topic. Developers are not your personal support team, unless you want to [[Application Support|pay them directly]] for their time. To keep developers independent please consider donating - donation links can be found [[Main Page#Who we are|down below]].

==Reusing motors and inverters - aka drive trains==
[[File:Tesla_LDU.jpg|thumb]]
The drive train is one of the defining building blocks of your conversion as it defines how well your vehicle picks up speed. Over the years we have reverse engineered many popular drive trains from [[:Category:OEM|production cars]] such as Teslas. As a bonus using such complete drive trains facilitates getting the vehicle [[Legalities|road legal]] in many countries. By now you have a choice of low to medium power drive trains that only cost a few 100€ up to high performance ones at many 1000€.

We have established two methods of running these [[:Category:OEM|OEM]] systems: reverse-engineering their communication protocol and making the drive train "think" it is still in its original vehicle OR swapping out the control electronics for our own open source motor controller. The latter method gives your more control and power but also a steeper learning curve.

Nearly all drive trains are targeted at 400V battery voltage. Run at a lower voltage they will produce proportionally less power.
Here is what we have done so far and how we've done it. Some is still work in progress (WIP)
{| class="wikitable"
|+
!Manufacturer
!Drive Train
!Control Method
! Approximate Power Output
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X Large Drive Unit ("LDU")|Large Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=64 Board Swap]
|335-475 kW
|-
|
|[[Tesla Model S/X Small Drive Unit ("SDU")|Small Drive Unit]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=62 Board Swap]
|180 kW
|-
|
|[[Tesla Model 3 Rear Drive Unit|Model 3/Y Rear Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|239 kW
|-
|
|[[Tesla Model 3 Front Drive Unit|Model 3/Y Front Drive Unit]]
|Board Swap/Board reprogramming [WIP]
|121 kW
|-
|[[Nissan]]
|[[Nissan Leaf Motors|Gen1]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]
|80 kW
|-
|
| [[Nissan Leaf Gen2 Board|Gen2]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]/[https://openinverter.org/shop/index.php?route=product/product&product_id=57 Board Swap]
|80 kW / 130 kW (board swap)
|-
|
|[[Nissan Leaf Gen 3 (2018 up EM57)|Gen3]]
|[[ZombieVerter VCU|CAN spoofing with ZombieVerter VCU]]/Board Swap [WIP]
|110 - 160 kW
|-
|[[:Category:Toyota|Toyota]]
|[[Lexus GS450h Drivetrain|Lexus GS 450h]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|250 kW
|-
|
|[[Toyota/Lexus GS300h CVT|Lexus GS 300h]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|105 kW
|-
|
|[[Toyota Prius Gen2 Inverter|Prius Gen2]]
|[[Toyota Prius Gen2 Inverter Controller|External Control Board]] ([https://openinverter.org/shop/index.php?route=product/product&product_id=68 Buy here])
|40-70 kW
|-
|
|[[Toyota Prius Gen3 Board|Prius Gen3]]
|[https://evbmw.com/index.php/evbmw-webshop/toyota-built-and-tested-boards Board Swap]/[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|100 kW
|-
|
|[[Toyota/Lexus MGR Rear Transaxle Motor|MGR]]
|Prius Gen2 or Gen3 inverter
|18-50 kW (various models)
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander Rear Drive Unit|Rear Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|60-70 kW
|-
|
|[[Mitsubishi Outlander Front Transaxle|Front Drive Unit]]
|[[ZombieVerter VCU|Communication spoofing with ZombieVerterVCU]]
|60-70 kW
|-
|[[:Category:BMW|BMW]]
|[[BMW i3 Inverter|i3]]
|[https://openinverter.org/shop/index.php?route=product/product&path=61&product_id=72 Board Swap]
|125-135 kW
|-
|[[Chevrolet|Chevy/Opel]]
|[[Chevrolet Volt Inverter|Volt/Ampera]]
|Board Swap
|160 kW
|-
|[[:Category:Ford|Ford]]
|[[Ford Ranger TIM Controller|Ranger]]
|Board Swap
| Unknown
|-
| Renault
|[https://openinverter.org/forum/viewtopic.php?t=4749 Zoe]
|Board Swap [WIP]
|Unknown
|-
|MG
|[https://github.com/damienmaguire/MG-EV-Inverter ZS EV]
|Board Swap [WIP]
|Unknown
|}

==Reusing Batteries==
[[File:A09A7634.jpg|thumb]]
The most expensive and probably equally defining component is the [[Batteries|battery]] that stores all the energy for running your car. Batteries are usually assembled from a number of modules that in turn contain a number of cells. Usually batteries are reused on a module level. In rare cases the battery can be [https://youtu.be/_7l0Y1GsNJ4 reused as is in its original battery] box.

While there are also various [[16-cell BMS|open source implementations]] of [https://www.youtube.com/watch?v=_QsMoCrSTYc battery management systems] (BMS) we generally recommend using as much of the OEM BMS as possible. Sometimes the [[:Category:OEM|OEM]] BMS comes as an all-in-one solution that measures cell data and spits out state of charge and power limit information. In other cases the BMS is split into module units that measure the physical data (voltages, temperatures) and a central unit that calculates the high level information.

Sometimes we managed to reuse the complete system which is generally the safest as you can rely on the manufacturers well tested charge and discharge limits as well as reliable state of charge information (i.e. how much energy is left in the battery at any given time). In other cases we only managed to reuse the module units. This adds the convenience of having a well tested piece of hardware with the matching connector but required us to calculate all high level battery data ourselves. This also includes [https://www.youtube.com/watch?v=RGYLPOlT45A cell balancing].
{| class="wikitable"
|+
!Manufacturer
!Model
!BMS usability
!Energy Content
!Configuration
!Rated Output
!Achieved Output
!Notes
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model 3 Battery|Model 3]]
|Module and high level [WIP]
|60-80 kWh ?
|
|
|
|
|-
|
|[[Batteries#OEM modules|Model S]]
|Unknown
|85-100 kWh
|
|
|
|
|-
|[[:Category:Nissan|Nissan]]
|[[Nissan Leaf BMS|Leaf/NV200]]
|High Level
|24-40 kWh
|
|
|
|
|-
|[[:Category:VAG|VW]]
|[[VW Hybrid Battery Packs|Passat/Golf]]
|Module Level
|8.7-36 kWh
|
|
|
|
|-
|
|[[MEB Batteries|MEB]]
|Module Level
|52-77 kwh
|
|
|
|
|-
|BMW
|[[BMW Hybrid Battery Pack|3 Series Hybrid]]
|Module Level
|Gen 1: 7kWh. Gen 2: 9KWh
|80s
|83kW
|
| rowspan="2" |These Batteries use the same modules. 3 series uses 5 whilst the 5 &7 series uses 6.
|-
|
|[[BMW Hybrid Battery Pack|5 & 7 Series Hybrid]]
|Module Level
|Gen 1: 9kWh. Gen 2: 12kWh
|96s
|83kW
|120kW
|-
|
|[[BMW Hybrid Battery Pack|X5]]
|Module Level
|24kWh
|96s
|83kw
|
|12 Modules.
|}

== Onboard chargers and DC/DC converters ==
[[File:PXL_20241020_024043714.jpg|thumb|Onboard charger]]
The DC/DC converter takes energy from your HV traction battery and sends it to the cars 12V systems and 12V battery. It is basically a 1:1 replacement of the former alternator. An onboard charger (OBC) takes AC current from the grid and converts it into DC current to charge the battery. These two devices are often combined in one common enclosure hence why we treat them as one.
{| class="wikitable"
|+
!Manufacturer
!Model
!OBC
!DC/DC
!OBC power
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S GEN1 Charger|Model S]] (Gen1)
|yes
|no
|10 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN2 Charger|Model S and X]] (Gen2)
|yes
|no
|11 kW
|-
|[[:Category:Tesla|Tesla]]
| [[Tesla Model S/X GEN3 Charger|Model S and X]] (Gen3)
|yes
|no
|22 kW
|-
|[[:Category:Tesla|Tesla]]
|[[Tesla Model S/X DC/DC Converter|Model S and X]] (DC/DC)
|no
|yes
|
|-
| [[:Category:Tesla|Tesla]]
| [[Tesla Model 3 Charger/DCDC ("PCS")|Model 3]]
|yes
|yes
|11 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt Charger|Volt]]
|yes
|yes
|3.7 kW
|-
|[[:Category:Chevrolet|Chevrolet]]
|[[Chevrolet Volt 2 Charger|Volt 2]]
|yes
|yes
|3.7 kW
|-
|[[Dilong/Cascadia Chargers|Dilong]]
|
|yes
|yes
|6.6 kW
|-
|[[Eltek chargers|Eltek]]
|
|yes
|no
|3 kW
|-
|[[:Category:Mitsubishi|Mitsubishi]]
|[[Mitsubishi Outlander DCDC OBC|Outlander / iMiev]]
|yes
|yes
|3.3 kW
|-
|[[:Category:MG|MG]]
|[[MG ZS Charger|ZS / MG4 / MG5]]
|yes
|yes
|6.6 - 11 kW
|}
There are more chargers under investigation, only the proven working ones are listed here. See our [[:Category:Charger|charger listing]] for more.

== Rapid Charging==
[[File:Ccs-socket.jpg|thumb|CCS2 rapid charging socket]]
The above mentioned onboard chargers always have limited power as the space requirements and cost rise with power. To overcome this limitation modern EVs offer external access to their HV battery via a so called [[:Category:Rapid Charging|rapid charging]] port. This allows to charge the battery with a much more powerful external charger. As a bonus it also allows [[Bidirectional Charging|taking energy from the HV battery]] and powering appliances with it.

There are 2 rapid charging protocols and 5 connector flavours world wide
{| class="wikitable"
|+
!Connector
!Communication
!Prevalent countries
!Open Source solutions
|-
|[[:Category:ChaDeMo|CHAdeMO]]
|CAN
|Japan, world wide
|[[Chademo with ESP32-Chademo|ESP32]], [[Chademo With Arduino Due|Arduino,]] [[Chademo with Zombieverter|ZombieVerter]]
|-
|CCS Combo1
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|CCS Combo2
|[[Foccci|PLC]]
|Europe
|[[Foccci]], [[pyPLC]], [[BMW I3 Fast Charging LIM Module|I3LIM]]
|-
|NACS
|[[Foccci|PLC]]
|US
|[[Foccci]], [[pyPLC]]
|-
|GB/T
|CAN
|China
|
|}

== Auxiliary Parts ==
We have now treated all the major building blocks of an EV, but there are many other components to complete the vehicle such as heaters, gear shifters and so on. We will summarize them here.

* [[:Category:HVJB|HV Junction Box]]
* [[:Category:HVAC|HVAC]] (Heating, Air conditioning)
* [[Vacuum Pumps]]
* [[:Category:Power Steering|Power Steering]]
* [[Water Pumps]]
* [[VCU Comparison|VCU]] (Vehicle Control Unit)
* [[Shift Controllers]]
* [[:Category:Charge Ports|Charge Ports]]

== Additional Reading ==

* [[:Category:Legalities|Legalities]] - Getting a vehicle road legal in your country
* [[Glossary of Terms]]
* [[Parameters|Inverter Parameter Definitions]]
* [[Common Inverter FAQ]] - questions common to all hardware variants
* [[Tesla Inverter FAQ]] - questions regarding Tesla Large Drive Units and Small Drive Units
* [[Electronics Basics]] - general advice for troubleshooting electronic circuits
* [[I want a cheap ev conversion|cheap EV conversions]] - this entry point for the penny pinchers
* [[I want a powerful ev conversion|performant EV conversions]] - where torque trumps money
* [[Mechanical design database]] - here you will find measurements, models, files, etc for a variety of components such as adapter plates and drive shaft flanges
* [[:Category:OpenInverter|Documentation of all OpenInverter Projects]]
* [[:Category:Tutorials|Tutorials]]
* [[Hardware Theory of Operation]]
* [[Software Theory of Operation]]

==Who we are==
There is no static team or openinverter company but here we list the most active community members with links to donation or information sites:

*Johannes Hübner, openinverter founder and developer - [https://www.patreon.com/openinverter support on patreon] follow on [https://www.youtube.com/user/EngineersFear youtube] and [https://github.com/jsphuebner/ github]
*Damien Maguire, developer and most active vehicle converter - [https://evbmw.com/index.php/evbmw-webshop visit shop] [https://www.patreon.com/evbmw support on patreon] follow on [https://www.youtube.com/@Evbmw youtube] and [https://github.com/damienmaguire/ github]
*Tom de Bree, active member and developer - [https://github.com/Tom-evnut github] and [https://citini.com/ shop]
*Uwe Hennig, master of CCS - [https://www.patreon.com/uhi22 support on patreon] follow on [https://github.com/uhi22/ github]
*celeron55, developer - support via [https://www.paypal.com/paypalme/celeron55 paypal] follow on [https://www.youtube.com/user/celeron55 youtube] and [https://github.com/celeron55 github]
*Dave Fiddes, active member and developer - Follow on [https://github.com/davefiddes/ github]
*Arber Kramar, long term member and developer - [https://leafdriveblog.wordpress.com/ Follow on blogspot]
*Janosch Oppermann, active member, developer and producer - follow on [https://www.youtube.com/@foxev-content youtube]

Tesla 16v li-ion battery

2025-01-22T13:08:01Z

Asavage: /* Charging: */ Typo

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: ==

* 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: [https://www.nxp.com/docs/en/data-sheet/MM9Z1_638D1.pdf 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:

remove the 4 bolts that hold cover to the the sealed connector

using a blow torch or heat gun along the edges of lid, this will soften the epoxy sealing the lid in place.

start prying with a flat head screw driver, while applying heat. the lid should release and now be free.

== 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:

* Xhorse VVDI Prog now supports re-flashing
* [https://www.nxp.com/products/processors-and-microcontrollers/additional-mpu-mcus-architectures/s12-magniv-mixed-signal-mcus/s12z-in-circuit-flash-programmer-software:PROGS12ZZ S12Z In-Circuit Flash Programmer Software]
* [https://usbdm.sourceforge.io/USBDM_V4.12/USBDM_FlashProgrammers/html/index.html USBDM-Flash-Programmers]

Tesla Model S GEN1 Charger

2024-11-17T21:29:29Z

Asavage: /* Fuses */

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2024-11-17T21:29:12Z

Asavage: /* Fuses */

Tesla Model S GEN1 Charger

2024-11-17T21:28:54Z

Asavage: /* Fuses */

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

2

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2024-11-17T21:28:34Z

Asavage: /* Fuses */

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

2

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2024-11-17T21:28:04Z

Asavage: Undo revision 5085 by Asavage (talk)

Tesla Model S GEN1 Charger

2024-11-17T21:27:39Z

Asavage: /* Fuses */

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

A version of this unit was used in early Tesla Supercharger DCFC stations, with several ganged in parallel.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

1

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2024-10-05T15:03:07Z

Asavage: /* Overview */ Added info about their use in early Supercharger stations.

Tesla Model S GEN1 Charger

2024-10-05T14:49:33Z

Asavage: /* Fuses */ Removed supposed fuse test via the charge inlet port, as this was shown to not be a valid test.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

CAN bus with Arduino Due

2024-09-23T19:38:05Z

Asavage: /* Add logging to SD card (optional) */ Annotated caption for image of wired SD card storage, noting that the pic shows CS on pin #4, not #10 as described in the text.

You can analyse CAN bus traffic using an Arduino Due.

You will need the following:
* An Arduino Due board
* Two SN65HVD230-based CAN transceivers
* An SPI Micro SD storage module (optional)
Here are the steps:

== Configure your Arduino IDE ==

=== Connecting your computer to the Arduino ===
Download and install the [https://www.arduino.cc/en/Main/Software Arduino IDE] on your computer.

''Tools -> Board -> Boards Manager''. Type "due" in the search box and install "Arduino SAM Boards (32-bits ARM Cortex-M3)".

Connect your computer to the "native" USB port on the Arduino Due board with a USB cable. The Due has two USB ports and they're used for different purposes. The port closer to the DC power connector is the "programming port" and the second is the "Native USB Port".

Make sure your Arduino board is selected with ''Tools -> Board: "Arduino Due (Native USB port)".'' Choose also the right port for the DUE from ''Tools -> Port.''

'''Note:''' Not all USB cables are capable of transmitting data - some are just charging cables, and it’s almost impossible to tell the difference by external inspection. If your Arduino does not appear as a port, then make sure your USB cable can transmit data by connecting a different device to the cable and verifying that the device shows up on the computer.

=== Minimal Connectivity Test ===
''File -> Examples -> 01.Basics -> Blink''

''Sketch -> Upload''

Push the reset button on your Due. You should now see a blinking light. Congratulations! You've successfully compiled and loaded your first program and your IDE is working.
== Get CAN transceivers working ==

=== Hardware Preparations ===
The Due has two on-board CAN interfaces. However, the board lacks the necessary CAN transceivers to make then useful. You will need to add the transceivers yourself. You can find suitable 3.3V SN65HVD230-based CAN transceivers easily on eBay. They are very cheap. Unfortunately, not all of them work.
[[File:SN65HVD230 CAN bus transceiver faulty.jpg|thumb|This SN65HVD230 transceiver did not work]]
Initially, I tried tiny ones that look like this. They were all faulty.
[[File:SN65HVD230 CAN bus transceiver working.jpg|thumb|This SN65HVD230 transceiver worked]]
I tried some bigger ones with screw terminals. These all worked perfectly.

Connect your transceivers to the Due board

The CAN0 interface is on the pins marked CANRX and CANTX

The CAN1 interface is on the pins marked DAC0 (RX) and 53 (TX)
[[File:Due CAN loopback test.jpg|alt=Due CAN loopback test|thumb|Due CAN loopback test]]
Connect the CAN bus on the two transceivers together (CANL to CANL, CANH to CANH)

=== Software Preparations ===

==== Install Method 1 ====
''Tools -> Manage Libraries...'' Type "due_can" in the search box and install "due_can". If due_can does not appear then try method 2.

==== Install Method 2 ====
Download https://github.com/collin80/can_common and https://github.com/collin80/due_can as zip files.

Click Sketch > Include Library > Add Zip Library and install the two zip files.

=== Running the test ===
Connect your computer to the the "native" USB port on the Arduino Due board with a USB cable and make sure ''Tools -> Board: "Arduino Due (Native USB port)"'' is selected.

''File -> Examples -> due_can -> CAN_ExtendedPingPong''

''Sketch -> Upload''

''Tools -> Serial Monitor''

If your CAN transceivers are working properly, you should be rewarded with incrementing numbers in the serial monitor window.

== Install GV-RET ==
Once you've confirmed that your CAN transceivers are working, you can move on to installing the [https://github.com/collin80/GVRET Generalized Electric Vehicle Reverse Engineering Tool (GV-RET)]. This software will allow your Due CAN transceivers to talk to SavvyCAN.

You need to install a number of libraries (in addition to the due_can library installed in the last section). These are all linked to on the GV-RET website, but a couple of them may not work properly if you install them via that method. I recommend you install the following via the Arduino IDE Library Manager with ''Tools -> Manage Libraries...'' :
* SdFat
* DueFlashStorage
Now install the remaining libraries manually. In each case, the installation procedure is:
# Download the .zip file: go to the [https://github.com/collin80/GVRET GitHub webpage], and click on Code -> Download .ZIP
# Rename the file to remove "-master" or any other postfixes. This is important!
# Install the library with ''Sketch -> Include Library -> Add .ZIP Library...'' and select the file. Check that the names of the ZIP-files and the main folders in the ZIP-files are exactly as the packages listed below.
You need all of these:
* [https://github.com/collin80/due_can due_can] (installed in previous step)
* [https://github.com/collin80/can_common can_common] (installed in previous section)
* [https://github.com/macchina/mcp2515 MCP2515]
* [https://github.com/collin80/due_wire due_wire]
* [https://github.com/collin80/Wire_EEPROM Wire_EEPROM]
Once the libraries are all installed, you can install GV-RET. Again, go to the [https://github.com/collin80/GVRET GitHub webpage], and click on Code -> Download .ZIP.

