Agreed, it shouldn't energize exposed pins and yes there's a bunch of com wires, but I'm not seeing a separate DCQC/L3/CHAdeMO contactor in the wiring schematics, and of course L3 would take over in a conflict, as it'll be putting 50kw into the same bus that normally receives 3.3 kW max on L2, and the L2 charger is controlled by the CAN signals. The onboard charger will throttle back based on voltage and amperage readings from the pack, but the car's only recourse if a DCQC charger does not obey commands would be to open the charging contactor. I haven't found a description yet of if and when that would happen.
As far as I can tell, there's no switch that tells the car when a charging door is open or shut. Also, the official Mitsu Technical Information Manual for the car only lists three contactors. (Page GR00001400-54D-8) There's a main contactor at Batt POS and NEG, and then another that's referred to several times as the charging contactor. It is on the positive side of the battery, bypassing the positive main contactor. This is a very similar design to my homebuilt EV.
Another promising test would be to check for 330V between CHAdeMO negative and any HV positive terminal (like the DC/DC input or onboard charger output) when the car is in 'ready' mode.
2012 i-SE "MR BEAN" 128,000 mi, 34 ah
2016 KIA SOUL EV, 76k miles
2000 Mazda Miata EV, 78 kW, 17 kWh
1983 Grumman Kurbwatt EV,170 kW
1983 Mazda RX-7 EV 43 kW 27 kWh
1971 "Karmann Eclectric" EV 240 kW 19 kWh