I am confused. Should the car be turned upside down to charge with CCS? Or at least horizontally with center of gravity of the plug tilted to the signal end? Otherwise, weight of the plug tends to pull the signal pins off.
Ed, you are doing your usual thing of expecting people to read your post as well as your mind. I don't see LIN mentioned in the article you link at all. The body of the connector maintains a physical alignment. The pins are supported by the body and so are aligned with the mating pins. This is connectors 101, and is how nearly all connectors work.
What are you talking about???
Sorry, it's two different issues.
LIN bus is simplified CAN. 12V PLC pulled-up with 1K. Sound like it should work with the CCS Control Pilot (CP) physical layer. I am looking to buy or build the protocol analyser.
Many CCS drivers can tell you that it should be up-side down. It does not connect reliable sometime. Perhaps they should plug in and hold the plug for an hour while charging.
One CCS driver reported on plugshare that intermittent charger caused EV system crash with idiot light (check engine). I had experienced similar problem with J1772 with the #1 (left most) plug at Bakersfield Amtrak. #4 connector is broken. #3 is power-off. #2 is OK.
How would upside down make it work better? The catch is on the top. The weight of the cable pulls down, but the lever arm presses the connector more tightly, not apart. Look at the mechanics.
Maybe Tesla won't be giving up their customer interface design after all. Seems to work pretty well compared to your experiences... although, your experiences are anything but typical.
Yes, i have to agree that Tesla's physical design is better. Logical design is same as CDM (CAN based). I am just reported many other drivers' experiences, not just mine.
You aren't explaining anything, just making an unsupported statement. The latch is at the top. It can't be pulled out at the top by the weight of the cable. But the rest of the connector can be pushed in with the latch as a pivot point. However, the body of the connector will prevent very much movement. I'm not seeing what you are talking about. In fact, an upside down connector would tend to pull the pins out, rather than push them in, again, the latch is the pivot point as much as it can move.
Another country heard from.
Yes, 12V USB C would work.
I haven't really use CCS, just relaying other CCS drivers' complaint. Unlike J1772, the top latch might not be there for CCS.
As usual, you either don't understand BEVs, or are in denial. A 120V, 15A outlet will produce at least 1 kW of power for the motor. With 4 mi/kWh, that is 4 mph minimum.
Again, misinformation. Level two chargers range from about 5 kW to 19 kW or 20 to 76 mph.
Most BEV owners never have to "gas up" meaning going to a charger. They simply fill their tank every night at home. Gas stations smell bad and get your shoes oily. Great places to avoid.
Some J-plugs don't have the top latch. Some are disabled/broken. I don't know if all CCS plugs have the latch. I will check on my next long distance trip. It's not a big deal for J-plug, but big deal for CCS.
Why stay with 120V? 220V three phases cable can run at 55MPH forever. I am building a 4 o 8 phases charger and i need to manage the batteries/chargers with USB, but running with 12V open drain/collector signals on single power wire at 12V. I can have upto 15 batteries. Some people call it LIN bus.
Currently, my primary vehicle (13-8) has 13kwhr #1 and 8kwhr #2. My secondary vehicle will have 3 batteries 10-8-8. I need to enable/disable them in sequences, to avoid overloading the 30A circuit.
If your connector is broken, I would not expect it to work well. Duh!
The Tesla connector is not without flaws. The locking mechanism can fail in a way the cable can not be removed without having to go through the truck to reach a manual release.
This seems to me as much ado about nothing.
It's still work with the latch broken, and it's the cases with many of them.
Vehicle locking is a different issue than the handle locking.
It's just the fact of (real) life.
But you are complaining about how it doesn't work properly. Pick one.
???
It's a broken connector. If the connector is broken, fix it and stop whining.
Some station owners intentionally disable the latch, because too many Tesla just lock the connector after finishing charging. Other vehicles (like Leaf and Bolt) don't lock the connector.
Bad J1772: Bakersfield Amtrak. The #3 (right to left) mentioned in comment is my #2 (left to right). Avoid #1 (left most) at all cost.
CCS uses PLC (Power Line Communications) over the Pilot signal to establish a bidirectional link between the car and the charger. It is not LIN.
The data is modulated onto a carrier that is transmitted on top of any lower frequency signals already present on the wire.
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