Expand the .zip file and put the folder in your Arduino sketchbook location. Open the GV-RET project and install it as follows:

''File -> Open -> GVRET.ino''

''Sketch -> Upload''

''Tools -> Serial Monitor''

If it doesn't compile and complains about missing libraries or headers, check the folder names in the Library folder. Remove any "-master" suffixes from the folder names. The folder names should match the library names listed above. If you installed wrong libraries (with a wrong name etc), delete them first by deleting their folders from the arduino folder. For example, for Windows users the folder can be <code>C:\Users\Username\Documents\Arduino\libraries</code>; for Linux/Mac users, the folder can be <code>~/Arduino/libraries</code>

If everything worked, you should be rewarded with the following messages in the serial console:

<code>Resetting to factory defaults</code>

<code>Using stored values for digital toggling system</code>

<code>Running on CANDue hardware</code>

<code>11977 - ERROR: Could not initialize SDCard! No file logging will be possible!</code>

<code>Build number: 343</code>

<code>Done with init</code>

Congratulations! Your Due is now a powerful CAN sniffer and injection tool. You can connect the CAN-H and CAN-L terminals of a CAN bus transceiver to the CAN bus in your vehicle.

== Add logging to SD card (optional) ==
You may have noticed the error message about the SD card. If you have an SPI SD card storage module, your Due will log CAN traffic to this for later analysis. This is ideal if you don't want to have to drive around with a laptop on the passenger seat...

The SD card module needs to be connected to the SPI header (in the middle of the Due board), plus one additional wire to data line 10.
[[File:Due SPI pins.png|alt=Due SPI pins|thumb|Due SPI pins]]
Here are the connections:
{| class="wikitable"
|+SD module wiring
!Pin on Due
!Pin on SD module
|-
|SPI MISO
|MISO
|-
|SPI SCK
|SCK
|-
|SPI VCC
|VCC
|-
|SPI MOSI
|MOSI
|-
|SPI GND
|GND
|-
|10
|CS
|}
The SD module can be a bit finicky. The GV-RET software defaults to running the SPI bus at 50MHz, but this didn't work for me. So you will need to do a bit of tweaking to fix this.

First of all, check your SD card is working with File -> Examples -> SdFat -> QuickStart. Connect your Due to the '''Programming USB Port''' (not the Native USB Port) and upload the program. In the serial console, it will ask for the CS pin. Enter '10'. You should see a little report in the serial console that shows it is working.

It may say you need to reformat your SD card. To do this, go to File -> Examples -> SdFat -> SdFormatter. Edit the source code to set the CS pin to 10 and limit SD clock speed to 4MHz:
const uint8_t chipSelect = 10;

#define SPI_SPEED SD_SCK_MHZ(4)
Upload the program and follow the instructions to format your SD card.

Now go to your GVRET code. Add this line after the line 'SdFat sd;' :
#define SPI_SPEED SD_SCK_MHZ(4)
Find the line 'if (!sd.begin(SysSettings.SDCardSelPin, SPI_FULL_SPEED)) {' and change it to:
if (!sd.begin(SysSettings.SDCardSelPin, SPI_SPEED)) {
[[File:Due CAN bus logger with SD card storage.jpg|alt=Due CAN bus logger with SD card storage|thumb|Due CAN bus logger with SD card storage (CS shown connected to pin 4 here)]]
Find line SysSettings.SDCardSelPin = CANDUE_SDCARD_SEL; and edit to the pin number you are using.<syntaxhighlight lang="arduino">
SysSettings.SDCardSelPin = 10; // pin you are using
</syntaxhighlight>Find line settings.autoStartLogging = false; and change <syntaxhighlight lang="arduino">
settings.autoStartLogging = true;
</syntaxhighlight>

That should be enough to get it working. Upload the sketch (this time using the '''Native USB Port''') and you should be rewarded with:

<code>Resetting to factory defaults</code>

<code>Using stored values for digital toggling system</code>

<code>Running on CANDue hardware</code>

<code>Build number: 343</code>

<code>Done with init</code>

At least the error message is gone. <s>So far I haven't managed to get it to log anything to the SD card. It may be the GV-RET configuration needs to be tweaked...</s>

== Get started with SavvyCAN ==

SavvyCAN is a free, open source tool for analysing CAN traffic. Download and install it on your computer.
It can be a bit intimidating, so here's a 30 minute tutorial to help you find your feet:

<youtube>kdA5Gdf3FAk</youtube>

If you're too impatient to sit through a tutorial, just dive straight in and connect to your Due. Go back to the Arduino IDE and note down the name of your Due's USB connection. On my Mac, it's "/dev/cu.usbmodem2441". You're now finished with the Arduino IDE, so quit it just in case it interferes with the next step...

In SavvyCAN:

''Connection -> Open Connection Window''

''Add New Device Connection'' and select the USB connection you noted earlier

''Create New Connection''

Check "Enable Bus" and set the Speed to match your CAN bus. 500000 is a good guess. You can always change it later.

After a few seconds, you should see "Connected" in the Status field. If it doesn't connect, try pushing the reset button on your Due or click "Reset Selected Device" in SavvyCAN.

Now on to the fun part...
== Start hacking ==
Feel free to add SavvyCAN examples here.

I will add something on my Ampera BMS (once I figure out an easy way to connect to the CAN bus...)
[[Category:Arduino]] [[Category:CAN]]

Tesla Model S/X GEN2 Charger

2024-06-25T22:11:40Z

Asavage: /* Functionality of external CAN bus */ Typo fix of "Motorola".

==Overview==
[[File:Gen2.jpg|thumb|tesla gen2 ac charger]]
[[File:Tesla gen2 xray.png|thumb|Tesla Gen2 X-Ray]]

The Tesla GEN2 on-board charger (OBC) is a single/three phase 10kW AC charger that was fitted in the Model S from approx. Oct2013<ref>https://teslamotorsclub.com/tmc/posts/6560948/</ref> until it was replaced in the 2016 'facelift' model with GEN3. It was the first Tesla OBC capable of fully utilizing external 3-phase AC; [[Tesla Model S GEN1 Charger|previous Tesla OBCs]] lacked the external wiring for three phases.

One or two GEN2 chargers are installed beneath the rear seats in the Model S for AC charging.

The charger is made up of three 3.3 kw modules, each sitting on a liquid cooling plate. This assembly enables both single and multi phase AC charging.

==Important Considerations==

===Output Voltage Range===
{| class="wikitable" style="background-color:#ffffcc;" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v dc will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

===Supported Tesla Part Numbers (TPN)===
It has been found that early revision units will not work with the OI control boards.<ref>https://openinverter.org/forum/viewtopic.php?t=932</ref>

TPNs to avoid:

*1014963-05-B and 1014963-05-C

TPNs tested and known good:

*1014963-00-C/E/F/J/K/L
**1014963-00-C <ref>https://openinverter.org/forum/viewtopic.php?p=34710#p34710 and also by Lars on June 25th 2024</ref>
**1014963-00-G is likely also good, just wasn't mentioned by name in the referenced thread

=== Supported Software Revisions ===
At this time, it is not known why but it appears that some firmware revisions of this charger will have problems with maintaining a steady charge. Symptoms of this can be either surging (current goes up, drops to near zero, then surges back) or modules coming online singly followed by all modules going offline, repeat forever. In either case, charge power will be limited. We do not yet know what, exactly, is causing this. However, it is confirmed that swapping charger units but keeping the OI control board can produce working results.

===Cooling===
The direction of flow in the cooling plate does not seem to matter.<ref>https://openinverter.org/forum/viewtopic.php?p=2030#p2030</ref> The charger should likely be on the same cooling loop as the batteries themselves. This coolant loop should be separate from the loop with the motor and inverter (they get far too hot.) Limited testing (esp 110V, 1kw) can be done without the coolant lines hooked up. However, it would be unwise to attempt 10kw charging for any length of time without liquid cooling.

==Replacement Control Boards==
Replacement control board https://github.com/damienmaguire/Tesla-Charger

v5 kit: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-kit

v5 partially built board: https://www.evbmw.com/index.php/evbmw-webshop/tesla-boards/tesla-gen-2-charger-logic-board-partially-built

github: https://github.com/damienmaguire/Tesla-Charger

=== Charger Connections ===
[[File:Tesla Charger Logic connections.jpg|none|thumb|607x607px|
{| class="wikitable"
!A1
!A2
!A3
!A4
!A5
!
!B1
!B2
!B3
!B4
! B5
!B6
|-
|OUT2 - AC present
|
|D1 - enable
|
|
|
|12V supply
|
|
|CANH
|Control Pilot
|
|-
!A6
!A7
! A8
!A9
!A10
!
!B7
!B8
!B9
!B10
!B11
!B12
|-
|OUT1 - HV enable
|
|
|
|D2 - 3p
|
| GND
|
|
|CANL
|Proximity
|
|}
The outputs will not output 12v, they are low side switches. If you require a 12v ac present signal then use a relay with its coil switched from the relevant pin. [https://raw.githubusercontent.com/damienmaguire/Tesla-Charger/master/V5/Charger_Gen2_V5aB3%20-%20Schematic.pdf wiring diagram][[File:AC DC Connections.jpg|left|thumb|600x600px]]]]

====Connector part numbers====
AC and DC power connections (Molex Sabre series):

*housing: 044441-2006
*pins: 043375-3001 (18-20AWG), 043375-0001 (14-16AWG)

Logic connectors (Molex MX150L series):

*housing: 10-way 19418-0014, 12-way 19418-0026
*pins: 33012-2002 (18-20AWG), 33012-2001 (14-16AWG)

=== Replacement board connectors ===
If you can desolder 24 pin SMD connector off of the OEM control board otherwise to order 24 pin connector from Mouser P/N is:

* SM24B-CPTK-1A-TB(L)

The 30 pin connector is very difficult to desolder and resolder. Replacement P/N is:

* IPS1-115-01-S-D-PL, SAMTEC - IPS1-115-01-S-D-PL - SOCKET, 2.54MM, 2X15WAY

===Programming===
You'll need a ST-LINK/V2 smt32 programmer. Unofficial ones are cheaply available from amazon and ebay.

*ST-LINK programming utility: https://www.st.com/en/development-tools/stsw-link004.html
* stm32_loader.hex https://openinverter.org/forum/viewtopic.php?f=7&t=1119
'''Two options:'''
#Charger_gen2_v5.hex https://github.com/damienmaguire/Tesla-Charger/tree/master/V5/Software/Binary
#openinverter style firmware https://openinverter.org/forum/viewtopic.php?t=1323 (only available via patreon for next few weeks)

Click "Target --> Connect" from top menu. You want to see the screen get filled with a data dump of symbols. In the upper right of the screen you can see it identified the device.

In the main viewing window are multiple tabs, click the "Binary File" tab to select it.

This will ask to open a file, you choose: "stm32_loader.hex" from openinverter.org, download ahead of time. This will change what shows up in the viewing window.

Click "Target --> Program and Verify" from the top menu. This pops up a window, and you can probably just click "Start" on that window. This programs the STM32 chip with the stm32_loader.hex file.

The STM32 on your v5 gen2 Tesla charger Board can now load other files.

You can close the stm32_loader.hex tab, and go back to the "Binary File" tab, which will ask to open another file.

You choose: "Charger_Gen2_v5.hex"

Same as last time, click "Target --> Program and Verify" from the top menu. And click Start.

The STM32 on your v5 gen2 Tesla charger Board now also has the software to run.

You are now done with the ST-Link USB dongle, it's no longer needed.

Future updates can be done via WiFi. (must have esp8266 WiFi module programed https://openinverter.org/forum/viewtopic.php?f=5&t=8 )

=== External CAN bus===
[[File:Gen2 Charger V5aB2 logic board.jpg|thumb|Gen2 Charger V5aB2 logic board with CAN wired to external pins]]
The V5aB2 version of the board has no connection to the external CAN bus (V5aB3 has) but you can add it with two bodge wires as shown in the picture. You will find CANH and CANL on the 3 pin header underneath the WiFi module. Route them over to CONN6 as shown. CONN2.1 (CANH) is connected to CONN6.24, CONN2.2 (CANL) to CONN6.26.

Revision V5aB3 does not need this modification. On Revision V5aB3 you '''MUST''' close the solder jumper unless your charger is on an already terminated bus (that is, if the bus already has 2 termination resistors, one on each end, and measures 60 ohms with all devices powered off). If you do not use the external CAN, terminate the bus. If you have only two devices on the bus, terminate the bus. If you aren't sure, double check. '''Bus termination is important.'''

If you attach to the external CAN bus, be aware that all internal CAN traffic is also seen on the external CAN bus. The following IDs are already used and mustn't used by any other device on the bus:

207, 209, 20b, 217, 219, 21b, 227, 229, 22b, 237, 239, 23b, 247, 249, 24b, 327, 329, 32b, 347, 349, 34b, 357, 359, 35b, 367, 368, 369, 36b, 377, 379, 37b, 537, 539, 53b, 717, 719, 71b.

====Functionality of external CAN bus====
With the CAN bus now available externally you can remote control your charger via CAN and also receive some values from it. The mapping is similar to the CHAdeMO CAN protocol. The feature is only available in the commercial firmware.
{| class="wikitable"
|+Charger CAN protocol - up to version 1.06.R
!ID
!Direction
!Byte 0
! Byte 1
!Byte 2
!Byte 3
!Byte 4
! Byte 5
! Byte 6
!Byte 7
|-
|0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
| DC current set point
|==1 enable charging
|SoC
|
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
|Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|''0 when off, 5 when charging''

|
|
|
|}
Example: transmit "0x102 # 0 0x1 0x86 0x14 0x1 50 0 0" to enable charging up to a voltage of 390V and a DC current of 20A, report SoC of 50%

{| class="wikitable"
|+Charger CAN protocol - after version 1.06.R
!ID
!Direction
!Byte 0
!Byte 1
!Byte 2
!Byte 3
!Byte 4
!Byte 5
!Byte 6
!Byte 7
|-
| 0x102
|Receive by charger
|
|DC voltage limit MSB
|DC voltage limit LSB
|DC current set point
|
|==1 enable charging
|SoC
|
|-
|0x108
|Transmit by charger
|Version=0
|Max DC voltage MSB
| Max DC voltage LSB
|Max DC current
|
|
|
|
|-
|0x109
| Transmit by charger
|Version=0
|DC voltage MSB
|DC voltage LSB
|DC current
|
|0 when off, 5 when charging
|
|
|}
LR: Personally I think the data for DC voltage limit is incorrect. The above states Motorola but only when I set all signals (so not only DC voltage limit as also the start bit count (sometimes) varies) to Intel it works for me.[[File:Parameter view of commercial firmware.png|thumb|Parameter view of commercial firmware]]

===openinverter style charger firmware===
In addition to the open source firmware there is also an openinverter style firmware. It adds advanced features:
*Support for the standard open inverter web interface
*Parameter handling as known from the inverter firmware (see picture)
*Spot value handling like inverter including plotting, gauges, and logging
*Over the air update like inverter
*DC current control
* CAN control as described above
The firmware requires the board to be flashed with [https://github.com/jsphuebner/tumanako-inverter-fw-bootloader/releases stm32_loader.hex]. An Olimex MOD-ESP8266 must be programmed with the [https://github.com/jsphuebner/esp8266-web-interface openinverter web interface]. See [[Olimex MOD-WIFI-ESP8266]] and [https://openinverter.org/forum/viewtopic.php?f=5&t=8 this forum thread] for flashing instructions. With that done, future updates will happen via the web interface.

The firmware will soon be fully published and is only available via patreon for now: https://www.patreon.com/openinverter

====Connecting to the Web interface====
Depending on the version of your Olimex wifi dongle they are "open" or you need a password to connect.

By default you can connect to the network (Access Point) and browse to: '''192.168.4.1'''

By default all charger kits will have '''SSID''' : charger '''PASSWORD''' : charger123

''Note: Its recommend that you change it. Nobody wants to drive and have some joker with a phone finding this information and accessing your charger.''

====Registration====
This step is no longer needed as the firmware will soon be published. It is already available on patreon: https://www.patreon.com/openinverter

If you bought a fully assembled V5aB3 board from the EVBMW webshop you can skip this step.
===Commercial firmware usage manual===
==== Parameters====
The firmware exports a number of parameters to be modified by the user. All modifications are temporary until you hit "Save Parameters to Flash" at the top of the page.

We will go over all of them.

'''idclim'''

This parameter is mainly relevant for CAN operation. It is transmitted via CAN to let the vehicle know how much DC current the charger can deliver. Each charger module maxes out at about 15.5A so the maximum total charging current is 46.5A. Since the total power is also limited to 10 kW it depends on the output voltage as well. There is no need to be exact on this, the firmware will automatically limit the AC input current to each module to the hardware maximum.

'''iaclim'''

This is the per-module AC current limit. When charging from a 3-phase outlet (see below) each module will be allowed this current. When charging from single phase, this current will be equally distributed between the enabled chargers.

'''idcspnt'''

DC charge current limit. An additional limit to charge power. It is also mapped to the CAN bus so if you have a BMS that calculates a maximum charge current you can forward this to the charger.

'''chargerena'''

Here you can program which charger modules you want to enable. It is a flag channel, so 1 means "Module 1 enabled", 2 means "Module 2 enabled" and 4 means "Module 3 enabled". Combining these flags enables multiple modules, e.g. 5=4+1 enables modules 1 and 3. 7=4+2+1 enables all modules. This is the default. The parameter can not be directly changed, but you have to type "set chargerena 5" next to where it says "Send Custom Command" on the top of the page and then press the button.

'''udcspnt'''

This modifies the constant voltage setpoint of the chargers. This value is transmitted directly to the modules without further processing. It lets you add a constant voltage phase to your charge process. When reaching this voltage the chargers will control the current to maintain this voltage.

'''udclim'''

This parameters specifies a charge end condition. When the voltage is hit the charging process stops and will not resume until you re-plug the charge cable. If you wish to add a constant voltage phase and control charge end by your BMS, set this parameter higher than udcspnt.

'''timelim'''

Another charge end condition. Charge only for the specified time in minutes.

'''timedly'''

The default value is -1 but this results in the charging waiting forever. You need to set this to 0 (or more) for the OBC to work.

'''inputype'''
*'''Type2''': Specifies one or more modules are operated on ONE common phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' (pilot signal) are distributed equally over the enabled modules. For example if you enable all 3 modules, the cable allows 32A but the EVSE only allows 16A, every module will run at 16/3=5.3A. Charging will start automatically as soon as proximity and a valid pilot signal is detected. Note: You must still have the D1 enable line high. All charge modes require D1 to be high.
*'''Type2-3P''': Specifies each module is connected to a different phase of a Type-2 EVSE. The limits imposed by ''cablelim'' and ''evselim'' are allowed for each module.
*'''Type-2Auto''': relies on input D2 to indicate that 3 phase is present (from external relay), to allow charging on either single or three phase automatically.
*'''Type1''': Like '''Type2''' but ''cablelim'' is always assumed 40A.
*'''Manual''': Specifies one or more modules are operated on ONE common phase, power is distributed like in '''Type2''' mode. Charging starts as soon as the enable pin "D1" goes high. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.
*'''Manual-3P''': Specifies that each module is connected to a different phase of 3-phase outlet. Each module is allowed ''iaclim'' AC current. ''iaclim'' MUST be configured to the limits of your AC source as there is no automatic detection like in Type1 or Type2 modes.
'''cancontrol'''

When on, expect charging instructions via CAN message 0x102 as described above. Charging will start when the enable bit is set. when no CAN message is received for 1s, charging will stop. Note that the digital enable input "D1" also needs to high to allow charging. Also the autostart conditions apply when enabled.

'''idckp/idcki'''

Can be used to tune the control loop of the DC current PI controller.

'''pin'''

Software pin, obtained by registration.

==Additional Resources==

Videos by Damien Maguire showing internals of the charger, CAN IDs, wiring, and development of the board:

[https://www.youtube.com/watch?v=LqJ7HhS65po The Tesla Project : 10 Kw Gen 2 Charger]

[https://www.youtube.com/watch?v=ULadBnl7wgM The Tesla Project : Charger Progress]

[https://www.youtube.com/watch?v=mOIgp3QFg78 The Tesla Project : 10kW Charger Charging]

[https://www.youtube.com/watch?v=BG4kYsoHe54 The Tesla Project : More Charger Hacking]

[https://www.youtube.com/watch?v=bPLqXCiArVM The Tesla Project : Charger 10kw Run]

A 15 min intro from a user perspective: https://www.youtube.com/watch?v=ibtr6v1k0cA

==Common Issues==

*The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground AND evse earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890]
*With V5aB2, If you do NOT use the external CAN bus or are not properly terminated, '''remember to close the solder jumper''' next to R1 under the WiFi module. When in doubt, check the resistance of the CAN bus with all devices off. It should be 60 ohms ideally. If you are not using the external CAN then it should be 120 ohms.
*People had problems with unreliable connectivity between ESP8266 & the charger board [https://openinverter.org/wiki/Olimex_MOD-WIFI-ESP8266#Common_Issues]
*Firmware '''1.09''' and '''1.10''' can lose the CAN map, making the logic board go silent, reset instructions here: [https://openinverter.org/forum/viewtopic.php?p=40617&sid=e2369fea2b502a419f55e5aac10fe169#p40617]
*If a module within the charger is enabled (and all three are enabled by default) then it '''MUST''' see AC and DC voltage when charging starts. If it does not then no current will flow on any module. So, triple check your wiring before starting. It can be easy to mix up the line and neutral wires of the AC input. This will not blow up anything but it won't work either. Mixing up the DC wires is a recipe for a bad time.
*Some chargers are just raised wrong. As covered above, for reasons we don't know, some modules will simply refuse to work properly. Most often this will happen to chargers that were previously used in super charger stations but it can happen to chargers that were pulled from Model S cars as well. There is not yet any known fix for this. If it happens the only current solution is a different charger or you live with slow charging.
*Did you set the D1 enable pin to be high (+12v?) It must be high in '''ANY''' mode in order for charging to start. It is OK to tie it to the +12 incoming power if you are using something like Type2 where charging is controlled by the proximity and control pilot signals.

