Uhm, no. Sorry, you are wrong. Clearly you are working on assumptions not actual evidence.
There is no "Blacklist" or "Whitelist". I have re-enabled supercharging on over 3000 Teslas since 2015 after Tesla "blacklisted" them. This is because the CAR controls the auth, not the supercharger. If there was this "blacklist", then all these cars would no longer supercharge. Prima Facie. If a Tesla decides it will get supercharging, it does. Period. No LTE connection to the car or the supercharger is needed. The supercharger effectively operates as a slave device to the Tesla's BMS. I have dumps of supercharger code, so I can assure you there is no "list". The only thing that happens is the supercharger uploads its logs to Tesla, when/if it can. Even if it can't, the station just keeps operating. If you don't pay your bill the CAR is what blocks you. I have never seen a Tesla use DIN 70121 when connected to a supercharger. It always tries to handshake with SWC first. The only way it might happen is if there was a hardware failure blocking SWC. I have not tested this scenario. Tesla has no need to use the inferior PLC because it's much slower and less reliable. The way you can tell this is how quickly the standard supercharge handshake is. Easily observable compared to the slow and cumbersome XML over HTTP over TCP/IP over PLC. Tesla has never publicly released details of the SWC supercharger protocol, and will likely not. Again, there is no authentication on this protocol, so it cannot be used for 3rd party EVs. Tesla will stick with DIN 70121 for 3rd parties, as most manufacturers have already figured this out. To "switch" to NACS, all that's basically needed is to swap the inlet. On Sat, May 18, 2024 at 11:44 AM Peter Thompson <pe...@cruzware.com> wrote: > Yes, older Tesla cars use the single-wire CAN. And yes, older Tesla > chargers only have the single-wire CAN. > > More modern Tesla EVs and EVSEs have the PLC chip and talk both - so they > can use the older supercharger protocol as well as DIN 70121 and now ISO > 15118-2. This means that both Tesla EV and EVSE use the DIN 70121 signaling > as well as the older single-wire signaling. > > Note that the single-wire CAN does plug and charge authorization by having > a white list on the charger, which has to be updated on a regular basis, so > there is still back-end communication. > > Part of what made Tesla seem to reliable is that they owned the entire > chain, and could debug almost instantaneously. They also put a ton of money > into maintaining their stations (a mistake other CPOs are now correcting). > Now they are running into the exact same thing everyone else is - not all > EVs are programmed the same. The blame for lack of charging can be spread > all over the place - EVs, EVSEs, PKI, back-end communications, credit card > readers - the list is quite long, and quite daunting. > > Only reason I know this stuff is that I'm responsible for testing > Chargepoint equipment with the OEMs. If you want to see everyone's > equipment not working right - go to a ChariN Testival - great co-opitive > environment. > > Cheers, Peter > -------------- next part -------------- An HTML attachment was scrubbed... URL: <http://lists.evdl.org/private.cgi/ev-evdl.org/attachments/20240518/a64690f6/attachment.htm> _______________________________________________ Address messages to ev@lists.evdl.org No other addresses in TO and CC fields HELP: http://www.evdl.org/help/
