skylogger wrote:I've run the repaired charger now for a few days, and it seems to be stable
, so smoke has come out so far
You do realise that little words like "no" are sometimes quite important
1) I've heard several people say that the charger will run even with a DC Voltage applied to the AC input. I think Coulomb
has mentioned that other chargers can be tested using a 52VDC as a input. I was wondering if anyone can confirm they have
tried running a I-MIEV Charger using DC input. Any ideas what the voltage range would be?
Since the power supply doesn't run from the mains (it's different to the Elcon/TC chargers in that respect), you can probably go down to 24 V or even 12 V and still have useful, measurable things happen throughout the powertrain. But it's important to use a current limited power supply; if a MOSFET is shorted, then a 12 V car battery can blow up the leads and PCB tracks as effectively as the mains. You really want the situation where the worst that can happen is that an LED on the power supply lights up saying it's not current limited, and the volts go to zero with no drama.
If A spare I-MIEV Battery pack fully charged sitting at 361VDC was connected to the AC input of this charger, would this DC Voltage
work, and would it not be to high to cause any damage?
361 VDC corresponds to the peak of about 255 VAC, so it should not hurt the charger. The inrush current should be limited by the 4.7 Ω resistors, but only to about 361/9.4 = 38 A, which is still an unpleasant splat. I see no advantage in doing this.
I have a 48vdc (54v nom) supply on my solar house. It would be interesting to find out if this is too low to try charging directly from.
At least the energy in the capacitors is about 1/64th of what it would be with 400 V, but the energy in the batteries is massively more than that. So again, you really need the current limiting, as well as the voltage, to limit the energy available for damage. At least a 30 V (or less) current limited supply (limited to half an amp initially, so a transmitter power supply doesn't qualify) is fairly easy to obtain, perhaps even second hand. I'm at a colleague's place typing this, and he has two
(One was a freeby that only works 90% of the time, but it's still useful).
2) I am thinking of temporarily cutting one of the CANBUS lines to the charger to see if it would start charging without receiving any
communications from the EV-ECU, BMU or CMUs. This would be good to know if a charger is being tested on the bench without CANBUS
That should be an easy test, but I think it's 99% certain that nothing will happen without CAN signals. Using some sort of CAN monitor to capture the appropriate CAN message would be great though.
3) I want to check the signal on the CHGP line that runs from the charger to the EV-ECU. Currently I don't know if this is just an on / off signal
or if it is a continual pulsed signal to prevent a timeout. When I get a chance I'll connect a scope to this and I'll let you know what I see.
Yes, that would also be great to know, thanks.