==Errata==
Charger Dimensions: 500x300x100mm

More specific dimensions and CAD info here: https://openinverter.org/forum/viewtopic.php?p=3641#p3641CAD

==Notes==
[[Category:OEM]]
[[Category:Tesla]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2024-05-23T00:05:46Z

Asavage: /* Locks in other charge ports */ Typo fix only.

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you acquire it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
Note: 15/5/24 Hirshman wouldn't send in uk without full vat number and form with lots of questions. However Auto-Click UK did seem to have all 16 pins.
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* PSA (Peugeot, Citroen, Opel etc) : 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open.
* A solution is needed for converting this to the LIM.
* The part number for the solenoid is "0-2293469-1 /-2 /-3" (see section 5.4 in document below)
* The data sheet is https://www.te.com/commerce/DocumentDelivery/DDEController?Action=showdoc&DocId=Specification+Or+Standard%7F108-94519%7FC3%7Fpdf%7FEnglish%7FENG_SS_108-94519_C3.pdf

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

File:Tesla Model S GEN1 OBC 007b.jpg

2024-02-04T04:21:42Z

Asavage: Asavage uploaded a new version of File:Tesla Model S GEN1 OBC 007b.jpg

Tesla Model S GEN1 OBC X042 Logic Connector pinout.

Tesla Model S GEN1 Charger

2024-02-02T18:48:26Z

Asavage: /* Logic Connector (X042 or X043) */ Changed Pin 8 from "Drive Inhibit" to "PP OUT".

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|EVSE-Prox (PP) OUT
|PP signal from EVSE to Drive Unit. Marked "Prox out" on Tesla's documentation, this was thought to be a "inhibit drive" signal, but testing has been inconclusive/negative for that function so far.
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP) IN
|PP signal from EVSE to OBC
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M Ω
* AC-to-AC input = ~241k Ω

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2024-01-30T23:46:15Z

Asavage: /* Overview */ Added MB "Electric Drive" to Overview.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (initially "Electric Drive", later "B250e"<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>, 2014-17). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|Drive inhibit
|"Prox out", signal to DU to inhibit drive
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP)
|
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M Ω
* AC-to-AC input = ~241k Ω

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

File:2012 ModelS LHD Release 16.1b.png

2024-01-30T22:52:30Z

Asavage: Asavage uploaded a new version of File:2012 ModelS LHD Release 16.1b.png

Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.

File:2012 ModelS LHD Release 16.1b.png

2024-01-30T22:35:51Z

Asavage: Asavage uploaded a new version of File:2012 ModelS LHD Release 16.1b.png

Tesla Model S GEN1 Charger

2024-01-30T22:02:41Z

Asavage: /* Overview */ Format change for describing Slave OBC connectors not used in dual OBC Model S installations.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (all 2014-17 B250e<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize the following, as the first ("Master") OBC performs those functions:
** the Fast Charge Contactors connectors
** the HVIL Loop connector
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|Drive inhibit
|"Prox out", signal to DU to inhibit drive
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP)
|
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M Ω
* AC-to-AC input = ~241k Ω

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Talk:CCS32Clara

2024-01-21T23:48:04Z

Asavage: /* Conflicting of use of udcdivider */

== Add: Section on Supported Chargers/Test Results ==

For Context GitHub Pull Request:
https://github.com/uhi22/ccs32clara/pull/4#issue-2045351022

Proposed added Section if PR gets accepted might look something like this:

Supported Chargers

Clara + Focci has been tested successfully at various chargers.

You can find the raw test results documented on GitHub. [will be added soon]

Currently there are no official supported chargers. (This doesn´t mean Clara + Focci) is not working, just that there havent been sufficient tests yet).

== Conflicting of use of udcdivider ==

{{Reply to|Johu}}

udcdivider is listed as having differing (?) functions in two places.

1) '''Parameters'''
"Division factor from ADC digits to V of external voltage measurement board"

2) '''Making Clara talk CHAdeMO on the CAN side'''
"some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10."

Can both co-exist?

[[User:Asavage|Asavage]] ([[User talk:Asavage|talk]]) 00:29, 22 January 2024 (CET)

Talk:CCS32Clara

2024-01-21T23:29:32Z

Asavage: /* Conflicting of use of udcdivider */

== Add: Section on Supported Chargers/Test Results ==

For Context GitHub Pull Request:
https://github.com/uhi22/ccs32clara/pull/4#issue-2045351022

Proposed added Section if PR gets accepted might look something like this:

Supported Chargers

Clara + Focci has been tested successfully at various chargers.

You can find the raw test results documented on GitHub. [will be added soon]

Currently there are no official supported chargers. (This doesn´t mean Clara + Focci) is not working, just that there havent been sufficient tests yet).

== Conflicting of use of udcdivider ==

udcdivider is listed as having differing (?) functions in two places.

1) '''Parameters'''
"Division factor from ADC digits to V of external voltage measurement board"

2) '''Making Clara talk CHAdeMO on the CAN side'''
"some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10."

Can both co-exist?

[[User:Asavage|Asavage]] ([[User talk:Asavage|talk]]) 00:29, 22 January 2024 (CET)

Talk:CCS32Clara

2024-01-21T23:16:16Z

Asavage: /* Conflicting of use of udcdivider */

== Add: Section on Supported Chargers/Test Results ==

For Context GitHub Pull Request:
https://github.com/uhi22/ccs32clara/pull/4#issue-2045351022

Proposed added Section if PR gets accepted might look something like this:

Supported Chargers

Clara + Focci has been tested successfully at various chargers.

You can find the raw test results documented on GitHub. [will be added soon]

Currently there are no official supported chargers. (This doesn´t mean Clara + Focci) is not working, just that there havent been sufficient tests yet).

== Conflicting of use of udcdivider ==

udcdivider is listed as having differing (?) functions in two places.

1) '''Parameters'''
"Division factor from ADC digits to V of external voltage measurement board"

2) '''Making Clara talk CHAdeMO on the CAN side'''
"some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10."

Can both co-exist?

User talk:Asavage

2024-01-21T23:14:17Z

Asavage: Blanked the page

Talk:CCS32Clara

2024-01-21T23:13:26Z

Asavage: /* Conflicting of use of udcdivider */ new section

== Add: Section on Supported Chargers/Test Results ==

For Context GitHub Pull Request:
https://github.com/uhi22/ccs32clara/pull/4#issue-2045351022

Proposed added Section if PR gets accepted might look something like this:

Supported Chargers

Clara + Focci has been tested successfully at various chargers.

You can find the raw test results documented on GitHub. [will be added soon]

Currently there are no official supported chargers. (This doesn´t mean Clara + Focci) is not working, just that there havent been sufficient tests yet).

== Conflicting of use of udcdivider ==

udcdivider is listed as both:

"Division factor from ADC digits to V of external voltage measurement board"

and

"some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10."

Can both co-exist?

User talk:Asavage

2024-01-21T23:06:02Z

Asavage: Conflict of use of udcdivider.

udcdivider is listed a both:

"Division factor from ADC digits to V of external voltage measurement board"

and

"some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10."

Can both co-exist?

CCS32Clara

2024-01-21T23:03:43Z

Asavage: Added "Fully" to expansion of "foccci".

Disclaimer: This Page is still work in progress! Any information written here is a draft only and should be handled as such. Contributions are more than welcome. If you have questions, please ask them in the discussion section of the page or in the OpenInverter Forum.

This page is about the reference software for the [[Fully Open CCS Charge Controller (FOCCCI)|Fully OpenSource CCS Charge Controller (Foccci)]]. CCS32Clara (also referred to as "Clara") is currently under development by the OpenInverter Community.

Here you will find documentation (or reference) on how to setup Clara, News on the development, diagrams, open ToDos, etc.

[https://github.com/uhi22/ccs32clara Clara on GitHub.]

[https://openinverter.org/forum/viewtopic.php?t=3727 Clara in the OpenInverterForum.]

==Parameters==
{| class="wikitable"
|'''Name'''
|'''Unit'''
|'''Min'''
|'''Max'''
|'''Default'''
|'''Description'''
|-
| colspan="6" |'''Hardware Config'''
|-
|udcdivider
|dig/V
|0
|100
|10
|Division factor from ADC digits to V of external voltage measurement board
|-
|economizer
|%
|0
|100
|100
|Contactor economizer duty cycle. Contactors are always turned on with 12V for 1s then drop to this value. Set to 100% if your contactor has a built-in economizer
|-
|inletvtgsrc
|
|0
|2
|0
|0 - Charger output voltage is considered equal to charge port inlet voltage
1 - Analog input is used for measuring charge port inlet voltage

2 - Charge port inlet voltage is provided via CAN - don't forget to map something to inletvtg
|-
|lockpwm
|%
| -100
|100
|30
|H-bridge duty cycle for operating the lock. Use negative value if lock polarity is swapped
|-
|lockopentm
|ms
|0
|10000
|1000
|Timeout for lock operation
|-
|lockclosethr
|dig
|0
|4095
|0
|Lock feedback value for closed
|-
|lockopenthr
|dig
|0
|4095
|0
|Lock feedback value for open - if equal to lockclosethr no feedback is assumed and lock is operated timed
|-
| colspan="6" |'''Communication'''
|-
|nodeid
|
|1
|63
|22
|CANOpen node id for SDO requests
|-
|canspeed
|
|0
|4
|2
|Baud rate of CAN interface 0=125k, 1=250k, 2=500k, 3=800k, 4=1M
|-
| colspan="6" |'''Charge Parameters'''
|-
|maxpower
|kW
|0
|1000
|100
|Absolute maximum charge power
|-
|maxvtg
|V
|0
|1000
|410
|Over voltage threshold. Always set about 10-20V higher then desired battery full voltage
|-
|maxcur
|A
|0
|500
|125
|Absolute maximum charge current
|-
|demovtg
|V
|0
|500
|0
|Voltage for light bulb demo. To use the board without CAN, to get an constant voltage. Is ignored as long democtrl is not STANDALONE. Only values between 150V and 250V are accepted, others are treated as zero.
|-
|demomode
|
|0
|511
|0
|Enables the standalone demo mode if value is set to STANDALONE. In this mode, no CAN is required and the target voltages for precharge and charging loop are taken from demovtg.
|-
|targetvtg
|V
|0
|1000
|0
|Charge target voltage (volatile)
|-
|chargecur
|A
|0
|500
|0
|Instantaneous current setpoint (volatile)
|-
|soc
|%
|0
|100
|0
|Battery SoC for display on charger (volatile)
|-
|batvtg
|V
|0
|1000
|0
|Present battery voltage for precharge state (volatile)
|-
|enable
|
|0
|1
|1
|When 0 charging is stopped/not started (volatile)
|-
| colspan="6" |'''Testing'''
|-
|locktest
|
|
|
|
|Actuates the lock
|-
|wd_disable
|
|
|
|
|Disabled the CAN timeout detection
|-
|logging
|
|
|
|
|Selects which modules log to the serial console
|}

==Errors==
The spot value "lasterr" displays the last detected error that lead to a cancellation of charging or to not starting in the first place
{| class="wikitable"
|+
!Error
!Description
|-
|CANTIMEOUT
|The message mapped to canwatchdog hasn't been received for over 1s or nothing is mapped to canwatchdog
|-
|PLCTIMEOUT
|PLC communication with charger timed out
|-
|PRECTIMEOUT
|Precharging the EVSE output to specified voltage timed out or battery voltage is below minimum EVSE output voltage
|-
|LOCKTIMEOUT
|The connector lock didn't reach the desired position in time
|-
|EVSEFAULT
|The EVSE reported an error and stopped
|-
|RELAYWELDED
|A welded charge port relay was detected
|}

==Making Clara talk CHAdeMO on the CAN side==
A pretty straightforward way to integrate CCS charging into your vehicle is to use the existing CHAdeMO (let's call it CDM from here on) CAN messaging. CDM has pretty much all data items we need to initiate a CCS charging session, so rather than defining a new set of messages we might as well adopt it. For example, Orion BMS or Zombieverter VCU natively support CHAdeMO anyway.
[[File:Can mapping chademo.png|thumb|Screenshot of CAN mapping to interface Clara CCS with CHAdeMO]]
Let's go over the items in the screenshot one by one. Note that the IDs are decimal! (256=0x100, 258=0x102, 264=0x108, 265=0x109)

*'''udcdivider''' - Actually, here we just select some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10. This tells the CDM module in my car that it talks to Clara. It then includes the battery voltage in some unused message bytes - see below.
*'''evsevtg''' - Transmits the charger's present output voltage back to the vehicle.
*'''evsecur''' - Transmits the charger's present output current back to the vehicle.
*'''opmode''' - Observe the weird gain - this is forged to map Clara state "CurrentDemand (13)" to CDM state "ConnectorLocked (4)". In my car's CDM module this is sufficient to initiate the charging progress. You may need to change it so that the ChargeEnable flag together with ConnectorLocked is forged (numerical value 5).
*'''evsemaxvtg''' - Transmits the EVSE's maximum output voltage back to the vehicle.
*'''evsemaxcur''' - Transmits the EVSE's maximum output current back to the vehicle.
*'''batvtg''' - Transmits the present battery voltage to the EVSE. This is the special item that normally doesn't exist in CDM and that unfortunately will prevent you from using this solution with an OEM car in a safe manner. Of course, you could manually set this to some medium battery voltage like 360V, but if you arrive with a really low battery at, say, 300V this might weld your charge port contactors. You could also manually enter the battery voltage before each charging session.
*'''targetvtg''' - Transmits the charge end voltage to the EVSE.
*'''chargecur''' - By far the most important data item: the charge current request.
*'''soc''' - In CDM this isn't normally a percentage value but some encoded kWh value. In my car's CDM module I specify a full battery as "200" (no idea what this actually means in kWh) and thereby can just output the SoC in 0.5% steps.
*'''enable''' - The car's charge enable flag. When 0 will stop the CCS session.
*'''canwatchdog''' - (missing in screenshot). Map to 0x102 message at some arbitrary bits with gain=0 so it sets canwatchdog=0 whenever it is received. This makes sure charging stops if the CAN bus is disturbed.

As an additional safety measure you could connect CDM pin 4 (charge enable) to Clara's button input (at least once we added an active low mode for it). It might also be worthwhile to connect pin 7 (connection check) to the PP input for drive away protection when CDM is plugged in but not charging (again, once we have actually implemented this).

Let's list the CHAdeMO pin mapping one by one as well:

*Pin 1 - GND
*Pin 2 (12V, charger start/stop) - 12V (I take it from cigarette lighter)
*Pin 4 (charging enable) - Foccci BUTTON
*Pin 5, 6 - Power pins, triple check correct polarity!
*Pin 7 (Connection check) - Foccci PP
*Pin 8, 9 (CAN) - Foccci CANL, CANH
*Pin 10 (charger start/stop 2) - Foccci SW1_LS

'''Attention:''' with this mapping the error flags are ignored, e.g. voltage or current mismatch.

[[Category:ChaDeMo‏‎]]
[[Category:CCS]]
[[Category:Rapid Charging]]
__FORCETOC__

CCS32Clara

2024-01-21T23:02:38Z

Asavage: /* Parameters */ Minor typos.

Disclaimer: This Page is still work in progress! Any information written here is a draft only and should be handled as such. Contributions are more than welcome. If you have questions, please ask them in the discussion section of the page or in the OpenInverter Forum.

This page is about the reference software for the [[Fully Open CCS Charge Controller (FOCCCI)|OpenSource CCS Charge Controller (Foccci)]]. CCS32Clara (also referred to as "Clara") is currently under development by the OpenInverter Community.

Here you will find documentation (or reference) on how to setup Clara, News on the development, diagrams, open ToDos, etc.

[https://github.com/uhi22/ccs32clara Clara on GitHub.]

[https://openinverter.org/forum/viewtopic.php?t=3727 Clara in the OpenInverterForum.]

==Parameters==
{| class="wikitable"
|'''Name'''
|'''Unit'''
|'''Min'''
|'''Max'''
|'''Default'''
|'''Description'''
|-
| colspan="6" |'''Hardware Config'''
|-
|udcdivider
|dig/V
|0
|100
|10
|Division factor from ADC digits to V of external voltage measurement board
|-
|economizer
|%
|0
|100
|100
|Contactor economizer duty cycle. Contactors are always turned on with 12V for 1s then drop to this value. Set to 100% if your contactor has a built-in economizer
|-
|inletvtgsrc
|
|0
|2
|0
|0 - Charger output voltage is considered equal to charge port inlet voltage
1 - Analog input is used for measuring charge port inlet voltage

2 - Charge port inlet voltage is provided via CAN - don't forget to map something to inletvtg
|-
|lockpwm
|%
| -100
|100
|30
|H-bridge duty cycle for operating the lock. Use negative value if lock polarity is swapped
|-
|lockopentm
|ms
|0
|10000
|1000
|Timeout for lock operation
|-
|lockclosethr
|dig
|0
|4095
|0
|Lock feedback value for closed
|-
|lockopenthr
|dig
|0
|4095
|0
|Lock feedback value for open - if equal to lockclosethr no feedback is assumed and lock is operated timed
|-
| colspan="6" |'''Communication'''
|-
|nodeid
|
|1
|63
|22
|CANOpen node id for SDO requests
|-
|canspeed
|
|0
|4
|2
|Baud rate of CAN interface 0=125k, 1=250k, 2=500k, 3=800k, 4=1M
|-
| colspan="6" |'''Charge Parameters'''
|-
|maxpower
|kW
|0
|1000
|100
|Absolute maximum charge power
|-
|maxvtg
|V
|0
|1000
|410
|Over voltage threshold. Always set about 10-20V higher then desired battery full voltage
|-
|maxcur
|A
|0
|500
|125
|Absolute maximum charge current
|-
|demovtg
|V
|0
|500
|0
|Voltage for light bulb demo. To use the board without CAN, to get an constant voltage. Is ignored as long democtrl is not STANDALONE. Only values between 150V and 250V are accepted, others are treated as zero.
|-
|demomode
|
|0
|511
|0
|Enables the standalone demo mode if value is set to STANDALONE. In this mode, no CAN is required and the target voltages for precharge and charging loop are taken from demovtg.
|-
|targetvtg
|V
|0
|1000
|0
|Charge target voltage (volatile)
|-
|chargecur
|A
|0
|500
|0
|Instantaneous current setpoint (volatile)
|-
|soc
|%
|0
|100
|0
|Battery SoC for display on charger (volatile)
|-
|batvtg
|V
|0
|1000
|0
|Present battery voltage for precharge state (volatile)
|-
|enable
|
|0
|1
|1
|When 0 charging is stopped/not started (volatile)
|-
| colspan="6" |'''Testing'''
|-
|locktest
|
|
|
|
|Actuates the lock
|-
|wd_disable
|
|
|
|
|Disabled the CAN timeout detection
|-
|logging
|
|
|
|
|Selects which modules log to the serial console
|}

==Errors==
The spot value "lasterr" displays the last detected error that lead to a cancellation of charging or to not starting in the first place
{| class="wikitable"
|+
!Error
!Description
|-
|CANTIMEOUT
|The message mapped to canwatchdog hasn't been received for over 1s or nothing is mapped to canwatchdog
|-
|PLCTIMEOUT
|PLC communication with charger timed out
|-
|PRECTIMEOUT
|Precharging the EVSE output to specified voltage timed out or battery voltage is below minimum EVSE output voltage
|-
|LOCKTIMEOUT
|The connector lock didn't reach the desired position in time
|-
|EVSEFAULT
|The EVSE reported an error and stopped
|-
|RELAYWELDED
|A welded charge port relay was detected
|}

==Making Clara talk CHAdeMO on the CAN side==
A pretty straightforward way to integrate CCS charging into your vehicle is to use the existing CHAdeMO (let's call it CDM from here on) CAN messaging. CDM has pretty much all data items we need to initiate a CCS charging session, so rather than defining a new set of messages we might as well adopt it. For example, Orion BMS or Zombieverter VCU natively support CHAdeMO anyway.
[[File:Can mapping chademo.png|thumb|Screenshot of CAN mapping to interface Clara CCS with CHAdeMO]]
Let's go over the items in the screenshot one by one. Note that the IDs are decimal! (256=0x100, 258=0x102, 264=0x108, 265=0x109)

*'''udcdivider''' - Actually, here we just select some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10. This tells the CDM module in my car that it talks to Clara. It then includes the battery voltage in some unused message bytes - see below.
*'''evsevtg''' - Transmits the charger's present output voltage back to the vehicle.
*'''evsecur''' - Transmits the charger's present output current back to the vehicle.
*'''opmode''' - Observe the weird gain - this is forged to map Clara state "CurrentDemand (13)" to CDM state "ConnectorLocked (4)". In my car's CDM module this is sufficient to initiate the charging progress. You may need to change it so that the ChargeEnable flag together with ConnectorLocked is forged (numerical value 5).
*'''evsemaxvtg''' - Transmits the EVSE's maximum output voltage back to the vehicle.
*'''evsemaxcur''' - Transmits the EVSE's maximum output current back to the vehicle.
*'''batvtg''' - Transmits the present battery voltage to the EVSE. This is the special item that normally doesn't exist in CDM and that unfortunately will prevent you from using this solution with an OEM car in a safe manner. Of course, you could manually set this to some medium battery voltage like 360V, but if you arrive with a really low battery at, say, 300V this might weld your charge port contactors. You could also manually enter the battery voltage before each charging session.
*'''targetvtg''' - Transmits the charge end voltage to the EVSE.
*'''chargecur''' - By far the most important data item: the charge current request.
*'''soc''' - In CDM this isn't normally a percentage value but some encoded kWh value. In my car's CDM module I specify a full battery as "200" (no idea what this actually means in kWh) and thereby can just output the SoC in 0.5% steps.
*'''enable''' - The car's charge enable flag. When 0 will stop the CCS session.
*'''canwatchdog''' - (missing in screenshot). Map to 0x102 message at some arbitrary bits with gain=0 so it sets canwatchdog=0 whenever it is received. This makes sure charging stops if the CAN bus is disturbed.

