Hi all,
I'm having a few problems with the CP (ControlPilot) signal generated by a few commercial-, public and private charging points or EVSE's.
After visiting almost 10 different EVSE's the last few days i noticed different behaviour at almost every point.
Here's my setup:
- Brusa NLG511 charger, CP wired directly to the Mennekes Type2 plug/EVSE.
- adapter cable where the CP signal is manually triggered (like the right side of this scheme) inside the Mennekes type2 plug.
https://en.wikipedia.org/wiki/SAE_J1772#/media/File:J1772_signaling_circuit.gif
Using just the adaptercable (without anything attached) and flipping the manual switch toggles the CP resistance between 2.74k and 880R causing to either halt/pause the EVSE or start supplying current. So i can actually start the charging process and pause/stop if needed using the switch.
A lot of the EVSE's kick me of after a few minutes when requesting more current then allowed to pull which seems fair because there is no negotiation about the allowed current using the CP 'channel'.
Other just simply deliver the max allowed current per fase as long as the switch is in 'charge' mode.
However when using the Brusa the EVSE's never delivers power but keeps on waiting for someone (the Brusa?) to flip the internal switch...
A few years back the switched variant wasnt acutally needed because one could use the 880R trick to start the EVSE to do its job. But now it seems the EVSE's got smarter and expect more CP stuff then just seeing some R on the cars end...
I assume the Brusa doesnt support these smarter EVSE's of changing the R and trigger the EVSE's to start delivering and just gets 'stuck' in the waiting fase.
So how could i combine these two variants ? I'd like to handle the Brusa the allowed current using the CP where at the same time I need to add the switch the start the charge session.
Paul
I'm having a few problems with the CP (ControlPilot) signal generated by a few commercial-, public and private charging points or EVSE's.
After visiting almost 10 different EVSE's the last few days i noticed different behaviour at almost every point.
Here's my setup:
- Brusa NLG511 charger, CP wired directly to the Mennekes Type2 plug/EVSE.
- adapter cable where the CP signal is manually triggered (like the right side of this scheme) inside the Mennekes type2 plug.
https://en.wikipedia.org/wiki/SAE_J1772#/media/File:J1772_signaling_circuit.gif

Using just the adaptercable (without anything attached) and flipping the manual switch toggles the CP resistance between 2.74k and 880R causing to either halt/pause the EVSE or start supplying current. So i can actually start the charging process and pause/stop if needed using the switch.
A lot of the EVSE's kick me of after a few minutes when requesting more current then allowed to pull which seems fair because there is no negotiation about the allowed current using the CP 'channel'.
Other just simply deliver the max allowed current per fase as long as the switch is in 'charge' mode.
However when using the Brusa the EVSE's never delivers power but keeps on waiting for someone (the Brusa?) to flip the internal switch...
A few years back the switched variant wasnt acutally needed because one could use the 880R trick to start the EVSE to do its job. But now it seems the EVSE's got smarter and expect more CP stuff then just seeing some R on the cars end...
I assume the Brusa doesnt support these smarter EVSE's of changing the R and trigger the EVSE's to start delivering and just gets 'stuck' in the waiting fase.
So how could i combine these two variants ? I'd like to handle the Brusa the allowed current using the CP where at the same time I need to add the switch the start the charge session.
Paul