I believe your Tesla is switching to single wire CAN mode as it is not receiving your SLAC request. Tesla's are "impatient" in that they will try (and give up) within only a few hundred milliseconds of seeing 5% PWM. If you're not ready, do a steady 9V (state B1), and only turn on your 5% oscillator ...

The commercial sniffers I am aware of use ether ST or Vertexcom PLC chips, not Qualcomm.

In your charge parameter discovery response I see the following issues:
Your minimum current limit is 20A - check your multiplier, you probably meant 2A.
Your peak current ripple is 40A, probably meant 4A.
Your PMax is 0 in SAScheduleList. Most EVs ignore this though.

For the Tesla issue- make sure your modem is ready to start SLAC as soon as you switch to 5% duty cycle. Teslas (and a few others) will almost immediately try to start communicating after 5% starts. Stay in 100% duty for a few seconds beforehand if needed to verify the modem is ready before ...

Hyundai/Kia HV vehicles run at 450V when dealing with “low voltage” chargers (typically 500v max). If charge parameter discovery response EVSE max voltage is below 450v, you’ll very likely fail out. Newer model S and X are ~450v as well, so your likely faulting out for the same reason for both ...

No real way to keep those switches closed. Could try 1 or 2 amps of current value in your currentdemandres EVSE actual current. Not actual current flow, just the reported value. There’s a chance the vehicle timer only fires due to your value staying at 0A for so long, and non zero might defeat it ...

I thought the QCA7420 couldn’t measure the sounding messages from the PEV? If that’s true, you are probably failing to send CM_ATTEN_CHAR.IND or sending nonsense values. You can certainly fake the measurements and send a value that the PEV side will accept.

The iotecha tool is a professional device and costs professional device money. Low five figures. It is only a passive sniffer, but a mostly good one. A true bargain compared to the Keysight stuff (which can do a lot more, but also costs an order of magnitude more).

def resetTheConnection(self):
# in case of a broken connection, here we try to start it again

FYI if the tcp connection is broken (closed or reset) at any point during a session, the session will end. You can try to reconnect, but should start at the beginning.

Stations that support also ...

The firmware is stored in a separate SPI flash chip. Assuming whatever you did only damaged the QCA7000 and not the flash too, replacement of the chip is all that is necessary.

There are vehicles in the market today that 100% rely on the station’s EVSE preset voltage value and essentially do no estimate of the actual charger voltage during precharge.

There’s also vehicles that do measure the inlet voltage and ignore whatever the EVSE says…

And also there are some ...

You might be choking on the response code. ABB appears to send “ok” but they should send “OK_NewSessionEstablished”.

Work around it.

The difference between the good case with the Chademo-Test and the todays it, that the charger feels not well and seems to need more time. In the ChargeParameterDiscoveryRes, the good case is
"ResponseCode": "OK", "EVSEProcessing": "Finished", "EVSEStatusCode_text": "EVSE_Ready"
and the bad case ...

Make sure you are in state C before you send your first cable check request.

Curious to know if you guys think this python implementation would work on something even lower end than a raspberry pi zero? How much ram does it take up when running?

In your Delta pcap, the second attempt looks like the station responded with failed negotiation… why, I have no idea, but your logs show accepted and moving onto the next step. You should exit out here instead of continuing.

First attempt my only guess is part of the charger state machine got ...

Not sure if obvious but in CHAdeMO spec, if the vehicle doesn’t ask for non-zero current within 6 seconds of charge start, the charger will stop (and at least some will show EVSE malfunction flag).

Maxchargevoltage is a sort of “never exceed during charging” parameter and is usually set higher than ...

Most chargers will sit in contract authentication until you’ve authorized, yes. So you can do all your SLAC and setup verification without paying. Any charger on a network that advertises plug and charge capability by definition must set up communication before authentication as the vehicle itself ...

You could run tcpdump on the interface, you don’t necessarily need a sniffer on the line.

You’ll need to set EVReady to true or 1 for cable check, pre charge, power delivery, and current demand.

Ok I misspoke, you might be missing EVReady entirely? Most vehicles send true but apparently some send false here. It must be set to true in cable check and beyond until end of charging. Since it’s not in the charger logs, and everything else seems to be decoded, it’s suspicious.

Really hard to ...

You’re missing EVReady: True in DC_EVStatus.

EVCCID should be equivalent to MAC minus the normal colons between digits.

If your EVCCID is blank, I could see that messing up some chargers. The charger is expecting something there.

If you could get pcaps of sessions I could be more helpful. :)

If you want to quickly check, throw 010000000002 ...

You guys are going from state C back to state B after power delivery request (the second one), prior to sending welding detection, right? If you are still in state C when sending welding, that could certainly throw a wrench into the charger’s state machine, although not technically a sequence error.

I tried looking at the alpitronics pcap where you get a failed response to a welding detection request. I am not sure what you’re doing wrong here. I have seen identical requests from real ccs vehicles. You might try setting EV ready to false and see if it doesn’t fail out. Seems like Alpitronics ...

A lot of stations will send back to the EV parameters no higher than what the vehicle reports. So in this case 125A being sent by the LIM is returned by the station as it’s upper limit.

This is done mostly for compatibility with early CCS EVs.