As an additional safety measure you could connect CDM pin 4 (charge enable) to Clara's button input (at least once we added an active low mode for it). It might also be worthwhile to connect pin 7 (connection check) to the PP input for drive away protection when CDM is plugged in but not charging (again, once we have actually implemented this).

Let's list the CHAdeMO pin mapping one by one as well:

*Pin 1 - GND
*Pin 2 (12V, charger start/stop) - 12V (I take it from cigarette lighter)
*Pin 4 (charging enable) - Foccci BUTTON
*Pin 5, 6 - Power pins, triple check correct polarity!
*Pin 7 (Connection check) - Foccci PP
*Pin 8, 9 (CAN) - Foccci CANL, CANH
*Pin 10 (charger start/stop 2) - Foccci SW1_LS

'''Attention:''' with this mapping the error flags are ignored, e.g. voltage or current mismatch.

[[Category:ChaDeMo‏‎]]
[[Category:CCS]]
[[Category:Rapid Charging]]
__FORCETOC__

CCS32Clara

2024-01-21T22:59:57Z

Asavage: /* Making Clara talk CHAdeMO on the CAN side */ Various minor formatting, full-stops, minor typo fixes.

Disclaimer: This Page is still work in progress! Any information written here is a draft only and should be handled as such. Contributions more then welcome. If you have questions please ask them in the discussion section of the page or in the OpenInvert Forum.

This page is about the reference software for the [[Fully Open CCS Charge Controller (FOCCCI)|OpenSource CCS Charge Controller (Foccci)]]. CCS32Clara (also referred to as "Clara") is currently under development by the OpenInverter Community.

Here you will find documentation (or reference) how to setup clara, News on the development, diagramms, open ToDos, etc.

[https://github.com/uhi22/ccs32clara Clara on GitHub.]

[https://openinverter.org/forum/viewtopic.php?t=3727 Clara in the OpenInverterForum.]

==Parameters==
{| class="wikitable"
|'''Name'''
|'''Unit'''
|'''Min'''
|'''Max'''
|'''Default'''
|'''Description'''
|-
| colspan="6" |'''Hardware Config'''
|-
|udcdivider
|dig/V
|0
|100
|10
|Division factor from ADC digits to V of external voltage measurement board
|-
|economizer
|%
|0
|100
|100
|Contactor economizer duty cycle. Contactors are always turned on with 12V for 1s then drop to this value. Set to 100% if your contactor has a built-in economizer
|-
|inletvtgsrc
|
|0
|2
|0
|0 - Charger output voltage is considered equal to charge port inlet voltage
1 - Analog input is used for measuring charge port inlet voltage

2 - Charge port inlet voltage is provided via CAN - don't forget to map something to inletvtg
|-
|lockpwm
|%
| -100
|100
|30
|H-bridge duty cycle for operating the lock. Use negative value if lock polarity is swapped
|-
|lockopentm
|ms
|0
|10000
|1000
|Timeout for lock operation
|-
|lockclosethr
|dig
|0
|4095
|0
|Lock feedback value for closed
|-
|lockopenthr
|dig
|0
|4095
|0
|Lock feedback value for open - if equal to lockclosethr no feedback is assumed and lock is operated timed
|-
| colspan="6" |'''Communication'''
|-
|nodeid
|
|1
|63
|22
|CANOpen node id for SDO requests
|-
|canspeed
|
|0
|4
|2
|Baud rate of CAN interface 0=125k, 1=250k, 2=500k, 3=800k, 4=1M
|-
| colspan="6" |'''Charge Parameters'''
|-
|maxpower
|kW
|0
|1000
|100
|Absolute maximum charge power
|-
|maxvtg
|V
|0
|1000
|410
|Over voltage threshold. Always set about 10-20V higher then desired battery full voltage
|-
|maxcur
|A
|0
|500
|125
|Absolute maximum charge current
|-
|demovtg
|V
|0
|500
|0
|Voltage for light bulb demo. To use the board without CAN, to get an constant voltage. Is ignored as long democtrl is not STANDALONE. Only values between 150V and 250V are accepted, others are treated as zero.
|-
|demomode
|
|0
|511
|0
|Enables the standalone demo mode if value is set to STANDALONE. In this mode, no CAN is required and the target voltages for precharge and charging loop are taken from demovtg.
|-
|targetvtg
|V
|0
|1000
|0
|Charge target voltage (volatile)
|-
|chargecur
|A
|0
|500
|0
|Instantaneous current setpoint (volatile)
|-
|soc
|%
|0
|100
|0
|Battery SoC for display on charger (volatile)
|-
|batvtg
|V
|0
|1000
|0
|Present battery voltage for precharge state (volatile)
|-
|enable
|
|0
|1
|1
|When 0 charging is stopped/not started (volatile)
|-
| colspan="6" |'''Testing'''
|-
|locktest
|
|
|
|
|Actuates the lock
|-
|wd_disable
|
|
|
|
|Disabled the CAN timeout detection
|-
|logging
|
|
|
|
|Selects which modules log to the serial console
|}

==Errors==
The spot value "lasterr" displays the last detected error that lead to a cancellation of charging or to not starting in the first place
{| class="wikitable"
|+
!Error
!Description
|-
|CANTIMEOUT
|The message mapped to canwatchdog hasn't been received for over 1s or nothing is mapped to canwatchdog
|-
|PLCTIMEOUT
|PLC communication with charger timed out
|-
|PRECTIMEOUT
|Precharging the EVSE output to specified voltage timed out or battery voltage is below minimum EVSE output voltage
|-
|LOCKTIMEOUT
|The connector lock didn't reach the desired position in time
|-
|EVSEFAULT
|The EVSE reported an error and stopped
|-
|RELAYWELDED
|A welded charge port relay was detected
|}

==Making Clara talk CHAdeMO on the CAN side==
A pretty straightforward way to integrate CCS charging into your vehicle is to use the existing CHAdeMO (let's call it CDM from here on) CAN messaging. CDM has pretty much all data items we need to initiate a CCS charging session, so rather than defining a new set of messages we might as well adopt it. For example, Orion BMS or Zombieverter VCU natively support CHAdeMO anyway.
[[File:Can mapping chademo.png|thumb|Screenshot of CAN mapping to interface Clara CCS with CHAdeMO]]
Let's go over the items in the screenshot one by one. Note that the IDs are decimal! (256=0x100, 258=0x102, 264=0x108, 265=0x109)

*'''udcdivider''' - Actually, here we just select some dummy item as the important bit is in the Offset field: the version. In this case I signal non-existent CDM version 10. This tells the CDM module in my car that it talks to Clara. It then includes the battery voltage in some unused message bytes - see below.
*'''evsevtg''' - Transmits the charger's present output voltage back to the vehicle.
*'''evsecur''' - Transmits the charger's present output current back to the vehicle.
*'''opmode''' - Observe the weird gain - this is forged to map Clara state "CurrentDemand (13)" to CDM state "ConnectorLocked (4)". In my car's CDM module this is sufficient to initiate the charging progress. You may need to change it so that the ChargeEnable flag together with ConnectorLocked is forged (numerical value 5).
*'''evsemaxvtg''' - Transmits the EVSE's maximum output voltage back to the vehicle.
*'''evsemaxcur''' - Transmits the EVSE's maximum output current back to the vehicle.
*'''batvtg''' - Transmits the present battery voltage to the EVSE. This is the special item that normally doesn't exist in CDM and that unfortunately will prevent you from using this solution with an OEM car in a safe manner. Of course, you could manually set this to some medium battery voltage like 360V, but if you arrive with a really low battery at, say, 300V this might weld your charge port contactors. You could also manually enter the battery voltage before each charging session.
*'''targetvtg''' - Transmits the charge end voltage to the EVSE.
*'''chargecur''' - By far the most important data item: the charge current request.
*'''soc''' - In CDM this isn't normally a percentage value but some encoded kWh value. In my car's CDM module I specify a full battery as "200" (no idea what this actually means in kWh) and thereby can just output the SoC in 0.5% steps.
*'''enable''' - The car's charge enable flag. When 0 will stop the CCS session.
*'''canwatchdog''' - (missing in screenshot). Map to 0x102 message at some arbitrary bits with gain=0 so it sets canwatchdog=0 whenever it is received. This makes sure charging stops if the CAN bus is disturbed.

As an additional safety measure you could connect CDM pin 4 (charge enable) to Clara's button input (at least once we added an active low mode for it). It might also be worthwhile to connect pin 7 (connection check) to the PP input for drive away protection when CDM is plugged in but not charging (again, once we have actually implemented this).

Let's list the CHAdeMO pin mapping one by one as well:

*Pin 1 - GND
*Pin 2 (12V, charger start/stop) - 12V (I take it from cigarette lighter)
*Pin 4 (charging enable) - Foccci BUTTON
*Pin 5, 6 - Power pins, triple check correct polarity!
*Pin 7 (Connection check) - Foccci PP
*Pin 8, 9 (CAN) - Foccci CANL, CANH
*Pin 10 (charger start/stop 2) - Foccci SW1_LS

'''Attention:''' with this mapping the error flags are ignored, e.g. voltage or current mismatch.

[[Category:ChaDeMo‏‎]]
[[Category:CCS]]
[[Category:Rapid Charging]]
__FORCETOC__

BMW I3 Fast Charging LIM Module

2024-01-21T20:04:59Z

Asavage:

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you acquire it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref> or Uk https://www.auto-click.co.uk/4-way/hirschmann-4-way-automotive-connectors/805-122-541
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|x <ref>Forum Reference: https://openinverter.org/forum/viewtopic.php?p=56201&sid=6dfa5895f1899ec553db041dd7146f7a#p56201 and https://openinverter.org/forum/viewtopic.php?p=56290#p56290</ref>
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-08-11T03:20:50Z

Asavage: /* Additional components for a LIM installation */ Added link to Wiki article for Isabellenhütte Heusler

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the [[Isabellenhütte Heusler]] IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

BMW I3 Fast Charging LIM Module

2023-08-10T01:28:52Z

Asavage: /* Additional components for a LIM installation */ Added ISA IVT-S bare bones explanation.

The BMW LIM module is a CCS, CHAdeMO and AC charging controller. It is used to communicate between the vehicle and the public charging infrastructure, to allow fast charging to occur.

As these can be found affordably on eBay and from auto wreckers, they have been pursued as an open-source charger-interface project.

The LIM is also available new from BMW spare parts suppliers for € 240. If you get it new, it comes without firmware loaded, and it must be programmed first.

==External links==
[https://openinverter.org/forum/viewtopic.php?t=1196 Forum discussion]

[https://github.com/damienmaguire/BMW-i3-CCS github.com/damienmaguire/BMW-i3-CCS]

> [https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs CAN logs]

> [https://github.com/damienmaguire/Stm32-vcu/blob/ACDC_LIM/src/i3LIM.cpp STM32 ZombieVerter VCU software]

> [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

[https://openinverter.org/forum/download/file.php?id=9509 BMW I3 HV components]

[https://www.evcreate.nl/shop/charging/connector-kit-for-bmw-i3-lim-ccs-charging-module/ LIM Connector Kit]

[https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ LIM Compatible Contactors]

[http://tesla.o.auroraobjects.eu/Design_Guide_Combined_Charging_System_V3_1_1.pdf Design Guide for Combined Charging System (2015)]

[https://www.researchgate.net/publication/338586995_EV_Charging_Definitions_Modes_Levels_Communication_Protocols_and_Applied_Standards EV Charging Definitions, Modes, Levels, Communication Protocols and Applied Standards]

==Connectors and Pinouts==

[[File:BMW_I3_CCS_Labelled.png|thumb|BMW i3 LIM CCS Charging Module]]All connectors are available at https://www.auto-click.co.uk/ worldwide.
{| class="wikitable"
|+Connector Key (left to right)
!Label
!Description
!Compatible Plugs
|-
|4B
|12 Pin Connector
|BMW 61138373632
Audi 4E0 972 713

TE 1534152-1<ref>https://www.auto-click.co.uk/index.php?route=product/product&product_id=1344</ref> / 1534151-1
|-
|3B
| 8 Pin Connector (CHAdeMO models only)
|BMW 61138364624

Audi 4F0 972 708

TE 1-1534229-1
|-
| 1B
|16 Pin Connector
|(?Hirschmann 805-587-545?)<ref>https://www.auto-click.co.uk/805-587-545</ref>Auto-Click UK Part link has Pin 13 through 16 blocked. Received a Mercedes Part from them instead of BMW using this part number. Please check the part for proper compatibility - Hirschmann Automotive offers 10 free samples https://shop.hirschmann-automotive.com/connectors/2064/16way-1.2-sealstar-fa-connector#
|-
|2B
|6 Pin Connector
| BMW 61138383300
Audi 7M0 973 119

TE 1-967616-1<ref>https://www.auto-click.co.uk/1-967616-1</ref><ref>https://www.mouser.com/ProductDetail/571-1-967616-1</ref>
|-
|X
| Replacement Pins
|5-962885-1<ref>https://www.auto-click.co.uk/5-962885-1</ref>
|-
|X
|Rubber Seal
|1-967067-1<ref>https://www.auto-click.co.uk/1-967067-1</ref>
|-
|X
|(for the connector on the i3's Charge Port Cable Lock,
see [[BMW I3 Fast Charging LIM Module#Charge port lock|the Charge Port Lock section]])
|
|}
[[File:CCS setup LIM 2-03.png|none|thumb|800x800px|LIM Connectors and Pin Numbering]]
{| class="wikitable"
|+
1B Pinout:
!Pin #
!Function
!Description
|-
|1B-1
| LED_S
|Charge Port Lighting (not necessary)
|-
|1B-2
| -
|
|-
|1B-3
|LED_M
|Charge Port Lighting (not necessary)
|-
|1B-4
|LOCK_MOT+
|Charge Port ''cable'' Lock Motor
|-
|1B-5
|LOCK_MOT-
|Charge Port ''cable'' Lock Motor, and reference for 1B-16.
|-
|1B-6
| CAN_H
|Powertrain CAN
|-
| 1B-7
|CAN_L
|Powertrain CAN
|-
|1B-8
|IGN
|Wake up signal input and output +12V (ignition, contact 15)
|-
|1B-9
|VCC
|Constant Power +12V
|-
|1B-10
|GND
|Ground
|-
|1B-11
|<nowiki>-</nowiki>
|
|-
|1B-12
| -
|
|-
|1B-13
| -
|
|-
|1B-14
| -
|
|-
|1B-15
|CHARGE_E
|Goes to KLE. Guessing this is charge enable or drive interlock signal? (Not necessary)
|-
|1B-16
|LOCK_FB
|Charge Port ''cable'' Lock Feedback (1k unlocked, 11k locked), referenced to 1B-5<ref>https://openinverter.org/forum/viewtopic.php?p=30636#p30636</ref>.
|}
{| class="wikitable"
|+2B Pinout:
!Pin #
!Function
!Description (BMW)
!Description (MINI)<ref>https://openinverter.org/forum/viewtopic.php?p=51484#p51484</ref>
|-
|2B-1
|CP
|Pilot (charge port)
Some charge ports need additional 620 ohms to GND.
|Pilot (charge port)
|-
|2B-2
|PP
|Proximity (charge port)
|Proximity (charge port)
|-
|2B-3
|Jumper
|Connected to Pin 4
|PE / GND
|-
|2B-4
|Jumper
|Connected to Pin 3
|Connected to Pin 5
|-
|2B-5
|PE / GND
|Ground (charge port earth)
|Connected to Pin 4
|-
|2B-6
| -
|US CCS1 version connected to 2B-2
|N/C (TBD if used for US CCS1)
|}

3B Pinout:

- N/A (for CHAdeMO only)
{| class="wikitable"
|+4B Pinout:
! Pin #
!Function
!Description
|-
|4B-1
| POS_CONT+
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-2
|NEG_CONT+
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-3
|POS_CONT-
|Positive HV Contactor Control          (Contactor coil resistance must be ~15 ohms)
|-
|4B-4
|NEG_CONT-
|Negative HV Contactor Control        (Contactor coil resistance must be ~15 ohms)
|-
|4B-5
|U_HV_DC
|Charge Port DC Voltage (current input 3-20mA?)(1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref>
|-
|4B-6
|LED_RT
|Red charge Status Light (12V RGB LED)
|-
|4B-7
|LED_GN
|Green charge Status Light (12V RGB LED)
|-
|4B-8
|LED_BL
|Blue charge Status Light (12V RGB LED)
|-
|4B-9
|LED_GND
|Charge Status Light Ground (common cathode of RGB LED)
|-
|4B-10
|COV_MOT-
|Charge Port Cover Motor (Not necessary)
|-
|4B-11
|COV_MOT+
|Charge Port Cover Motor (Not necessary)
|-
|4B-12
|COV_FB
|Charge Port Cover Feedback (connect to GND to simulate open cover<ref>https://openinverter.org/forum/viewtopic.php?p=24597#p24597</ref>)('''To be left floating for''' contactors weld test)
|}

== Wiring Diagram ==

[[File:BMW I3 2016 Factory Workshop Service Repair Manual 2563-4b.png|thumb|1000x1000px|left|BMW i3 DCFC CCS factory wiring (simplified) (1-phase version, probably US)]]

[[File:CCS setup LIM-01.png|thumb|1000x1000px|alt=|Wiring LIM electric vehicle charge controller|none]]Note [18Jun2022 ALS]: In the above diagram, some details may be non-current, eg the Charge Port Cover sensor is not shown, but its line @ 4B-12 must be floating (signalling that the Charge Port Cover is closed (?)) in order for the LIM to proceed with its welded contact tests; 4B-12 is tied to Ground (?) to indicate that the cover is open<ref>https://openinverter.org/forum/viewtopic.php?p=41590#p41590</ref>.

==== Wiring notes ====
Make sure you mount the LIM as close to the charge socket as possible and keep the pilot wire separate from the high power wiring.

Bad pilot wiring can result in SLAC, PLC, or other communication problems.

