AEVA Forums

Have you determined if they need to be balanced or not? If the cells are all different states of charge you will have one or two hit the gong well before the others.

These the blue cells you had shipped up? Yes you can have the BMS switch the charger off if a cell hits the set upper voltage, but this means it doesn't go through the constant voltage stage of the charge, missing out on about 10% of the capacity available. It's also kind of risky if it doesn't stop...

Correct. However we tried a resistor between Prox and Gnd and it make no difference with an EVSE from Hyundai. Yet the Mitsubishi EVSE worked just fine even with the T1-T2 adapter. Curiouser...

One possible cause of the EVSE failures is the lack of a 2.7k resistor between proximity and ground. I'll have to give this a try and see how it goes. It means another drive down the hill though...

Hi Don, can you please show me what your wiring diagram was for the J1772 protocol? I've got an AVC2 in the Prelude but the success rate with some charge points so far is pretty poor.

Well I can confirm that the EO charge point won't work, the Schneider charge point works for a minute, then drops out and needs to be reset, and Tesla destination chargers don't work.
It seems the AVC2 is too simple a trick for these smarter charge points...

An update on yesterday's efforts. I attempted to charge at an EO charger in Fremantle - no dice. On the way home, I attempted to charge from the Schneider charge point at Melville Renault - worked for a minute, then stopped. Un-plug, re-plug, runs for a minute, then stops. I drove on to Kewdale Tave...

It's interesting because Richard's OpenEVSE unit works a treat. That said, even with the power turned off at the wall, plugging the T2 conenctor into the car fires everything up, so it's not actually looking for any fancy signals, just some passives in the PE->PE circuit. I'm going to try the charge...

There is *some* back-off regen, but nothing like what we have on Voltron. It seems the brake regen is the best you can hope for and it barely pulls the car up. The controller is really dumb - there are like, 9 pins controlling the whole show. It was fair for the price, but short of adding more volts...

Reviving an old thread there, but I just tried plugging the Prelude into an EO Type-2 charge point in Fremantle and nothing happened. I wonder if the AVC2 is a bit too simple for the average charge point? It will only take about 25 A from the AC side, so any 32 A capable charger should be fine. But ...

Not long - clutch is very nice to have.

I just drove into Freo to try the EO chargers - no dice.

So its OpenEVSE or nothing...

Oooooh, now you can tow your Moke places! Nice one!

You run out of legs half way across the intersection...

Drove the Prelude to work today - I'll have to grab some video. It goes well, but it does feel underpowered. I expected it to be underpowered given the lower pack voltage, but it does seem a bit ordinary. You must take off in 2nd if you want any respectable acceleration, particularly up hills. The r...

I'll be interested to hear how the 22 kW charging goes.

Well we had hoped to take the Prelude for a bit of a maiden voyage to Mundaring, but only made it as far as the bottom of the weir before it stopped. Upon turning off and on again, it was clear the drive contactor wasn't happy, suffering pretty significant voltage drop, dropping out, followed by re-...

I would think the internal resistance is much closer to 0.5 Ohms, rather than milliohms.

Still, anything over 400 Ah capacity is good going considering their price!

Oh the brake regen is good, but not particularly strong. It puts about -20 amps back in as you dab the brake, or about 5 kW. Better than nothing.

A quick test of the charger and it seems the ancillary systems are working as they should. 20190907_160644.jpg The coolant is pumped through the battery at any temperature above ~18'C while the A/C relay switches on at 25'C. It oscillates a bit, so I need to incorporate more averaging and hysteresis...

I have been getting the charger to behave as best it can today - spend last night balancing down the highest cells. I think we shed about 0.06 volts overnight... Its working, albeit slowly. The charger put in about 10 kWh on the AC side, but the highest cells were hitting 4.2 V so I had to leave the...

While I wait for the new charger to arrive, I thought I would try and isolate this fan-coming-on-after-switch-off problem. I put fuse 12 back in, turned the car on, then turned it off, and sure enough the radiator fan came on. As it was running I went through the dash fuse box pulling out fuses unti...

She seems to suggest it won't be stable at less than 320 V DC. I've ordered a new one anyway. I'd rather see that it works (or not) first before attempting to fit the last two battery modules in the boot somewhere, where they won't have easy access to cooling circuits etc.

And now it turns out the CAN-bus controlled charger won't go as low as 301 V max. 320 V is the lowest it will go. Grrr!

So it seems my request for a charger with CAN-bus and enable control was lost in translation. They sent me an Enable only charger. So I am up for a new charger, and will be trying to find a use for this one... $1500 later.

Yeah I think I'll try and get the battery charged up at a nearby 32 A socket and sort out these backfeed gremlins. In the meantime I'll be ordering a CAN-only charger from TC.

And I'll need to line up a date with the engineers...