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Yes, for AC only charging it should be easy. Also, I forgot that the DC contactors are already there; to allow DC charging safely, it's mainly a case of ensuring that the on board charger can safely with battery voltage at its input. At worst, it could just have an AC rated relay to disconnect...

I'm not so sure. Tesla use the same pins for AC and DC, so that implies a bunch of expensive contactors and some tricky interlock circuitry so that the wrong gender of power doesn't go to the wrong place. Edit: I forgot that the car already has the DC contactors. See next two posts.

Wow, interesting. I don't suppose that you end up with a copy of the firmware after it's done? If you don't mind my asking, why do you need a new capacity set? Upgraded battery perhaps? Edit: Oops, I see that Kiev has discussed this in the Battery topic. Well done!

When comparing with the CMU processor's manuals, I noticed that all the links to the manuals are now dead. It may be possible to still chase them down, but just in case I saved the two main CMU processor manuals to my Google Drive, and added links to this post to them (about 2/3 of the way down...

This post showed requests for DTCs going to and coming from the BMS, so not all DTC information comes from the EV-ECU. I agree that this looks like the ECU at $765/6 does not support these PIDs. If this is truly the OBC ECU, then it looks like the OBC posts things like battery voltage and...

Ah, that would probably be $7DF, mentioned in the ELM327 datasheet. Worth a try, at the very least. Thanks! Edit: I've just noticed that the MG ZS EV does use $7DF as a broadcast address. Service/PID 22F183 returns a sort of ID string for each ECU, and 22F194 returns a firmware version number.

I'm thinking that service ID 0x17 may be the way to extract the all-important On Board Charger internal diagnostic code (e.g. 01 = Output voltage abnormal, listed in this post). In this post Paul was presumably choosing some sort of "freeze frame" or "data list" option after obtaining the list...

My massively changed interpretation of this initial data, given the later findings: # = Mike's comments 21224:18:41:04.845 -> Fltr: 4 ID: 0x784 Len: 8 Data: 0x2 1A 87 0 0 0 0 0 # To BMU: get hardware info? 21229:18:41:04.892 -> Fltr: 4 ID: 0x785 Len: 8 Data: 0x3 7F 1A 78 FF FF FF FF # 7F is...

I parse as follows: 0x761 04 18 00 FF # Request DTCs (Service ID $18) from the BMU (0x761) 0x762 10 0E 58 04 1A C6 20 D9 # $0E - 2 = 12 bytes of data, =4 DTCs # 58 = service ID + $40 (successful) 04 = real PID?? # 1AC6 20: P1AC6 asserted (don't know why it wasn't visible) # Flags...

Oops, looks like it's the top two bits: From section 6.3.1 of https://suzuki-club.ru/attachments/75537/?temp_hash=3cc10ac7ead6c32b55fe1c1bd0e462bc . So two bytes per trouble code.

For those with the new on board charger, I came across the document linked below. It seems that with the new charger, you get proper diagnostic codes without having to dig into the data list with a MUT-3: P1Dxx for the OBC, and P1Cxx for the DC-DC...

Excellent results, thanks! I think that the P is inherent from what ECU responds with the trouble code. Anything battery or Powertrain related would start with P, so that includes all codes from the BMU and on-board charger. [ Edit: see next post, DTCs are lightly encoded. ]

[ Edit: Most of the below is wrong, see following posts. It now looks like 784 messages are TO the BMU, 785 messages are FROM the BMU. It also looks now that responses starting with 0x10 have 4 data bytes, not 3 as with the MG. See my massively amended interpretation here. ] My understanding...

I had a quick look at the J2534 standard, as it sounded like it might be what I was looking for, which was a way of reaching out from the OBDII connector to other CAN buses, like the one that the On Board Charger is connected to. In particular, I'd like to fish out the OBC diagnostic code...

Below is a photo of the output module for a 2010 iMiEV on-board charger. It basically rectifies the square (?) waves from the transformers and filters them. The output goes to the battery and to the DC-DC that charges the auxiliary battery and powers the 12 V system when the vehicle is in ready...

Thanks for doing that, Kiev. The last link for the isolation board didn't seem to work for me. Edit: This may be the link you wanted: https://myimiev.com/forum/viewtopic.php?p=43738#p43738 Edit 2: Huh! My link doesn't seem to work either. Must be a gremlin on that page. Perhaps mention that...

Yes, the continuous power rating of these resistors is only a paltry 1 W. But they are ceramic composition resistors, basically a solid lump of ceramic doped to conduct just the right amount, and they have excellent pulse power absorption ability. And... not made of pure unobtanium.

Yes, that will be safe. Modern multimeters have a resistance range (including the one with the beep) that is low enough in voltage to not turn on most semiconductors. Also, the current is low, of the order of a milliamp. The diode range, by contrast, is designed to turn on even blue LEDs. This...

X7R are the worst type of ceramic capacitor you can readily get. Very compact, so ideal when space is limited and you don't care about other factors, but here space is not a big issue. I try to avoid them where possible. Their capacitance varies wildly with temperature and even applied voltage...

Yes, I think that's a good idea. I wish I'd thought of it with my paltry 10 A parts. Now to find a source of ceramic cement that is safe for mains voltage.