== Additional components for a LIM installation ==

=== Current shunt ===
If using the ZombieVerter VCU as an interface to the BMW i3 LIM, the code expects to receive voltage and current data -- from somewhere. Typically, this is furnished by a standalone current shunt that outputs the data via CAN. The most common shunt in use is the Isabellenhuette IVT-S-500-U3-I-CAN1-12/24 (datasheet<ref>https://www.isabellenhuetteusa.com/wp-content/uploads/2022/07/Datasheet-IVT-S-V1.03.pdf</ref>), or a variation on this model. This "ISA" (or IVT-S) must be initialized/setup/configured before using it in production.

=== Isolated DC charge inlet voltage sense board ===
The LIM gets the inlet DC voltage from a board in the KLE.

This board needs to produce an isolated 3-20mA current signal (or: 1.42V for 0V HV, linear to 4.8V for 500V HV)<ref>https://openinverter.org/forum/viewtopic.php?p=24613#p24613</ref> from the high voltage DC voltage.

A circuit of a voltage sense board is shared [https://openinverter.org/forum/viewtopic.php?p=28143#p28143 here] and can be purchased [https://openinverter.org/forum/viewtopic.php?p=41641#p41641 here].
[[File:Voltage measure board.jpg|none|thumb|Isolated DC Voltage sense board by muehlpower]]An alternative voltage sense board is available [https://www.evcreate.nl/shop/charging/voltage-sense-board-bmw-i3-lim/ here].
[[File:BMW-i3-LIM-CCS-charging-voltage-sense-board-measuring.jpg|none|thumb|BMW i3 LIM voltage sense board by EVcreate]]

=== Fast charge contactor ===
The LIM produces a 12V, 50% PWM on the positive and negative fast charging contactor outputs and measures the current draw of the contactors.

The BMW OEM fast charge contactor relays, located in the KLE, are (2) TE EVC135 RELAY, SPST-NO, DM (# 2138011-1).

https://www.te.com/usa-en/product-2138011-1.html

Similar, though not exact, replacements are available from [https://www.evcreate.nl/shop/charging/contactor-matching-lim-ccs-charging-module-from-bmw-i3/ EVcreate]

==== Larger contactor control ====
If you want to use larger contactors with PWM economizer or dual coil, use small relays to drive them and place a 15 ohm resistor (with heat sink) in parallel with each to simulate the original contactor coil's impedance.

Each of the two 15 ohm resistors must dissipate ~6W @ 13.4V, 50% PWM.

Further investigation is needed to find out if the LIM also detects a contactor failure via the current draw.
[[File:Gigavac contactor driver circuit.png|none|thumb|500x500px|Gigavac contactor driver circuit]]

=== Charge port ===
[[File:CCS2-inlet.jpg|thumb|262x262px|DUOSIDA / MIDA CCS(2) inlet|alt=DUOSIDA / MIDA CCS(2) inlet]]
SAE J1772 (US) and IEC 61851 (international) cover the general physical, electrical, communication protocol, and performance requirements for the electric vehicle conductive charge system and coupler.

https://en.wikipedia.org/wiki/SAE_J1772#Signaling

The original BMW i3 Type 1 charge port has 2.7 kΩ between PP and PE and no connection between CP and PE, as J1772 describes.

<s>The Type 2 charge port used in Europe probably has 4.7 kΩ between PP and PE. (from Phoenix datasheet. Not confirmed!)</s>

The Type 2 charge port used in Europe has no PP - PE resistor.

Make sure to match these if you want to use a different charge port. Some brands use different resistance values.

The CP communication for US Type 1 (1-phase) and EU Type 2 (3-phase) charge ports is similar, but the PP circuit is different.

=== Charge port lock ===
In the BMW i3 a quite expensive Phoenix/Delphi CCS charge port is used, and it would be convenient to be able to use the cheaper Duosida CCS charge ports.

The charge port lock should work with the Duosida lock as well but the feedback (1k unlocked, 11k locked) is a bit different which requires some additional resistors.
[[File:CCS_setup_LIM_2-02.png|alt=Duosida combo CCS 2 inlet lock actuator connection]][[File:I3 ccs port wiring.jpg|none|alt=BMW i3 CCS inlet lock motor actuator wiring w/pinouts|BMW i3 CCS inlet lock motor actuator wiring w/pinouts]]

If using an OEM BMW i3 CCS charge port, the Kuster cable lock uses these connector parts:

* Connector shell: [https://www.fcpeuro.com/products/bmw-socket-housing-4polig-12527549033 BMW 12527549033]<ref>https://openinverter.org/forum/viewtopic.php?p=32096#p32096</ref> or Hirschmann 805122541<ref>https://openinverter.org/forum/viewtopic.php?p=49346#p49346</ref>
* Terminals: [https://www.fcpeuro.com/products/bmw-socket-terminal-mqs-61131393724 BMW 61131393724]
* Terminal seals: [https://www.fcpeuro.com/products/bmw-sealing-grommet-61138366245 BMW 61138366245]

==== Locks in other charge ports ====

* Peugeot: 2 motor pins, 2 feedback pins. Feedback is some sort of 2 pin semiconductor device, maybe hall effect. Feed 12V via 1k resistor, outputs about 10V when locked, 3V when open. A solution is needed for converting this to the LIM.

===RGB charge indication light===
The RGB charge indicator LED should have a common cathode and series resistors for 12V DC.

Nice push buttons with an integrated RGB LED are available on [https://nl.aliexpress.com/item/4000437597282.html Aliexpress] for a few dollars.

The switch signal is useful to stop charging and has to be connected to the ECU. The ECU then terminates the charging process over the CAN bus.
[[File:RGB LED common cathode.png|none|thumb|243x243px|RGB LED]]

=== Wake/sleep ===
The LIM will wake up under any of these circumstances:

* When 12V is applied to the hardware wake up line (1B-8).
* On plug insertion.
* On opening of the charge port door.
* When the LIM sees CAN message 0x12F.

The hardware wake up line works in both directions. I.e., the LIM can be woken by 12V on the hardware wake up line, but, similarly, when the LIM wakes up it will put 12V on the wake up line itself. This can be used to do things like waking up an OBC on plug insertion.

== Programming a new LIM ==
If you purchase a new LIM, there is no configuration loaded; it is "virgin", and must be configured before use.

There are at least two ways to program a virgin BMW i3 LIM:

* Use BMW E-Sys software in combination with a salvaged Body Domain Controller, and possibly requiring a matching physical key<ref>https://openinverter.org/forum/viewtopic.php?p=43848#p43848</ref>;
* Use a Vector CAN (or similar) and a Fahrzeugauftrag (FA) file to edit and write information to the LIM without E-Sys<ref>[https://openinverter.org/forum/viewtopic.php?p=54432&sid=e276b6583092e79d1ba390a24c652ece#p54432 https://openinverter.org/forum/viewtopic.php?p=54432]</ref>

=== Programming LIM using E-Sys and a BDC/Key ===
Damien managed to program a brand new LIM with a i3 BDC (Body Domain Controller).

He caught a CAN log of the programming session: https://github.com/damienmaguire/BMW-i3-CCS/tree/main/Programming/Logs

Hopefully we figure out how to do it with a few CAN messages. In the meantime, Damien is offering LIM programming as a service: https://www.evbmw.com/index.php/evbmw-webshop/evbmw-serv/limprg.

====== Basic shopping list if you want to program a LIM: ======
*Software:
**Esys 3.36 from here: https://disk.yandex.ru/d/3XLfVVYHFq8qQw
**pszdata lite from here: https://disk.yandex.ru/d/Y0w0r5T1ElMVdA
*Hardware:
**BMW LIM ([[#LIM hardware|see "LIM hardware" section below]]), connectors and pins ([[#Connectors and Pinouts|see "Connectors and Pinouts" section above]]).
**BMW i3 BDC (Body Domain Controller): basically the main ecu in the i3 that gates all the data around the car.
***Damien sourced his from: https://www.evbreakers.com/ noting ''They even threw in the plugs and few cm of harness for free.''
***According to realoem.com, the first BDC (used in 2014) was p/n 61359354010
****A fuller list of the various BDCs over the subsequent years can be found here here:https://www.realoem.com/bmw/enUS/partxref?q=61359354010. Thankfully, there is a very wide retro/cross-compatibility
****Also found some part numbers in ebay listings not seen in the realoem list (maybe a North America vs EU thing?):
*****61-35-8-715-974, 61-35-5-A40-2F9
**Car key from the same car as the BDC. EDIT: this may not be necessary as the BDC can be put into "on" mode by running the full fault delete function using ISTA <ref> https://openinverter.org/forum/viewtopic.php?p=44069#p44069</ref>
***Wondering if a non-matching used or new fob could be used/reprogrammed if the BDC donor's VIN was known?
**BDC simulator: https://www.aliexpress.com/item/1005002317110375.html
**Enet cable: https://bcables.com/
** USB to Ethernet adapter if your PC / laptop does not have a spare Ethernet port.
**Two extra pins for Conn8 on the BDC to bring out PT CAN.
*DC power supply or 12v battery.

=== Programming LIM using Vector CAN and Fahrzeugauftrag (FA) file ===

* Hardware requirement: TBD
** Vector CAN (can other hardware be used?)
* Software requirement: BMW E-sys v3.34 (tested<ref>https://openinverter.org/forum/viewtopic.php?p=54452#p54452</ref>)
* Advantages/Disadvantages

== Charge control==
The EVSE (charging station) shares its charging capacity limits via PWM during IEC 61851/ J1772 AC charging, or via PLC during DIN 70121 or ISO 15118 CCS sessions, but often the car cannot handle the max available power of the charging station.

The actual battery voltage and battery current values are needed by the LIM to check the response of the charging station. In this setup, the battery voltage and current are measured by an Isabellenhütte IVT CAN bus sensor, but these values could also be measured and shared on the CAN bus by the BMS. (CAN message 0x112)

=== '''Contactor Test''' ===
This is required before the LIM will proceed past the Precharge state during ccs charging.

To get it to do a contactor test following procedure has been determined

For LIMs 61 35 6 828 052 ''and later'' (to be confirmed)

#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state closed (charge door feedback pin 4B-12 floating)
##charge door feedback is set to locked in 0x272 byte 2
#Charge Port Voltage Sense feedback with contactors open needs to be above 60V
##Fault set in 0x272 byte 2
#Ignition in 0x12F byte 2 needs to toggle from OFF 0x88 to ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

For LIMs ''before'' 61 35 6 828 052 (to be confirmed)
#HV battery voltage to be present at vehicle side of contactors
#Charge Port door state is closed, feedback in 0x272 byte 2
#12V permanent to be connected to the LIM
#Ignition in 0x12F byte 2 needs be ON 0x8a
#LIM will cycle contactors during weld test and clear fault in 0x272 byte 2

==== '''celeron55's notes''' ====

Some detail of a tested 61 35 6 828 052 unit that may or may not be of interest to anyone:
# The intention is to make the LIM do this test at vehicle power up. In Zombie terms that means when going into the MOD_RUN state.
# The LIM will do the contactor test if it sees for a duration of 3 seconds that:
## The charge door is closed according to feedback (feedback line at 12V). 0x272 byte 2 bits 0 and 1. On Zombie that's the CP_DOOR parameter.
## The inlet voltage sensor is giving a low enough value (the limit is 60V according to above). 0x3B4 byte 7. On Zombie that's the CCS_V_Con parameter.
## The CAN ignition bit in 0x12F byte 2 was OFF earlier. (0x8a=ON, 0x86=OFF)
## The CAN ignition bit in 0x12F byte 2 is ON currently. On Zombie this gets set when opmode==MOD_RUN. Charging is disabled in opmode==MOD_RUN, so afterwards before charging it needs to be changed yet again to another value.
# What happens in the contactor test is that the LIM closes the contactors for a bit and then opens them. If the LIM likes what it sees, this clears the 0x272 byte 2 contactor bits to 0. On Zombie that's the CCS_Contactor parameter.
# On the bench, the LIM doesn't seem to care if the inlet voltage sensor doesn't sense a voltage during the test. However on the bench it was impossible to tell whether it would actually proceed to charge or not.
# The meaning of the CCS_Contactor values are as follows. Values other than 0 and !=0 may not be visible in UIs, but due to the nature of how the value is read from CAN, it can have other values than 0 and 1.
## 0 = Open
## 1 = Closed (Assuming)
## 8 = Doing contactor test
## 24 = Inlet voltage high / udc low
## 28 = Waiting for ignition cycle or unplugging the cable

===Battery-dependent charging current control ===
During (fast) charging a cell voltage and cell temperature dependent current limit is very important.

The BMS or VCU should limit this value according to the battery specifications and protect the cells from damage and ageing at all times.

(Not yet implemented to the STM32 / ZombieVerter VCU project)

===CCS inlet temperature sensors===
Many CCS charge ports have DC and AC contact temperature sensors to avoid overheating if the contact resistance is high for some reason. The BMW's LIM has no temperature sensor inputs, but the VCU/charge controller could be connected to these sensors (usually PT1000 or NTC) and charging current could be reduced if the inlet gets too hot. (Not yet implemented to the STM32 / ZombieVerter VCU project)

However, this temperature measurement is also done on the charger side, on the CCS cable itself. Chargers will protect themselves from overheating the CCS pins.The absolute max pin temperature allowed can range from 70-90*C depending on quickcharger brand.

===AC charging (on board charger control)===
The LIM also handles the (lower level J1772 / IEC61851) communication during AC charging and shares measured PP (charging cable) and CP (charging station) AC current limits in the CAN message 0x3B4 EVSE info.

It is not possible to have two car-side charge controllers connected to the pilot line simultaneously. It is recommended to control the charger by CAN bus. If your charger needs the pilot signal, you will have to emulate it or switch the pilot connection wiring over to the active charger during AC charging.

If the onboard charger accepts an AC current limit, this value can be directly used but some chargers can only be controlled with DC current commands.

Because we don't know the actual AC current, we can only estimate it with a fixed AC voltage and charger efficiency.
DC_current = fixed_AC_voltage * CP_PP_current_limit * phase_count * charger_efficiency / DC_voltage

==CAN communication==
A DBC CAN database file can be found here: [https://github.com/damienmaguire/BMW-i3-CCS/blob/main/i3_LIM_dbc1.dbc I3 LIM CAN dbc1]

This list has to be cleaned up once we know which messages are actually necessary for the LIM.
{| class="wikitable"
|+Power Train CAN messages [500kbps]
!ID
!Function
!sent by
!interval
!Notes
|-
|0x112
|BMS msg.
|VCU or BMS
|10ms
|needed
|-
|0x12F
|Wake up
|VCU
|100ms
|needed
|-
|0x3E9
|Main LIM control
|VCU
|200ms
|needed
|-
| 0x2F1
|Lim DC charge command 2.
|VCU
|100ms
|needed
|-
|0x2FA
|Lim DC charge command 3.
| VCU
|80ms...1s
|needed (low interval during CCS start up)
|-
|0x2FC
|Charge flap control
|VCU
|100ms (4s)
| needed (constant values work)
|-
|0x431
|Battery info
|VCU
|200ms
|needed but does not control anything
|-
|0x432
|BMS SoC
|VCU or BMS
|200ms
|display SoC needed
|-
|0x03C
|Vehicle status
|VCU
|200ms
|(constant values)
|-
|0x1A1
|Vehicle speed
|VCU
|20ms
|(constant values)
|-
|0x2A0
|Central locking
|VCU
|200ms (4s)
|(constant values)
|-
|<s>0x397</s>
|<s>OBD</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x3F9
|Engine info
|VCU
|1000ms
|(constant values)
|-
|0x3A0
|Vehicle condition
| VCU
|200ms
|(constant values)
|-
|<s>0x330</s>
|<s>Range info</s>
|<s>VCU</s>
|<s>200ms</s>
|<s>(constant values) not needed</s>
|-
|0x51A
|Network management
|VCU
| 200ms
|(constant values) needed?
|-
|0x540
|Network management 2
|VCU
| 200ms
| (constant values) needed?
|-
|0x512
|Network management edme
|VCU
| 200ms
|(constant values) not needed
|-
|0x560
|Network management kombi
|VCU
|200ms
|(constant values) not needed
|-
|0x510
|Network management zgw
|VCU
|200ms
|(constant values) needed?
|-
|0x328
|Counter
|VCU
|1s
|needed
|-
|0x3E8
| OBD reset
|VCU
|1s
| (constant values)
|-
|<s>0x380</s>
|<s>Vin</s>
|<s>VCU</s>
|
|<s>not needed</s>
|-
|
|
|
|
|
|-
| colspan="5" |'''Messages sent by LIM'''
|-
|0x29E
|CCS charger specs
|LIM
|
|
|-
| 0x2EF
|Min. available voltage from the CCS charger.
|LIM
|
|
|-
|0x2B2
|Current and Voltage as measured by the CCS charger
|LIM
|
|
|-
| 0x3B4
|EVSE info: CP, PP & inlet voltage
|LIM
|
|
|-
|0x272
|CCS contactor state and charge flap open/close status.
|LIM
|
|
|-
| 0x337
|Inlet lock status
|LIM
|
|
|}

== LIM logs==
Here you can find some CAN logs of AC and DC charging sessions. https://github.com/damienmaguire/BMW-i3-CCS/tree/main/CAN_Logs

QCA7005 SPI captures on Damien's GitHub https://github.com/damienmaguire/BMW-i3-CCS/tree/main/SPI_Caps

==Observations==
A VIN value is not required for AC or DC fast charging to function. Any VIN, or none, can be used.

Functional LIMs have come from vehicles where the Air Bags have deployed, indicating that the module still works after a "Safety" event has occurred.

==LIM hardware==

=== Physical dimensions ===
The main body is 170mm x 42mm x 104mm. There are 2 mounting brackets with 192mm hole spacing. Total width is 215mm. The connectors on the front have additional 16mm to the main body.

https://openinverter.org/forum/viewtopic.php?p=51061#p51061

===LIM versions===
Only "LIM_AC_DC'''O'''" versions work for CCS. Look for both "LIM_AC_DCO" and a MAC address on the label! If no MAC, the LIM is either AC-only ("LIM_AC") or AC + CHAdeMO ("LIM_AC_DCC"), and not useful for CCS.
{| class="wikitable"
|+LIM versions
!Part No.
!IEC 61851
J1772 (AC)
!DIN 70121
!ISO 15118
!ISO 15118-20
!Cars
! Used until
! Tested
|-
|61 35 9 346 827
|x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 346 820
| x
|x
|
|
|BMW i3
|
|
|-
|61 35 9 353 646
|x
|x
|
|
| BMW i3
|Jul 2014
|x
|-
|61 35 9 380 352
|x
| x
|?
|
|BMW i3
|Nov 2015
|
|-
|61 35 6 805 847
|x
|x
|?
|
|BMW i3
|Jul 2016
|
|-
|61 35 6 828 052
|
|
|
|
|BMW i3
|Aug 2019<ref>https://bimmercat.com/bmw/en/parts/info/Control+unit%2C+charging+interf.module+LIM/61356828052</ref>
|
|-
|61 35 9 494 498
|x
|x
|?
|
|BMW i3
| 2018?
|x
|-
|61 35 9 470 199
|x
|x
|?
|
|BMW i3
|?
|
|-
|61 35 9 454 319
|x
|x
|x
|?
|BMW i3
Mini cooper SE
|now
|
|}
=== Power Limits===
The limits for pre-2017/26 (Week 26 of 2017) are 0V-500V 0A-250A, post 2017/27 (Week 27 of 2017) 0V-1000V -500A-+500A.

This probably indicates when they moved from DIN 70121 only to ISO 15118.

=== Chips on the LIM board===
{| class="wikitable"
|+components
!Chip
!Description
!Function
!Datasheet
|-
|Renesas V850E2/FG4
|32-bit Single-Chip Microcontroller
|main MCU
|https://www.renesas.com/us/en/document/dst/data-sheet-v850e2fg4
|-
|Qualcomm QCA7000
|HomePlug® Green PHY, single chip solution
|PLC Green PHY
|https://openinverter.org/forum/download/file.php?id=9611
|-
|Infineon TLE 7263E
|Integrated HS-CAN, LIN, LDO and HS Switch, System Basis Chip
|CAN, 2xLDO, wake-up
|https://docs.rs-online.com/db13/0900766b814d680b.pdf
|-
|TI SN74LVC2T45-Q1
|Dual-Bit Dual Supply Transceiver with Configurable Voltage Translation
|
|https://www.ti.com/lit/gpn/sn74lvc2t45-q1
|-
|NXP 74LVC1T45
|Dual supply translating transceiver
|
|https://datasheetspdf.com/pdf-file/648034/NXP/74LVC1T45/1
|-
|STM L9951XP
|Actuator driver
|inlet lock motor
|https://www.st.com/resource/en/datasheet/l9951.pdf
|-
|STM TS321
|Low-Power Single Operational Amplifier
|
|https://www.ti.com/lit/gpn/ts321
|-
| TI LM2902
|Quadruple general-purpose operational amplifier
|
|https://www.ti.com/lit/gpn/lm2902
|-
|STM VNQ5E250AJ-E
|Quad channel high-side driver with analog current sense
| LEDs?, contactors?
|https://www.st.com/resource/en/datasheet/vnq5e250aj-e.pdf
|}

==Charging protocols ==

===Signaling circuit ===
[[File:CCS1 vs CCS2 signaling circuit 2.png|none|thumb|1500x1500px|CCS1 vs CCS2 combo signaling circuit]]

===AC charging ===
Usually the J1772 (US) or IEC61851 (EU) protocol is used for AC charging.

