![]() ![]() These complement existing diagnostic pages already in rotation for Tesla-related information from the Drive Unit Controller. There are, however, two new diagnostic pages in rotation, one for the BMS, and another for the batteries. This page is not in the page "rotation" if not charging. This shows the current charging progress, volts, amps, most relevant (closest to max) temp, any malfunction information, etc. There is a new "charging" page that automatically pops up whenever we detect that the car is charging. (Pages are accessed via button on the steering wheel stalk on Paul's modern steering column - I haven't yet determined how I'm going to implement page toggling in my car). ![]() We added a couple new pages to the app and some new "idiot light" icons to the main page. Together, we're honing in on what I think is a really nice app. The division of labor is: Paul does a design and I do the coding. In general, I tend toward displaying too much information and Paul leans towards consumer-like simple interfaces. There are actually lots of others: As you can imagine, the challenge is how to display all that in a logical, meaningful way, using primarily just the hole where the tach used to reside. Whew! Those are just the values we are currently reading and integrating into the dash. Pack State of Charge (SOC), Pack Adaptive SOC, Pack Health, Pack Amp Hours, Pack Adaptive Amp Hours, Pack Voltage, Pack Current, Discharge Current Limit, Charge Current Limit, Discharge relay state, Charge relay state, Charger safety state, Malfunction indication, Multi-Purpose Input signal status, Always-on signal status, Is-Ready signal status, Is-Charging signal status, J1772 Plug State (Plug is disconnected, Plug is inserted but the button is depressed, Plug is inserted and button is not pressed - BMS is preparing to allow charge, Plug is inserted and the BMS has activated the J1772 compatible charging station), DTC statuses (Discharge Limit Enforcement Fault, Charger Safety Relay Fault, Internal Hardware Fault, Internal Heatsink Thermistor Fault, Internal Software Fault, Highest Cell Voltage Too High Fault, Lowest Cell Voltage Too Low Fault, Pack Too Hot Fault, Internal Communication Fault, Cell Balancing Stuck Off Fault, Weak Cell Fault, Low Cell Voltage Fault, Open Wiring Fault, Current Sensor Fault, Highest Cell Voltage Over 5V Fault, Cell ASIC Fault, Weak Pack Fault, Fan Monitor Fault, Thermistor Fault, External Communication Fault, Redundant Power Supply Fault, High Voltage Isolation Fault, Input Power Supply Fault, Charge Limit Enforcement Fault), Highest Cell Temperature and Cell ID, Lowest Cell Temperature and ID, Average Cell Temp, Internal BMS Temp, Fan Speed, High and Low Cell Voltages with IDs, High and Low Cell Open Voltages with IDs, High and Low Cell Internal Resistances with IDs, Average Cell Voltage, Average Cell Open Voltage, Average Cell Resistance, Number of cells, Battery Cell Broadcast (per cell id, instant voltage, resistance, open voltage) Here's a small sampling of the information we can now use and display from the BMS: It allowed us to wire up the thermistors in each battery cell and has configurable CAN bus messages that it sends with a variety of battery information that we are able to use for better display of battery state, health, range, etc. The BMS offered the opportunity to address all that. Additionally, we were flying blind with regard to battery temperatures and had no insight into what was going on when charging. I evened out the variances by using an average over 1,000 readings (10 seconds, as the messages come in on the CAN bus at 100Hz) and it worked but wasn't perfect. This was less than ideal because instant voltage varies a lot with load and we had to guess at min and max voltages in order to calculate range. Prior to the BMS, we were estimating range based on instantaneous voltage from the Tesla Drive Unit Controller. That led to a lot of opportunities for software enhancements on the dash app. We've been focused on refining Paul's car so mine hasn't been getting much love but things are starting to gain momentum.Īs you've no doubt read, Paul has been driving his CSE and recently installed the Orion Battery Management System. Hard to believe that it's been so long since last post that this thread was pushed down to the 8th page.
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