hobbit
Well-Known Member
First longish trip in a while, and I decided to pop into a relatively new
Electrify America deployment right off Rt. 3 on the way back from the Cape.
I still don't have EA's app because they still haven't learned the concept
of fairness in software distribution, but they do take chip-cards. At
this point the price for a "guest" is the same via either method, and in
MA it's still time-based because the legislature/PUC hasn't gotten off its
*** and blessed per-kWh billing. I didn't need a whole lot, this was more
experiment than "enable me to get home".
They were all 350 kW rated chargers, according to the signage. My charge
ramped up to a little over 100 amps DC, or 41 kW, and didn't get any higher
than that for a while. Battery temp was around 45 - 50F when I started,
and rose to 62 and then topped out around 71 over the course of all this --
temps that should have been just fine for charging at a higher rate.
At one point right around 50% indicated, it bumped up to about 54 kW, for
maybe 5 minutes, and then back down to 41 or 42 and stayed, running 108 amps
into the battery. It was still another opportunity to look for high/low
cells under heavy loads, so I stuck with it. Out of curiosity I called EA's
support to ask if they could get any additional information out of that
charger in realtime, i.e. what was the limiting factor, was it the charger or
the car? Of course the front-enders can't tell me such things, so I have no
idea which side was offering the lower number. It would be lovely if they
put such figures on their screens.
Then about 35 minutes into it, the charger halted on a "protocol error".
I still had the rep on the phone, who swore up and down she hadn't done
anything, and all I'd been doing was sitting in the car to be out of the
wind and traffic noise and saw the charger screen change out the window.
So that was another line of questioning, and I was promised that some
tech types would "look at" this charger to see if there were any issues.
A suggestion was made to try different stations, to which I replied that
I'd be happy to experiment *IF* each new connection didn't carry an extra
session charge. Duh. I felt it was pretty disingenuous of a rep to suggest
racking up multiple sessions on MY dime just to help debug THEIR hardware.
Typical EA arrogance.
Are there any OBD2 queries that might return specifically what the car is
asking for during CCS charging? It's not "available charge power", which
was still reading its usual 170 kW like it does over most of the SOC range.
It would be nice to know the full offer/acceptance negotiation, without
having to try and sniff and make sense of CCS packets.
_H*
Electrify America deployment right off Rt. 3 on the way back from the Cape.
I still don't have EA's app because they still haven't learned the concept
of fairness in software distribution, but they do take chip-cards. At
this point the price for a "guest" is the same via either method, and in
MA it's still time-based because the legislature/PUC hasn't gotten off its
*** and blessed per-kWh billing. I didn't need a whole lot, this was more
experiment than "enable me to get home".
They were all 350 kW rated chargers, according to the signage. My charge
ramped up to a little over 100 amps DC, or 41 kW, and didn't get any higher
than that for a while. Battery temp was around 45 - 50F when I started,
and rose to 62 and then topped out around 71 over the course of all this --
temps that should have been just fine for charging at a higher rate.
At one point right around 50% indicated, it bumped up to about 54 kW, for
maybe 5 minutes, and then back down to 41 or 42 and stayed, running 108 amps
into the battery. It was still another opportunity to look for high/low
cells under heavy loads, so I stuck with it. Out of curiosity I called EA's
support to ask if they could get any additional information out of that
charger in realtime, i.e. what was the limiting factor, was it the charger or
the car? Of course the front-enders can't tell me such things, so I have no
idea which side was offering the lower number. It would be lovely if they
put such figures on their screens.
Then about 35 minutes into it, the charger halted on a "protocol error".
I still had the rep on the phone, who swore up and down she hadn't done
anything, and all I'd been doing was sitting in the car to be out of the
wind and traffic noise and saw the charger screen change out the window.
So that was another line of questioning, and I was promised that some
tech types would "look at" this charger to see if there were any issues.
A suggestion was made to try different stations, to which I replied that
I'd be happy to experiment *IF* each new connection didn't carry an extra
session charge. Duh. I felt it was pretty disingenuous of a rep to suggest
racking up multiple sessions on MY dime just to help debug THEIR hardware.
Typical EA arrogance.
Are there any OBD2 queries that might return specifically what the car is
asking for during CCS charging? It's not "available charge power", which
was still reading its usual 170 kW like it does over most of the SOC range.
It would be nice to know the full offer/acceptance negotiation, without
having to try and sniff and make sense of CCS packets.
_H*