Some new charging stations support AC charging with ISO 15118 high level protocol as well, but it is not confirmed which versions of the LIM support it.

By default, the the EVSE (charging station) outputs +12V on the CP pin, and when connected to an EV will be reduced to 9V because of a load resistor present in the Electric Vehicle; this signals the EVSE that the connector has been plugged into a EV. After this, the EVSE will send a 1khz +12V to ‐12V square wave (PWM signal) and the duty cycle value corresponding to the maximum current it could deliver. If the EV is okay with that value of current, then it performs a handshake by changing the load resistance and dropping the PWM voltage to 6V, after which the charging begins.

In IEC61851, where untethered charging stations are allowed, the PP pin is used to detect the maximum power rating of the cable.

In the US, with J1772, where charging stations need to be tethered, the PP pin is used to detect if the manual unlocking mechanism is pressed, to stop the current flow before the plug is removed.

[[wikipedia:SAE_J1772|More information: https://en.wikipedia.org/wiki/SAE_J1772]]
[[File:IEC61851 charging sequence.png|none|thumb|1000x1000px|standard IEC61851 / J1772 charging sequence.|alt=]]

===CCS DC charging===
DIN 70121 and ISO 15118 are quite complex high level protocols transmitted over PLC (power line communication) on the CP pin.

This [https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee Design Guide for Combined Charging Systems] by CharIn describes the basics of CCS charging very well.

https://openinverter.org/forum/download/file.php?id=1712&sid=59cf27578e4021c1e6dc01c73f46d8ee

This document actually covers Fast and ''Smart Charging Solutions for Full Size Urban Heavy Duty Applications'', but since the protocols used are similar it has comparable sequence diagrams, with descriptions for '''normal start up''', '''normal shutdown''', '''DC supply-initiated emergency''' '''stop''' and '''EV-initiated emergency stop'''.

https://assured-project.eu/storage/files/assured-10-interoperability-reference.pdf

== References ==
*

[[Category:OEM]]
[[Category:BMW]]
[[Category:Charger]]

<references />

File:CCS1 vs CCS2 signaling circuit 2.png

2023-08-07T00:10:22Z

Asavage: Asavage uploaded a new version of File:CCS1 vs CCS2 signaling circuit 2.png

lower level signaling circuit for CCS1 and CCS2

PyPLC

2023-08-02T00:53:59Z

Asavage: /* Overview */ Noted that on modified units, the PLC occurs on the CP line rather than mains .

== Overview ==

Charging via CCS DC Fast Charge requires Powerline Communication (PLC). The TP-Link TL-PA4010 (discontinued, but widely available used) is an inexpensive home PLC unit that is designed to use a residence's mains wiring (power lines) as a communication medium for ethernet. It can be repurposed to be used as a CCS EV Communications Controller (EVCC)<ref>https://openinverter.org/forum/viewtopic.php?t=2262</ref>. In its new role, it communicates via PLC over the CP line to the EVSE. It can be reliable when powered by a range of low DC voltages, 12v down to under 5v. Additional resources have been compiled by uhi22<ref>https://github.com/uhi22/pyPLC</ref>.

== TL-PA4010 ==
[[File:TL-PA4010 27b.png|alt=TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.|thumb|TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.]]
The TL-PA4010 utilizes the Qualcomm Atheros QCA7420 PLC comm IC. Examples can be purchased via eBay etc. for well under USD$20 (Apr2023). Variants include a single-PCB version, and a version with a mains pass-through which uses two PCBs. Both variants utilize the same PLC IC, the AR7420, and both adapt well for CCS.

== Setting up a CCS Charging Station ==
Starting point: <ref>https://github.com/uhi22/pyPLC/blob/master/doc/EvseMode.md</ref>

=== Hardware ===
Modifying a TP Link TL-PA4010 firmware and settings <ref>https://openinverter.org/forum/viewtopic.php?p=55120#p55120</ref>

=== Software ===

==== Setting up a BeagleBone for pyPLC including CAN commincation ====
There are a number of platforms that pyPLC will run on, for example also on a Raspberry Pi or any other linux computer. The BeagleBone is quite cheap and versatile. Make sure you grab a version with an Ethernet port like the BB green or BB black.

Then here are the steps to get up and running:

# Upgrade to the latest debian image (at the time of writing that is Debian 10.3 IoT): https://beagleboard.org/latest-images
# Plug it into your USB port. You will now be able to reach the board under two IP addresses 192.168.6.2 and 192.168.7.2
# Use SSH to connect: <code>ssh debian@192.168.6.2</code>
# Make sure you can connect to the internet. Easiest way to achieve it is plugging the Ethernet port into your local router. You can also route traffic via the computer that the beaglebone is plugged into (see below)
#Update the APT package list: <code>sudo apt update</code>
#Get the so called EXI converter OpenV2Gx: <code>git clone <nowiki>https://github.com/uhi22/OpenV2Gx</nowiki></code>
#Build it: <code>cd OpenV2Gx/Release && make</code> (this will take rather long!)
#Get pyPLC: <code>git clone <nowiki>https://github.com/uhi22/pyPLC/</nowiki></code>
#Install some necessary packages: <code>sudo apt install python3-pypcap python3-serial python3-can</code>
#Edit /etc/connman/main.conf and add eth0 to its blacklist by adding it to the line <code>NetworkInterfaceBlacklist=SoftAp0,usb0,usb1,eth0</code>
#When using CAN, enable the CAN0 "cape" by editing /boot/uEnv.txt and adding the line <code>uboot_overlay_addr0=/lib/firmware/BB-CAN0-00A0.dtbo</code> then reboot
#Bring up eth0 and (if needed) CAN: <code>sudo ip link set eth0 up && sudo ip link set can0 up type can restart-ms 100 bitrate 500000</code>
#Run pyPLC: <code>cd pyPLC && sudo python3 pevNoGui.py</code>

====Routing traffic via the USB connected computer====

==== On your computer: ====

===== Linux: =====
This is only needed for the setup phase.

<code>sudo sysctl -w net.ipv4.ip_forward=1</code>

<code>sudo iptables -t nat -A POSTROUTING -j MASQUERADE</code>

<code>sudo iptables -A FORWARD -j ACCEPT</code>

===== Windows: =====
TBD

==== On the Beaglebone: ====
<code>sudo route add default gw 192.168.6.1</code>

<code>sudo tee /etc/resolv.conf <<<"nameserver 192.168.xxx.1" #address of your local router here</code>

==References==

[[Category:Rapid Charging]]
<references />

File:2012 ModelS LHD Release 24.2-3b.png

2023-07-23T21:09:00Z

Asavage: Asavage uploaded a new version of File:2012 ModelS LHD Release 24.2-3b.png

Telsa Model S GEN1 HVIL Schematic (amended), highlighting the 60 ohm "park" resistor.

Tesla Model S GEN1 Rear HVJB

2023-07-23T20:57:19Z

Asavage: /* Logic "dummy" Connector */ Removed redundant words.

[[File:Tesla Model S Rear HVJB 21b.jpg|alt=Tesla Model S GEN1 Rear HVJB|thumb|600x600px|Tesla Model S GEN1 Rear HVJB]][[File:Tesla Model S Rear HVJB 03b.jpg|alt=Tesla Model S Rear HVJB, cover removed.|thumb|600x600px|Tesla Model S Rear HVJB, cover removed.]]

==Overview==
The Tesla Model S GEN1 Rear HVJB (TPN 1016561-00-A) was a High Voltage Junction Box found in the all 2012 through late 2013 Model S. It is centrally located under the rear seat frame, and the Single or Dual [[Tesla Model S GEN1 Charger|GEN1 On-board Charger(s)]] (OBC) are located to the right and left of it. It was replaced via gradual phase-in by the GEN2 Rear HVJB starting around Oct2013, when the [[Tesla Model S/X GEN2 Charger|GEN2 On-board Charger]]<nowiki/>s were introduced; the GEN1 & GEN2 Rear HVJBs are not interchangeable, neither physically nor electrically.

It functions as a junction for connections to these subsystems:

* Traction Battery Pack (HV DC)
* Drive Unit ("Inverter") (rear only, as the Dual Motor option wasn't offered during the GEN1's lifespan)
* Charge Port (AC and DC input)
* DC-DC Converter (GEN1, which also functioned as the ''Front'' HVJB, until GEN2, about Jan2014)
* On-Board Charger(s) (GEN1 Chargers only)

==Connections==
===HV===
All HV connections are well documented by the "Theory of Operation" image below. All are bolted connections.
[[File:Tesla Model S Rear HVJB 27b.png|alt=Tesla Model S GEN1 Rear HVJB operating prinicple, from early Tesla Model S Service Manual, Theory of Operation Guide.|thumb|1416x1416px|Tesla Model S GEN1 Rear HVJB operating prinicple, from early Tesla Model S Service Manual, Theory of Operation Guide.]]
[[File:Tesla Model S Rear HVJB 17b.png|alt=Tesla Model S GEN1 Rear HVJB component details, from Tesla Service Manual, "Theory of Operation" section.|none|thumb|877x877px|Tesla Model S GEN1 Rear HVJB component details, from Tesla Service Manual, "Theory of Operation" section.]]

===LV===
Depending upon whether Single or Dual OBCs are installed, either (1), or (5), of the LV connectors will not be in use. Extra/unused internal harnessed connectors have "parking" places to stow unused connectors. The various LV connectors are detailed below.

==== Logic "dummy" Connector ====
This is a Molex MX150L panel-mount PCB 19428-0001 plug. For installations where there is only a Single OBC installed, it provides a place to "park" the unused harness WWMA2 that would normally be connected to a Second/Slave OBC.

[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]It has a small PCB soldered to its rear, which contains ONLY (3) 180 ohm resistors, wired in parallel, to provide a net 60 ohm path for the HVIL Loop, on pins 3 & 9. See HVIL section for details on how this connector is used.

The following images showcase this "parking" connector on the Rear HVJB for harness WWMA2, which if not connected to a Second/Slave OBC, must be connected to this "parking" connector in order to obtain a 60 ohm resistor to complete the HVIL loop. The BMS maintains a constant current in the HVIL loop and measures the voltage drop associated with that current level. It will not allow the contactors to close (or remain closed) if the correct resistance isn't measured in the HVIL loop<ref>https://static.nhtsa.gov/odi/tsbs/2014/SB-10052449-4313.pdf Pg. 1</ref>. Telsa's various documentation from this era have several inaccuracies when verified against actual vehicles; do not rely upon documented pinouts.[[File:Tesla Model S Rear HVJB 16b.jpg|alt=Telsa Model S GEN1 Rear HVJB: harness WWMA2 "parking" connector which contains only a 60 ohm resistor. This connector is used when a Tesla does not have a Second/Slave OBC.|thumb|600x600px|Telsa Model S GEN1 Rear HVJB: front view of harness WWMA2 "parking" connector which contains only a 60 ohm resistor. This connector is used when a Tesla does not have a Second/Slave OBC.|left]][[File:Tesla Model S Rear HVJB 15b.jpg|alt=Telsa Model S GEN1 Rear HVJB: rear views of harness WWMA2 "parking" connector which contains only a 60 ohm resistor. This connector is used when a Tesla does not have a Second/Slave OBC.|none|thumb|Telsa Model S GEN1 Rear HVJB: rear view of harness WWMA2 "parking" connector which contains only a 60 ohm net resistance. This connector is used when a Tesla does not have a Second/Slave OBC.]][[File:Tesla Model S Rear HVJB 20b.jpg|alt=Tesla Model S GEN1 Rear HVJB "parking" connector for harness WWMA2, used in Single OBC installations only. Note (3) 180 ohm resistors, connected in parallel, to obtain net 60 ohms for HVIL loop.|thumb|600x600px|Tesla Model S GEN1 Rear HVJB "parking" connector for harness WWMA2, used in Single OBC installations only. Note (3) 180 ohm resistors, connected in parallel, to obtain net 60 ohms for HVIL loop.|left]][[File:Tesla Model S Rear HVJB 14b.jpg|none|thumb|600x600px|alt=180 ohm resistor. One of three on the Tesla Model S GEN1 Rear HVJB "parking" connector for harness WWMA2, which is used only in Single OBC installations. |180 ohm resistor. One of three on the Tesla Model S GEN1 Rear HVJB "parking" connector for harness WWMA2, which is used only in Single OBC installations.]]

==== HVIL ====
The HVIL Loop

[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.]]
Like other HV assemblies on the Model S, the Rear HVJB has a Lid Reed Switch, activated by a magnet on the cover, that breaks the HVIL Loop when the cover is removed. The Rear HVJB has a short harness from this Lid Reed Switch, which is always plugged into the Single or Master OBC to maintain the HVIL Loop.

===== HVIL Lid Reed Switch =====

The below two pictures show the GEN1 Rear HVJB's Lid Reed Switch, which had a relatively high failure rate<ref name=":1">https://static.nhtsa.gov/odi/tsbs/2014/SB-10052449-4313.pdf Pg. 10</ref> that caused shutdowns, error messages, and start failures:[[File:Tesla Model S Rear HVJB 05b.jpg|alt=Tesla Model S GEN1 HVJB (under rear seat), lid removed, showing the HVIL cover reed switch and HVIL connector that connects to a mating connector on the OBC.|thumb|600x600px|Tesla Model S GEN1 Rear HVJB (under rear seat), lid removed, showing the HVIL cover reed switch and HVIL connector that connects to a mating connector on the OBC.|left]][[File:Tesla Model S Rear HVJB 06b.jpg|alt=Closeup of Tesla Model S GEN1 HVJB (under rear seat), lid removed, showing the HVIL cover reed switch and HVIL connector that connects to a mating connector on the OBC.|500x500px|thumb|Tesla Model S GEN1 HVJB (under rear seat), lid removed, showing the HVIL cover reed switch and HVIL connector that connects to a mating connector on the OBC.|none]]

[[File:SB-10052449-4313 HVIL Diagnostic Guide 01-1b.png|alt=Tesla Model S GEN1 HVIL circuit overview, from Tesla Service Bulletin SB-10052449-4313, pg. 1.|thumb|600x600px|Tesla Model S GEN1 HVIL circuit overview, from Tesla Service Bulletin SB-10052449-4313, pg. 1.|left]][[File:SB-10052449-4313 HVIL Diagnostic Guide 08-1b.png|alt=Tesla Model S GEN1 HVIL circuit overview, from Tesla Service Bulletin SB-10052449-4313, pg. 7.|thumb|600x600px|Tesla Model S GEN1 HVIL circuit overview, from Tesla Service Bulletin SB-10052449-4313, pg. 8.|none]]

===== HVIL Loopback Harness =====
[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S, HVIL Loopback Harness 1101371-00-A (single yellow wire), installed. Tesla: used only on Second/Slave OBC. RAV4 EV & B250e: used on only OBC.|thumb|400x400px|Tesla Model S, HVIL Loopback Harness 1101371-00-A (single yellow wire), installed. Tesla: used only on Second/Slave OBC. RAV4 EV & B250e: used on only OBC.]]Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned. See [[Tesla Model S GEN1 Rear HVJB#Other_Parked_Connectors|Other Parked Connectors]] below for location image. When an Second/Slave OBC is installed, the HVIL Loopback Harness is removed from its internal parking connector and installed on the Second/Slave OBC.

* RAV4 & B250e: This harness is always installed on the OBC, because there is no HVJB and therefore no HVIL Lid Reed Switch for its cover.

===='''Fast Charge Contactors Control'''====
[[File:Tesla Model S GEN1 OBC 004.jpg|alt=Tesla Model S GEN1 OBC Connectors, to which the GEN1 Rear HVJB's side harnesses mate.|thumb|600x600px|Tesla Model S GEN1 OBC Connectors, to which the GEN1 Rear HVJB's side harnesses mate.]]
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC Connectors (closeup of the Fast Charge Contactors Control and HVIL) to which the GEN1 Rear HVJB's side harnesses mate.|thumb|600x600px|Tesla Model S GEN1 OBC Connectors (closeup of the Fast Charge Contactors Control and HVIL) to which the GEN1 Rear HVJB's side harnesses mate.|left]][[File:Tesla Model S Rear HVJB 04b.jpg|alt=Tesla Model S Rear HVJB: Single/Master OBC interface connectors. All (5) of these are in use for the Single/Master OBC; only the AC and DC connectors are in use for a Second/Slave OBC (no HVIL or Fast Charge Connectors are used for the Second/Slave OBC).|thumb|600x600px|Tesla Model S Rear HVJB: Single/Master OBC interface connectors. All (5) of these are in use for the Single/Master OBC; only the AC and DC connectors are in use for a Second/Slave OBC (no HVIL or Fast Charge Connectors are used for the Second/Slave OBC).|none]]These four-pin connectors each route to a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
*These two connectors are physically interchangeable.
**One has a red plastic connector, and connects to the B+ contactor.
**One has a white plastic connector, and connects to the B- contactor.
*It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
*The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open). These harness' black wires are for the contactors' coils, and the white wires are for the NO auxiliary contacts.

===='''AC Input Connector'''====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing included, to plug into the OBC, is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]
==== '''DC Output Connector'''====
The DC Output Connector housing included, to plug into the OBC, is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

==Other Parked Connectors==
[[File:Tesla Model S Rear HVJB 22b.jpg|Tesla Model S GEN1 Rear HVJB: left side blanking plate, used when a Single OBC is installed. Removed when a Second/Slave OBC is installed, which will use parked connectors behind this plate. |alt=Tesla Model S GEN1 Rear HVJB: left side blanking plate, used when a Single OBC is installed. Removed when a Second/Slave OBC is installed, which will use parked connectors behind this plate.|thumb|600x600px|left]][[File:Tesla Model S Rear HVJB 24b.jpg|alt=Tesla Model S GEN1 Rear HVJB: left side OBC port, open when a Second/Slave OBC is installed. |thumb|600x600px|Tesla Model S GEN1 Rear HVJB: left side OBC port, open when a Second/Slave OBC is installed. |none]]
[[File:Tesla Model S Rear HVJB 25b.jpg|thumb|600x600px|alt=Tesla Model S GEN1 Rear HVJB: (3) parked connectors for Second/Slave OBC: HVIL Loopback Harness (yellow wire), and AC/DC Connectors (to the right). |Tesla Model S GEN1 Rear HVJB: (3) parked connectors for Second/Slave OBC: HVIL Loopback Harness (yellow wire), and AC/DC Connectors (to the right).]][[File:Tesla Model S Rear HVJB 23b.jpg|alt=Tesla Model S GEN1 Rear HVJB: left side blanking plate, used when a Single OBC is installed. Removed when a Second/Slave OBC is installed, which will use parked connectors behind this plate. |thumb|600x600px|Tesla Model S GEN1 Rear HVJB: left side blanking plate, used when a Single OBC is installed. Removed when a Second/Slave OBC is installed, which will use parked connectors behind this plate.|none]]

When a Tesla Model S is configured for Single OBC, several connectors that are not used are "parked" and can be used for installing a Second/Slave OBC later. There are three internally-parked connectors, which are parked inside the HVJB, left side, behind a blanking plate. These internally parked connectors are:

*AC Input (to Second/Slave OBC)
*DC Output (from Second/Slave OBC)
*[[Tesla Model S GEN1 Rear HVJB#HVIL_Loopback_Harness|HVIL Loopback Harness]] (for installation on Second/Slave OBC, and on all Toyota RAV4 EV and MB B250e OBCs)
There is one externally-parked HVIL harness, see [[Tesla Model S GEN1 Rear HVJB#Logic %22dummy%22 connector|Logic "dummy" Connector]] above.

