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It's the opposite. Every single EV car that is sold right now in North America except Tesla will need a retrofit. Read the article you shared. It's for use on o

by maxdo 3y ago

It's the opposite. Every single EV car that is sold right now in North America except Tesla will need a retrofit. Read the article you shared. It's for use on other charging stations. In the picture, you see a dead charger adapter converted into a new Tesla standard one. It's a major pain for other brand EV owners In 1 year, almost at every charging station, you will have to deal with plugging converters in snow, rain, etc, making sure communication works.

clouddrover 3y ago
> Every single EV car that is sold right now in North America except Tesla will need a retrofit. No, they won't need a new ECU because they are already CCS cars. They'll need a dumb adapter if they can't get a new inlet installed.
- amluto 3y ago
  I expect a degree of intelligence to be important in the adapter. Specifically, unless the adapter is rated for the highest possible current and voltage that the physical form factor can support (1kV, 600A? Is there even a pre-ordained limit? Tesla reports that they’ve tested NACS up to quite impressive voltages and currents.), then the adapter needs to tell the car and/or charger to limit voltage and current. Otherwise it risks arcing and/or overheating. Also, whatever water cooling magic keeps the charger plug and its terminals cool won’t cool the adapter. Even the little charge-a-J1772-car-off-a-Tesla-level-2-charger hack adapters are generally dumb adapters designed for 40A or so and are not safe if connected to a full-spec 80A EVSE.
  - Rebelgecko 3y ago
    Isn't that negotiation already part of the CCS protocol? Otherwise 400v cars would be fried when they end up getting 800v from an L3 charger, or a Bolt would end up getting 300kW that it can't actually use
    - amluto 3y ago
      Yes, but if there’s a dumb adapter between the car and the charger, how do the car and charger know it’s there and know its current and voltage limits (which may be less than the car’s)?
      - Rebelgecko 3y ago
        Can't you just buy the right adapter for your car/? I think that's how TeslaTap does it, they sell a few different amp options. Or is the issue trusting people to buy the right one?
  - clouddrover 3y ago
    > I expect a degree of intelligence to be important in the adapter. No, that's done by the car. The adapter just changes the shape of the plug. The car controls the charge curve.
    - amluto 3y ago
      > The car controls the charge curve. Exactly. If a car uses an 800V battery and can charge at 500A, and the charger can supply 500A at 800V, and the adapter is only rated for 150A, something needs to tell the car not to draw more than 150A. Similarly, an adapter rated at 400V that is used with an 800V car needs to tell the car or charger not to charge at 800V (which may mean not charging at all).
      - clouddrover 3y ago
        All parts of the charging chain have temperature sensors (charger, cable, plug, adapter, inlet, battery). If they overheat they'll derate. If your car can pull 500 amps then you should get an adapter rated for 500 amps. Here's an example: https://a2zevshop.com/products/nacs-ccs1 https://a2zevshop.com/products/nacs-ccs1

by maxdo 3y ago

clouddrover 3y ago

> Every single EV car that is sold right now in North America except Tesla will need a retrofit. No, they won't need a new ECU because they are already CCS cars. They'll need a dumb adapter if they can't get a new inlet installed.

amluto 3y ago
I expect a degree of intelligence to be important in the adapter. Specifically, unless the adapter is rated for the highest possible current and voltage that the physical form factor can support (1kV, 600A? Is there even a pre-ordained limit? Tesla reports that they’ve tested NACS up to quite impressive voltages and currents.), then the adapter needs to tell the car and/or charger to limit voltage and current. Otherwise it risks arcing and/or overheating. Also, whatever water cooling magic keeps the charger plug and its terminals cool won’t cool the adapter. Even the little charge-a-J1772-car-off-a-Tesla-level-2-charger hack adapters are generally dumb adapters designed for 40A or so and are not safe if connected to a full-spec 80A EVSE.
- Rebelgecko 3y ago
  Isn't that negotiation already part of the CCS protocol? Otherwise 400v cars would be fried when they end up getting 800v from an L3 charger, or a Bolt would end up getting 300kW that it can't actually use
  - amluto 3y ago
    Yes, but if there’s a dumb adapter between the car and the charger, how do the car and charger know it’s there and know its current and voltage limits (which may be less than the car’s)?
    - Rebelgecko 3y ago
      Can't you just buy the right adapter for your car/? I think that's how TeslaTap does it, they sell a few different amp options. Or is the issue trusting people to buy the right one?
- clouddrover 3y ago
  > I expect a degree of intelligence to be important in the adapter. No, that's done by the car. The adapter just changes the shape of the plug. The car controls the charge curve.
  - amluto 3y ago
    > The car controls the charge curve. Exactly. If a car uses an 800V battery and can charge at 500A, and the charger can supply 500A at 800V, and the adapter is only rated for 150A, something needs to tell the car not to draw more than 150A. Similarly, an adapter rated at 400V that is used with an 800V car needs to tell the car or charger not to charge at 800V (which may mean not charging at all).
    - clouddrover 3y ago
      All parts of the charging chain have temperature sensors (charger, cable, plug, adapter, inlet, battery). If they overheat they'll derate. If your car can pull 500 amps then you should get an adapter rated for 500 amps. Here's an example: https://a2zevshop.com/products/nacs-ccs1 https://a2zevshop.com/products/nacs-ccs1