==Errata==
*Dimensions:
**Main "box" area: 12-1/4"L x 7-5/8"W (if cable "spigots" were cut off)/9"W (w/spigots) x 6-1/2"H (311mmL x 194mm/229mmW x 156mmH)
**Overall w/mounting "arms": 17-1/4"L (438mmL)
*Weight: 10.2 lbs (4.6 kg) (without cables or bolts for cables; with cover)

==References==
[[Category:OEM]]
[[Category:Tesla]]
[[Category:HVJB]]

<references />

Tesla Model S/X Large Drive Unit ("LDU")

2023-07-22T17:24:26Z

Asavage: /* LDU HV Connectors */ Added new sub-section, describing LDU HV cables & gland nuts.

The Tesla Model S/X Large Rear Drive Unit...

[[LDU Connectors]]

[https://openinverter.org/shop/index.php?route=product/product&product_id=64 Purchase in openinverter shop]

[https://openinverter.org/parameters/view.html?id=16 Parameters]

[[Setup FAQ]]

=== Ampseal Connector Mapping ===
[[File:LDU connection diagram.png|thumb|489x489px|LDU connection diagram]]
[[File:HV wiring.jpg|thumb|487x487px|HV wiring with precharge and main contactors]]
{| class="wikitable"
|'''PIN NUMBER'''
|'''OEM'''
|'''OPEN SOURCE'''
|-
|'''1'''
|IGN +12V
|IGN +12V
|-
|'''2'''
|BRAKE ON N.O.
|BRAKE ON
|-
|'''3'''
|BRAKE OFF N.C.
|PRECHARGE RELAY
|-
|'''4'''
|CAN HIGH
|CAN HIGH
|-
|'''5'''
|CAN LOW
|CAN LOW
|-
|'''6'''
|CHG PROXIMITY
|MAIN CONTACTOR
|-
|'''7'''
|HVIL IN
|FORWARD
|-
|'''8'''
|HVIL OUT
|REVERSE
|-
|'''9'''
|ENC +5V
|ENC +5V
|-
|'''10'''
|ENC A
|ENC A
|-
|'''11'''
|GND
|GND
|-
|'''12'''
|ACCEL 1 +5V
|ACCEL 5V
|-
|'''13'''
|ACCEL 1
|ACCEL INPUT
|-
|'''14'''
|ACCEL 2
|BRAKE TRANSDUCER
|-
|'''15'''
|ACCEL 1 GND
|ACCEL GND
|-
|'''16'''
|ENC B
|ENC B
|-
|'''17'''
|ENC GND
|ENC GND
|-
|'''18'''
|ENC SHIELD
|ENC SHIELD
|-
|'''19'''
|CAN HIGH OUT
|
|-
|'''20'''
|CAN LOW OUT
|
|-
|'''21'''
|ACCEL 2 +5V
|CRUISE IN
|-
|'''22'''
|ACCEL 2 GND
|GND
|-
|'''23'''
|12V ALWAYS T30
|START
|}

=== LDU HV Connectors ===
The OEM LDU HV cables' insulation OD is ~.680" (17.3mm) (verified for the "early" Model S units). The HV cables are EMC shielded, and use proprietary EMC cable glands which are not available separately. Fellten supplies custom aftermarket cable glands to fit the LDU's case and aftermarket 70mm2 shielded cabling<ref>https://shop.fellten.com/shop/lduhvcg-ldu-high-voltage-cable-gland-12803#attr=</ref>. The early Model S LDU cables are ~44" (1120mm) in length. One part No. for the cables set is 1004872-00-B.
[[File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|thumb|450x450px|Tesla Model S LDU HV Cables' proprietary gland connector.]]

[[File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png|alt=Tesla Model S LDU HV Cables' proprietary gland connector.|center|thumb|Tesla Model S LDU HV Cables' proprietary gland connector.]]
The OD of the casting where the external o-ring is located is ~1.030" (26.2mm). The OEM gland nuts are plated and are often found in a corroded state.

=== '''Tesla large drive unit logic board''' ===
This board replaces the original board that comes with the OEM Tesla drive train. As opposed to the latter this board lets you use the drive train in the first place and allows you to fine-tune driving behaviour with the usual set of openinverter parameters. It does not restrict you in power output or regen input.

You can fully control the board via CAN or via a set of digital and analog inputs.

=== Application Info ===
If you buy the board from the openinverter shop it comes programmed with a recent software version. Please check [https://github.com/jsphuebner/stm32-sine/releases github] for recent software releases. In addition the board comes with a set of parameters appropriate to run the Tesla LDU. So it will work out of the box. Parameters that must not be changed are hidden to eliminate sources of error.

You will need to solder the supplied connectors to the board. The drive unit connectors will plug right in.

To test run your drive unit, supply the board with 12V and GND on the Ampseal connector. Also supply 12V „Forward“ to select forward direction.

Supply inverter with some high voltage. For first tests it is recommended to put a large resistor/heating element/kettle in series.

You can start in manual mode using the button on the web interface and enter like 1Hz for „Fslipspnt“ and some value between 10-50 for „ampnom“ to see if the motor spins up. Be careful because manual mode does not enforce a motor speed limit! However, „Fslipspnt“ sets the base speed requested of the motor. Setting it to 1Hz will spin the motor very slowly. Setting it to 5, 10, or 15Hz will spin it progressively faster. For any given speed you will need to experiment with „ampnom“ to find a happy place where enough current is allowed to flow but not too much. Finding a good set of values should make your motor spin reasonably smoothly.

You may also set parameter „udcsw“ and „udcmin“ to 0 and start drive mode by pulsing 12V on „Start“. Then connect a pot between 5V, GND and „Pot“ (wiper). This will also spin the motor AND enforce a speed limit.

By default the inverter is controlled as above - by using digital I/O and directly connecting an accelerator pedal. However, it is also possible to control it directly over CAN: [[CAN communication]]

CAN control could be used to control the inverter via an external VCU such as the Zombie (not yet supported).

=== On Encoder Issues ===
It is not uncommon to have issues with the encoder on these drive units. The encoder is connected via a 4 wire cable from the 23 pin external connector of the drive unit to the encoder which is situated on the opposite side of the drive unit. The biggest sign of encoder problems is the motor "bucking" back and forth and not wanting to spin properly in the requested direction. It may spin the direction you've asked for but roughly and with great trouble. This situation needs to be corrected. There are a number of things that could be wrong:

# The wires may be broken. You should attempt a continuity check of each of the wires.
# The encoder signals may be backward. There are two channels - A and B. They must be presented to the inverter in the proper order. If this is in doubt, try swapping them.
# One of the encoder signals may be missing. As above, there should always be two channels. They're "quadrature" which means that they fire 90 degrees apart.

To check the encoder signals you should have either a logic analyzer or an oscilloscope. Both come in a wide range of prices. The encoder signal is not particularly fast, especially when the motor is not spinning that fast. As such, even cheap test equipment can be adequate. You may find that there is no particularly good place to connect to in order to read the encoder signals. But, there does exist a reasonable place - right at the 20 pin connector on the LDU board where the 23 pin external connector's wires are routed. If your logic analyzer or oscilloscope has little grabber adapters you can do something like in this picture:
[[File:ClipsOnPins-LDUEncoder.jpg|frame]]

The pins on this connector are numbered starting with 1 at the far right and going more positive toward the left until you get to pin 20.
{| class="wikitable"
|+
!Pin Number
!Function
|-
|5
|Encoder 5V Source
|-
|6
|Encoder A Channel
|-
|7
|Encoder B Channel
|-
|8
|Encoder Ground
|}

So, in the picture, channel 0 is connected to encoder 5v (to monitor that voltage is properly there), channel 1 is connected to the A channel of the encoder, channel 2 is connected to the B encoder channel, and scope ground is connected to the encoder ground wire. This allows for monitoring all of the relevant signals. But, keep in mind not to short any pins while doing this. Very fine probes will be needed and extreme caution not to clip two pins together. The clips/grabbers in this picture are from a Saleae Logic Pro 8. This is *NOT* your cheapest option for monitoring encoder signals but does work very well. It also doubles as a 50Mhz oscilloscope which can be handy. Cheaper options (including knock offs of Saleae Logic) do exist.

Here is a picture of what it may look like when one encoder signal is missing:
[[File:Logic Encoder1.png|center|frame|Note how Channel 1 shows an encoder signal but Channel 2 looks completely flat. This should not occur. If one is showing a signal, so should the other.]]

Another good way to check the encoder is to use the steps to enter manual mode but do not set „Fslipspnt“ nor „ampnom“. You need to not be in "Off" mode. In Off mode the speed and turns values do not update in the spot values. But, in manual mode they do. So, enter manual mode without asking for any speed, then turn the motor. With the motor spinning you should see some position feedback in the form of a non-zero speed value and the turns value should increment. If these things do not reliably occur then you may still be having encoder problems. If they do occur, still check to ensure that your A and B channels are the right way around.

=== Other considerations ===
The motor itself seems to run as well in the reverse direction as in the forward direction. However if you are running the gearbox integrated with the drive unit in reverse you will want to replace the gearbox's oil pump with a reverse oil pump. These can be found on ZeroEV. [https://zero-ev.co.uk/product/tesla-large-drive-unit-replacement-reverse-drive-oil-pump/?v=3a52f3c22ed6]

[[Category:OEM]] [[Category:Tesla]] [[Category:Motor]] [[Category:Inverter]] [[Category:Gearbox]]

File:Tesla Model S LDU HV Cables 1004872-00-B 03-1b.png

2023-07-22T17:17:23Z

Asavage:

Tesla Model S LDU HV Cables' proprietary gland connector.

File:Tesla Model S LDU HV Cables 1004872-00-B 05b.jpg

2023-07-22T17:16:09Z

Asavage:

Tesla Model S LDU HV Cables' proprietary EMC gland.

PyPLC

2023-06-26T14:36:26Z

Asavage: /* Routing traffic via the USB connected computer */ Broke out Linux vs Win setup steps into separate sections.

== Overview ==

Charging via CCS DC Fast Charge requires Powerline Communication (PLC). The TP-Link TL-PA4010 (discontinued, but widely available used) is an inexpensive home PLC unit that is designed to use a residence's mains wiring (power lines) as a communication medium for ethernet. It can be repurposed to be used as a CCS EV Communications Controller (EVCC)<ref>https://openinverter.org/forum/viewtopic.php?t=2262</ref>. Additional resources have been compiled by uhi22<ref>https://github.com/uhi22/pyPLC</ref>.

== TL-PA4010 ==
[[File:TL-PA4010 27b.png|alt=TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.|thumb|TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.]]
The TL-PA4010 utilizes the Qualcomm Atheros QCA7420 PLC comm IC. Examples can be purchased via eBay etc. for well under USD$20 (Apr2023). Variants include a single-PCB version, and a version with a mains pass-through which uses two PCBs. Both variants utilize the same PLC IC, the AR7420, and both adapt well for CCS.

== Setting up a CCS Charging Station ==
Starting point: <ref>https://github.com/uhi22/pyPLC/blob/master/doc/EvseMode.md</ref>

=== Hardware ===
Modifying a TP Link TL-PA4010 firmware and settings <ref>https://openinverter.org/forum/viewtopic.php?p=55120#p55120</ref>

=== Software ===

==== Setting up a BeagleBone for pyPLC including CAN commincation ====
There are a number of platforms that pyPLC will run on, for example also on a Raspberry Pi or any other linux computer. The BeagleBone is quite cheap and versatile. Make sure you grab a version with an Ethernet port like the BB green or BB black.

Then here are the steps to get up and running:

# Upgrade to the latest debian image (at the time of writing that is Debian 10.3 IoT): https://beagleboard.org/latest-images
# Plug it into your USB port. You will now be able to reach the board under two IP addresses 192.168.6.2 and 192.168.7.2
# Use SSH to connect: <code>ssh debian@192.168.6.2</code>
# Make sure you can connect to the internet. Easiest way to achieve it is plugging the Ethernet port into your local router. You can also route traffic via the computer that the beaglebone is plugged into (see below)
#Update the APT package list: <code>sudo apt update</code>
#Get the so called EXI converter OpenV2Gx: <code>git clone <nowiki>https://github.com/uhi22/OpenV2Gx</nowiki></code>
#Build it: <code>cd OpenV2Gx/Release && make</code> (this will take rather long!)
#Get pyPLC: <code>git clone <nowiki>https://github.com/uhi22/pyPLC/</nowiki></code>
#Install some necessary packages: <code>sudo apt install python3-pypcap python3-serial python3-can</code>
#Edit /etc/connman/main.conf and add eth0 to its blacklist by adding it to the line <code>NetworkInterfaceBlacklist=SoftAp0,usb0,usb1,eth0</code>
#When using CAN, enable the CAN0 "cape" by editing /boot/uEnv.txt and adding the line <code>uboot_overlay_addr0=/lib/firmware/BB-CAN0-00A0.dtbo</code> then reboot
#Bring up eth0 and (if needed) CAN: <code>sudo ip link set eth0 up && sudo ip link set can0 up type can restart-ms 100 bitrate 500000</code>
#Run pyPLC: <code>cd pyPLC && sudo python3 pevNoGui.py</code>

====Routing traffic via the USB connected computer====

==== On your computer: ====

===== Linux: =====
This is only needed for the setup phase.

<code>sudo sysctl -w net.ipv4.ip_forward=1</code>

<code>sudo iptables -t nat -A POSTROUTING -j MASQUERADE</code>

<code>sudo iptables -A FORWARD -j ACCEPT</code>

===== Windows: =====
TBD

==== On the Beaglebone: ====
<code>sudo route add default gw 192.168.6.1</code>

<code>sudo tee /etc/resolv.conf <<<"nameserver 192.168.xxx.1" #address of your local router here</code>

==References==

[[Category:Rapid Charging]]
<references />

PyPLC

2023-06-26T14:26:27Z

Asavage: /* TL-PA4010 */ Clarified single/dual PCB versions; added IC AR7420 note.

== Overview ==

Charging via CCS DC Fast Charge requires Powerline Communication (PLC). The TP-Link TL-PA4010 (discontinued, but widely available used) is an inexpensive home PLC unit that is designed to use a residence's mains wiring (power lines) as a communication medium for ethernet. It can be repurposed to be used as a CCS EV Communications Controller (EVCC)<ref>https://openinverter.org/forum/viewtopic.php?t=2262</ref>. Additional resources have been compiled by uhi22<ref>https://github.com/uhi22/pyPLC</ref>.

== TL-PA4010 ==
[[File:TL-PA4010 27b.png|alt=TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.|thumb|TP-Link TL-PA4010 ("AV500") PLC Ethernet adapter.]]
The TL-PA4010 utilizes the Qualcomm Atheros QCA7420 PLC comm IC. Examples can be purchased via eBay etc. for well under USD$20 (Apr2023). Variants include a single-PCB version, and a version with a mains pass-through which uses two PCBs. Both variants utilize the same PLC IC, the AR7420, and both adapt well for CCS.

== Setting up a CCS Charging Station ==
Starting point: <ref>https://github.com/uhi22/pyPLC/blob/master/doc/EvseMode.md</ref>

=== Hardware ===
Modifying a TP Link TL-PA4010 firmware and settings <ref>https://openinverter.org/forum/viewtopic.php?p=55120#p55120</ref>

=== Software ===

==== Setting up a BeagleBone for pyPLC including CAN commincation ====
There are a number of platforms that pyPLC will run on, for example also on a Raspberry Pi or any other linux computer. The BeagleBone is quite cheap and versatile. Make sure you grab a version with an Ethernet port like the BB green or BB black.

Then here are the steps to get up and running:

# Upgrade to the latest debian image (at the time of writing that is Debian 10.3 IoT): https://beagleboard.org/latest-images
# Plug it into your USB port. You will now be able to reach the board under two IP addresses 192.168.6.2 and 192.168.7.2
# Use SSH to connect: <code>ssh debian@192.168.6.2</code>
# Make sure you can connect to the internet. Easiest way to achieve it is plugging the Ethernet port into your local router. You can also route traffic via the computer that the beaglebone is plugged into (see below)
#Update the APT package list: <code>sudo apt update</code>
#Get the so called EXI converter OpenV2Gx: <code>git clone <nowiki>https://github.com/uhi22/OpenV2Gx</nowiki></code>
#Build it: <code>cd OpenV2Gx/Release && make</code> (this will take rather long!)
#Get pyPLC: <code>git clone <nowiki>https://github.com/uhi22/pyPLC/</nowiki></code>
#Install some necessary packages: <code>sudo apt install python3-pypcap python3-serial python3-can</code>
#Edit /etc/connman/main.conf and add eth0 to its blacklist by adding it to the line <code>NetworkInterfaceBlacklist=SoftAp0,usb0,usb1,eth0</code>
#When using CAN, enable the CAN0 "cape" by editing /boot/uEnv.txt and adding the line <code>uboot_overlay_addr0=/lib/firmware/BB-CAN0-00A0.dtbo</code> then reboot
#Bring up eth0 and (if needed) CAN: <code>sudo ip link set eth0 up && sudo ip link set can0 up type can restart-ms 100 bitrate 500000</code>
#Run pyPLC: <code>cd pyPLC && sudo python3 pevNoGui.py</code>

====Routing traffic via the USB connected computer====
On your linux computer type (sure you can somehow do this on windows, too). This is only needed for the setup phase.

<code>sudo sysctl -w net.ipv4.ip_forward=1</code>

<code>sudo iptables -t nat -A POSTROUTING -j MASQUERADE</code>

<code>sudo iptables -A FORWARD -j ACCEPT</code>and on the beaglebone type

<code>sudo route add default gw 192.168.6.1</code>

<code>sudo tee /etc/resolv.conf <<<"nameserver 192.168.xxx.1" #address of your local router here</code>

==References==

[[Category:Rapid Charging]]
<references />

Tesla Model S/X Coolant Pump

2023-06-16T04:16:37Z

Asavage: /* Connector */ Added info about Subaru O2 sensor connector that fits the Tesla coolant pump.

== Overview: ==
[[File:Tesla Model S-X Coolant Pump.jpg|alt=Tesla Model S-X Coolant Pump|thumb|Tesla Model S/X Coolant Pump]]
Both the Model S and X use a very capable (but curiously unbranded) coolant pump. Internet research seems to indicate it may be made by VariMax<ref name=":0">https://www.diyelectriccar.com/threads/the-teslorean.170770/post-856074</ref>, though there are so many Tesla part numbers it's hard to say which actual model it is.

In ICE circles, this pump is commonly used in high performance intercooler systems, so Lingenfelter Performance Engineering has compiled a fairly thorough (though questionably formatted) [https://www.lingenfelter.com/PDFdownloads/L330070000.pdf datasheet on the pump]. Another fairly thorough overview can be found within the [https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump EV Create overview of the Tesla cooling system]<ref>https://www.evcreate.com/using-tesla-thermal-management-system-parts/#tesla-pump</ref>.

== Specs ==
Some basic specs for the pump are as follows<ref name=":0" />:

- Target flow rate 720 LPH @ 70 kPa

- Inlet / Outlet connection: 19 MM Barb

- Motor syle: Brushless

- Operating voltage: 8-16 VDC

- Maximum amp draw: 7.3 Amp

== Control ==
The pump can be controlled using PWM. The PWM voltage is 5V and the frequency is a rather unusual 2Hz. The pump speed can be controlled from ~750RPM at 20% duty cycle to ~5000RPM at 80% duty cycle.

== Wiring ==

=== Connector ===
The pump has a single 4-pin plug which contains both the power and control signals. The plug itself is Sumitomo “RS” series:

- socket (female): 6189-7757

- retainer: 6918-1599

- pins (female): 8240-0263 (0.3-0.5mm2/24-20ga), 8240-0264 (0.85-1.25mm2/20-18ga), 8240-0265 (2.0mm2/16-14ga)

- seals (cable OD): 7165-0474 (1.0-1.4mm), 7165-0473 (1.5-1.9), 7165-0472 (2.0-2.4), 7165-0471 (2.5-2.9/18ga)

As Sumitomo connectors aren't widely available, a better source for this connector is Aliexpress where is is often sold as a complete connector kit.

Alternatively, there's a common Nissan/Subaru O2 sensor connector, with flying leads furnished, that is a perfect fit<ref>https://openinverter.org/forum/viewtopic.php?p=46064#p46064</ref>.

=== Pinout ===
[[File:Tesla Model S-X Coolant Pump pinout.jpg|alt=Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)|none|thumb|Tesla Model S-X Coolant Pump pinout (photo courtesy of EVcreate)]]

== Issues ==
The pump has a flow sensor, so it will not run empty/dry. Even when primed, the pump takes a moment to spool up.

Annoyingly, the bearing is integral to the impeller, so if you have a noisy pump there is no way to replace just the worn part.

== References ==

Tesla Model S GEN1 Charger

2023-05-21T06:28:51Z

Asavage: /* Logic Connector when configured as Second/Slave OBC */ Fixed bad link due to improper capitalization on an internal Wiki link.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (all 2014-17 B250e<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize 1) the Fast Charge Contactors connectors; or 2) the HVIL Loop connector, as the first ("Master") OBC performs those functions.
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|Drive inhibit
|"Prox out", signal to DU to inhibit drive
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP)
|
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" Connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M Ω
* AC-to-AC input = ~241k Ω

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg

2023-05-06T14:46:58Z

Asavage: Asavage uploaded a new version of File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg

Toyota RAV4 EV Charge Port: testing OBC Fuses

Tesla Model S GEN1 Charger

2023-05-06T14:37:23Z

Asavage: /* Fuses */ Added ohm symbols.

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (all 2014-17 B250e<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize 1) the Fast Charge Contactors connectors; or 2) the HVIL Loop connector, as the first ("Master") OBC performs those functions.
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|Drive inhibit
|"Prox out", signal to DU to inhibit drive
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP)
|
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M Ω
* AC-to-AC input = ~241k Ω

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]

Tesla Model S GEN1 Charger

2023-05-06T05:28:41Z

Asavage: /* Fuses */

==Overview==
[[File:Tesla Model S GEN1 Onboard Charger, perspective view.jpg|alt=Tesla GEN1 Onboard AC Charger|thumb|Tesla GEN1 Onboard AC Charger. Note the stamped "TESLA" on the cover, which visually distinguishes it from later versions. This view shows the Logic Connector X042/X043]]
The Tesla GEN1 on-board AC charger (OBC) was a single phase 10kW AC charger that was fitted originally and primarily in the Tesla Model S, from Jun2012 through late2013*, when it was replaced with [[Tesla Model S/X GEN2 Charger|GEN2]]. GEN1 models are easy to identify, having the word "TESLA" stamped on the top metalwork and having no black anti-tamper tape; the GEN2 charger lacks the Tesla identifier stamped on the metalwork, and has anti-tamper tape over the seams.

One (or optionally two, in a Master/Slave configuration) GEN1 chargers are installed beneath the rear seats in the Model S for AC charging. The Single/Master OBC is on the right side of center. If two OBCs are fitted, the Second/Slave is fitted to the left of center under the rear seat; both are identical hardware, though the firmware differs.

The charger is comprised of (three 3.3 kw modules?), each mounted to a liquid-cooled heat sink that forms the base. This assembly enables single phase AC charging only.

The GEN1 chargers are considered to be more trouble-prone than the later units, and are not as popular for use in EV conversions or ground-up builds, partly because they do not support 3-phase AC input. However, they are used in many OEM installations that continue to need servicing. Examples of OEM installs include Telsa (all 2012-Sep2013 Model S), Toyota (all 2012-14 RAV4 EV<ref>https://en.wikipedia.org/wiki/Toyota_RAV4_EV#Second_generation_(2012)</ref>), and Mercedes-Benz (all 2014-17 B250e<ref>https://en.wikipedia.org/wiki/Mercedes-Benz_B-Class#B-Class_Electric_Drive</ref>). As far as is known, these are identical from a hardware perspective<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29981#p29981</ref>, but the firmware differs and is not interchangeable between installations.

<nowiki>*</nowiki> The GEN2 OBCs were apparently phased in gradually. There are reports of Dec2013 with GEN1 OBCs<ref name=":0">https://youtu.be/yPOtAotzvTY?t=16</ref>, and Oct2013 with GEN2 OBCs<ref>https://teslamotorsclub.com/tmc/posts/6516611</ref><ref>https://teslamotorsclub.com/tmc/posts/3042384</ref>.
==Charger Connectors==

=== Overview ===
There are six discrete connectors on the GEN1 OBC.
[[File:Tesla_Model_S_GEN1_OBC_004.jpg|alt=Tesla Model S GEN1 OBC Connectors|none|thumb|500x500px|Tesla Model S GEN1 OBC Connectors]]
* Logic (X042 (or X043, when used in "Slave" mode))
* AC (Input)
* DC (Output)
* HVIL (High Voltage InterLock)
* Fast Charge (DCFC) Contactors Control (2x)

In some applications, not all six connectors may be in use:

* Tesla: In Single OBC vehicles, all connectors are used. This is the most common scenario.
* Tesla: In Dual OBC vehicles, the second ("Slave") OBC does not utilize 1) the Fast Charge Contactors connectors; or 2) the HVIL Loop connector, as the first ("Master") OBC performs those functions.
* Toyota: The Fast Charge Contactors connectors are not used, as the vehicle is not provisioned for DCFC and therefore there are no Fast Charge Contactors.
* Mercedes-Benz: TBD (probably same as Toyota).

==== '''Logic Connector (X042 or X043)''' ====
[[File:2012 ModelS LHD Release 16.1b.png|alt=Tesla Model S GEN1 OBC Logic Connector X042 Wiring. Tesla wiring diagrams do not define all circuits for a connector. This diagram has been amended to include circuits from other pages, to completely describe X042.|thumb|600x600px|Tesla Model S GEN1 OBC Logic Connector X042 Wiring, from Service Manual sheet 16.1. Tesla wiring diagrams do not define all circuits for a connector; this diagram has been amended to include circuits from other sheets 24.2 (HVIL) & 38.1 (CAN), to completely describe X042.]]
[[File:Tesla Model S GEN1 OBC 007b.jpg|alt=Tesla Model S GEN1 OBC X042 Logic Connector pinout.|none|thumb|607x607px|Tesla Model S GEN1 OBC X042 Logic Connector pinout.]]
For Logic Connector X042 (X043, when referred to when provisioned in "Slave" duty), the mating connector needed to plug into the charger is Molex 19418-00'''26'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180026</ref> for 18-22 AWG (19418-0027 for 14-16 AWG) which is in the MX150L series. This connector features CPA<ref>https://www.molex.com/molex/products/family/mx150l_sealed_connector_system</ref> (Connector Position Assurance), a dual-locking feature. For bench-testing, etc., the non-CPA connector is Molex 19418-00'''38'''<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0194180038</ref> for 18-22 AWG (19418-0037 for 14-16 AWG); this connector requires one less operation to disengage, but is less suitable for automotive use or environments where heavy vibration is present.
[[File:S-LHD-SOP1 51 Connector X042.png|alt=Telsa Model S (2012-2013) OBC Logic Connector X042 details, from Tesla Service Manual.|500x500px|thumb|Logic Connector X042 (Master charger) and X043 (Slave charger). Molex 19418-0026, female harness connector to mate with X042 Logic Connector on Tesla GEN1 OBC.]]
[[File:Molex_194180026_.png|alt=Logic Connector X042, Master charger, and X043, Slave charger. Molex 19418-0026, female connector to mate with X042 Logic Connector on Tesla GEN1 OBC.|none|thumb|600x600px|Molex 19418-0026, female harness-side connector to mate with X042 (male terminals) Logic Connector on Tesla GEN1 OBC (Logic Connector X042 (Master charger) and X043 (Slave charger)). This is the terminals-end view of the housing.]]

The female terminals for this housing are Molex 19420-0010<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0194200010</ref> (18-22 AWG; 19420-0009 for 14-16 AWG). These are tin-plated, and are rated for (25) cycles. Gold-plated versions are available, and they are rated for (100) cycles.

[[File:Molex 19420-0010.png|alt=Molex 19420-0010 female terminals for Logic Connector X042, for 18-22 AWG (0.35-0.75mm²).|border|500x500px]]

{| class="wikitable"
|+ Logic Connector X042
!Pin No.
!Function
!! style=width:600px | Description
!Tesla
Wire size *
!Telsa
Wire Color *
|-
|1
|12v supply
|
|18 AWG (0.75mm²)
|RD-BR
|-
|2 **
|Charge Port: nozzle lock
|"InsertEN out"
|20 AWG (0.5mm²)
|YL
|-
|3
|HVIL Out
|
|20 AWG (0.5mm²)
|YL-RD
|-
|4
|CAN +
|
|20 AWG (0.5mm²)
|RD
|-
|5
|EVSE-Pilot (CP)
|
|20 AWG (0.5mm²)
|PU
|-
|6 **
|Fast Charge CAN
|"FC_CAN". Possibly SWCAN. Connects only to BMS "FC_CAN+"
|20 AWG (0.5mm²)
|RD-WH
|-
|7
|12v GND
|
|20 AWG (0.5mm²)
|BK
|-
|8
|Drive inhibit
|"Prox out", signal to DU to inhibit drive
|22 AWG (0.35mm²)
|OR-PU
|-
|9
|HVIL In
|
|20 AWG (0.5mm²)
|YL-BR
|-
|10
|CAN -
|
|20 AWG (0.5mm²)
|DB
|-
|11
|EVSE-Prox (PP)
|
|20 AWG (0.5mm²)
|OR
|-
|12 **
|"BMS_12V_in"
|"Cont_PWR (out)" (Contactor power?) from BMS (BMS enables DCFC contactors?)
|18 AWG (0.75mm²)
|RD-GY
|}

<nowiki>*</nowiki> = Specifications are from 2012 Tesla Model S documentation; other applications may have differing specs.

** = Not used on RAV4 EV.

===== Logic Connector when configured as Second/Slave OBC =====
When an OBC is provisioned as a Second OBC ("Slave"), the Logic connector is populated with a subset of the above, as the First OBC ("Master") handles all external interfaces. Only power/GND, CAN, and HVIL are connected.[[File:Tesla Model S GEN1 OBC 030-1b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]

[[File:Tesla Model S GEN1 OBC 030b.jpg|alt=Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.|none|thumb|500x500px|Tesla GEN1 OBC: "Slave" configuration Logic and HVIL connections.]]When the vehicle is configured for a Single OBC only, the Second/Slave Logic harness WWMA2 is parked in a "dummy" connector on the Rear HVJB. That connector does nothing, except that it contains 60 ohm resistance on pins 3 & 9, for the HVIL Loop. It does ''not'' contain CAN termination. For more information, see [[Tesla Model S GEN1 Rear HVJB#Logic "dummy" connector|Tesla Model S GEN1 Rear HVJB, Logic "dummy" connector]].[[File:Tesla Model S Rear HVJB 18b.jpg|alt=Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.|none|thumb|600x600px|Tesla Model S OBC in Single/Master configuration. Note "parked" harness WWMA2 on Rear HVJB.]]

==== '''AC Input Connector''' ====
The Power Input/Output connectors are of the Molex Mini-Fit Sr. wire-to-wire series<ref>https://www.molex.com/molex/products/family/minifit_sr</ref>. The datasheet is [https://www.molex.com/pdm_docs/ps/PS-42815-001-001.pdf here].

The AC Input Connector housing needed to plug into the charger is Molex 42816-0312<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160312</ref>

[[File:Molex 42816-0312.png|alt=Molex 42816-0312 housing, 3P, for DC Output.|500x500px]]

==== '''DC Output Connector''' ====
The DC Output Connector housing needed to plug into the charger is Molex 42816-0412<ref>https://www.molex.com/molex/products/part-detail/crimp_housings/0428160412</ref>

[[File:Molex 42816-0412 .png|alt=Molex 42816-0412 housing, 4P, for AC Input.|border]]

The female terminals for the Power Input/Output housings are Molex 42815-0134<ref>https://www.molex.com/molex/products/part-detail/crimp_terminals/0428150134</ref> for 8 AWG (8mm²). However, the tool to crimp an open barrel terminal in 8 AWG practically only exists as the Molex 2002188700<ref>https://www.molex.com/molex/products/part-detail/application_toolin/2002188700</ref>, which is very expensive (>USD$680 (Apr2023)). Carefully consider this when ordering. One approach is to cut off the insulation crimp section from the rear of the terminal, then carefully use a crimp tool die that is designed for 10 AWG, being careful to not over-crimp.
[[File:Molex 8 AWG open barrel terminal.jpg|alt=Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.|thumb|600x600px|Molex 8 AWG open barrel terminal, modified by removing the rear insulation crimp section, then crimped using Pressmaster MCT and die 4300-3146, using the 10 AWG position.]]

The Molex datasheet strongly recommends the use of [https://www.amazon.com/NyoGel-760G-Dielectric-Synthetic-Grease/dp/B07FD145CP Nylogel 760G dielectric grease] on this terminal if it will be exposed to vibration and/or thermal cycling<ref><nowiki>https://www.mouser.com/datasheet/2/276/0428150031_CRIMP_TERMINALS-1373081.pdf</nowiki></ref>.

[[File:Molex 42815-0134.png|alt=Molex 42815-0134 female terminal, for 8AWG (8mm²) wire.|border|500x500px]]

Soldering this terminal is strongly discouraged.

==== '''HVIL Connector (J5)''' ====
[[File:Tesla Model S GEN1 OBC 036b.jpg|alt=Tesla Model S GEN1 OBC: HVIL and HVJB AC Charging Bypass Contactor Control Connectors|thumb|600x600px|Tesla Model S GEN1 OBC: HVIL and HVJB Fast Charge Contactor Control Connectors|left]]
[[File:2012 ModelS LHD Release 24.2-3b.png|alt=Telsa Model S GEN1 HVIL Schematic (amended).|thumb|600x600px|Telsa Model S GEN1 HVIL Schematic (amended): shows the lid switches explicitly called out, and the "parked" vs "installed" HVIL Loopback on Second/Slave OBC.|none]]HVIL (J5): Only the outside pins (top and bottom) are in use. These are used to integrate the HVJB's Lid Reed Switch into the HVIL loop. Every OBC contains a 60 ohm resistor in series with its Lid Switch (added to 2014 Wiring Diagram above, included by Tesla in Service Bulletin SB-10052449-4313, 2015), between Logic Connector (X042/X043) pin 3 and HVIL connector "top pin".

* Tesla: Connected to the HVJB's Lid Reed Switch if the OBC is the only (single) or Master (dual) OBC. If the OBC is configured as Second/Slave, a loopback harness is connected instead.
* Tesla: The loopback harness, Tesla 1101371-00-A, is included/stored inside all Tesla Model S GEN1 Rear HVJB in an internal "parking" socket, when only a single OBC is provisioned.
* Toyota: A loopback harness is always connected.
* MB: TBD (probably a loopback harness is connected).

Loopback harness installed (Tesla: Second/Slave OBC only; Toyota: All):[[File:Tesla Model S GEN1 OBC 018-1b.jpg|alt=Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.|none|thumb|500x500px|Tesla Model S GEN1 OBC HVIL Loopback connector. Used on Tesla Slave OBC installations where the HVJB Lid Reed Switch is already connected to the HVIL circuit via the Master OBC. Also used in RAV4 EV, as there is no HVJB installed at all in those models.]]

For more information about the HVIL Loop, see the [[Tesla Model S GEN1 Rear HVJB#HVIL|Tesla Model S GEN1 Rear HVJB, HVIL]].

==== '''Fast Charge Contactors Control (J1 & J3)''' ====
* These four-pin connectors each drive a single contactor in the Rear HVJB. Those contactors bypass AC charging and allow DC from the Charge Port to connect directly to the HV bus for DCFC.
* It is not known if the OBC performs PWM economizing. The Rear HVJB Fast Charge contactors are Tesla 1006871-00-A (TE Connectivity 2138957-2), but no datasheet can be found.
* The top row pins are 12v; the bottom row pins are Auxiliary contacts, NO (normally open).
* These connectors are not used in the Toyota RAV4 EV (and possibly not used in MB B250e) as the RAV4 EV is not provisioned for DCFC and does not have those contactors.

==Common Issues==

==== '''Grounding''' ====
The Tesla chargers are very sensitive to grounding. The case MUST be connected to vehicle 12v ground '''and''' EVSE earth/ground when charging. [https://openinverter.org/forum/viewtopic.php?p=3890#p3890] The OEM installation for the Tesla Model S has a prominent ground strap.
[[File:Tesla Model S GEN1 OBC- Ground Strap.jpg|none|border|left|500x500px|Tesla Model S GEN1 OBC, showing prominent Ground Strap]]

==== '''Fuses''' ====
Two 50A fuses protect the AC input legs: one fuse for Neutral, one for Hot/L1. These fuses are a common failure point. The cause of their failure is not known. Some units have had their fuses fail more than once. Typically, only one fails at a time. The OEM fuse is Ferraz Shawmut (Mersen) 50A 500VAC fuse, part No. A50P50-4<ref>https://teslamotorsclub.com/tmc/posts/1899210/</ref>. Some people have found that after replacing a single failed fuse, the other one will later fail; it is surmised that this is possibly a genuine instance of a fuse weakening over time/use, so the generic recommendation is to replace them both. Typical pricing for the Ferraz Shawmut units is USD$50-100 each (Mar2023); Eaton Bussmann (Cooper) FWH-50B is said<ref>https://www.myrav4ev.com/forum/viewtopic.php?p=29155#p29155</ref> to be an equivalent, and can be had for under $30 (Mar2023)<ref>https://www.amazon.com/Cooper-Bussmann-FWH-50B-Amp-Fuse/dp/B0026HCLBQ</ref>
* [https://www.youtube.com/watch?v=yPOtAotzvTY Fuse replacement info video by Nick Schlife] (Nov2016)
* [https://teslamotorsclub.com/tmc/posts/1899146/ Fuse replacement info by member scaesare] and others (Jan2017)
These fuses are "semiconductor protection fuses" and are "very fast acting"<ref>https://specs.thefuseshop.com/Ferraz_Shawmut_Mersen_A50P_Datasheet.pdf</ref>. The Eaton Bussman (Cooper) units are imprinted with the common diode symbol that represents semiconductor fuses, and it does not imply that the fuse has a diode function.[[File:Eaton Bussmann FWH-50B Semiconductor fuses.jpg|alt=Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|thumb|Eaton Bussmann FWH-50B semiconductor fuses are fast-blow to protect sensitive components. This fuse is reported to be a replacement for OEM Ferraz Shawmut A50P50-4|left|533x533px]]

[[File:Semiconductor Fuse explanation.png|alt=Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.|thumb|600x600px|Semiconductor fuses may have a diode symbol imprinted, but this does not imply that the fuse functions as a diode.]]
[[File:Fuses Bussmann-Eaton FWH-50B 02b.jpg|alt=Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).|center|thumb|600x600px|Eaton Bussmann (Cooper) FWH-50B, showing the diode electrical symbol which indicates that it's a semiconductor fuse (very fast acting).]]

[[File:Toyota RAV4 EV Charge Port- testing OBC Fuses.jpg|alt=Toyota RAV4 EV Charge Port: testing OBC Fuses|thumb|600x600px|Toyota RAV4 EV Charge Port: testing OBC Fuses]]

Testing the circuit resistance of the AC input from the J1772 charge port end (on Toyota RAV4 EV or MB B250e) or the Tesla power conductors (on Model S) should also provide some differential numbers if a leg is open due to an open fuse. The power pin inputs are wired straight into those fuses in the OBC.

Tesla: testing the Tesla OBC (from the charge port large pins) or RAV4 EV (from J1772 large AC pins), with good fuses:

* Either AC input to chassis ground = ~2.6M
* AC-to-AC input = ~241k

If one fuse is open, two of those numbers will be substantially higher.

==Important Considerations==
===Output Voltage Range ===
[[File:Tesla Model S GEN1 OBC 037b.jpg|alt=Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.|none|thumb|Tesla GEN1 OBC label, showing part No. and input/output specs. These are not to be relied upon.]]
{| class="wikitable" cellpadding="10"
|'''HEED DAMIEN'S WARNING:'''<ref>https://openinverter.org/forum/viewtopic.php?p=9994#p9994</ref>
(regarding the GEN2 OBC, which may or may not apply to the GEN1)

"[https://openinverter.org/forum/viewtopic.php?f=10&t=78&p=9994#p9994 Running a Tesla charger at much under 200v DC will cause it to explode. Yes I know the label says 50 to 450v but it lies. Yes I blew one up discovering this.]"
|}

== CAN ==
WIP

==Errata==
* Dimensions: 19-13/16" L x 13-7/16" W x 4-7/16" H (503mm L x 341mm W x 113mm H)
* Weight: 42 lbs (19 kg)

Tesla Part Numbers (TPN):
* 6009278-00-x
* 6009278-84-x (ReManufactured + Slave?)
* 6009354-00-x
Toyota Part Numbers:

* G9090-0R010 (discontinued)
* G9090-0R011
MB Part Number(s):

* TBD

==Notes==
[[Category:Charger]]
[[Category:OEM]]
[[Category:Tesla]]