VW GTE 3.6Kw charger 5QE 915 682 AF

[RetroZero]

Starting new thread as too many models being discussed all at the same time.
I however hope to learn from those topics to build up info to get this charger documented. There is a good chance that this charger is not identicle to the one Damien got working, or there's another issue due to him not being able to get it working again, so slightly different CAN messages will be needed.

Charger reference is 5QE 915 682 AF (compatible with BL & BG)
Charge cable is 5G0 971 509 F (compatible with N)
60 pin plug as the other VAG chargers, along with the pins.
VCDS is connected looking at different actual values, erasing faults & coding
SavvyCAN running to send commands to find different CAN messages
Arduino due with CAN transceiver running Damiens code.

First will be to play back this log - thanks DomT - https://github.com/DomT177/GolfGTE
Along with crasbe magic byte cracker - viewtopic.php?p=48154#p48154
DBC files that we know of - viewtopic.php?p=48104#p48104

[RetroZero]

Two other items have come to my attention that might need spoofing
1 - the PILOT control signal
2 - the MAINTENANCE plug signal

Both signals give me values between 8vdc & 10vdc if I create a short circuit using myself (resistance) between each wire & the battery positive pole. This could be a pwm signal for all I know, so I'll investigate further with VCDS.

[Bigpie]

You will also need to spoof the lock feedback signal. I coded it out with ODIS, but it was still expecting it and causing a fault.

[Mitchy]

Can you take a snip of the coding values in ODIS (The list of available options?)

Do you have the charge plug wired to the charger similarly to a golf GTE wiring diagram? Just trying to determine if you're using it in a 'stock' type arrangement, as mentioned the lock feedback and plug temp sensors are likely needed.
You may also need a few LED lights for the status indications, as well as a momentary switch for the charger port button.

Shouldn't the pilot control signal come from your EVSE?

[Bigpie]

It was over a year since I looked at it, I'll try dig out all the screenshots and can logs from discord.

[Bigpie]

If you scroll back in the #reverse-engineering channel in discord to around — 17/08/2023, 14:39 that's when I was looking at it.

I did workout that my Chinese type 1 to type 2 adaptor I was using at the time turned out to have the lock cutout too large so the lock pin was over extending, which was possibly my issue with the feedback.

[RetroZero]

I have the stock set-up with the flap locking mechanism and LED push buttons. If I reset to factory settings, the lock fault is erased, until I activate it again. I have a type 2 charger plug connected so normally there is no over run of the locking actuator.
I've looped the HV connectors for A/C, Heating & DC-DC to spoof them being plugged in.

[RetroZero]

I don't see any actual values in VCDS relating to the maintenance or pilot lines, and I have yet to find anything relating to them in the CAN messages. Their voltages do not seem standard either. But in a normal oem setup, either of these signals would flag a fault and cancel any charging. I'm thinking of putting 100kOhm resistor on each line and connect to positive to see if there are any changes.

[Bigpie]

Use ODIS. The signals and faults are listed there

[Mitchy]

I'd use ODIS and see what you get for the plug resistances for the locking and temp sensors.
Confirm they're coming in on the A channel and not the B channel.
In some wiring diagrams it seems they use the B as the primary channel.

I'd also confirm that they need to be connected to the 12V rail, been a while but I seem to recall that the resistances are all based off of a ground connection.

[Mitchy]

Just checked my notes and confirmed, the resistances should all be tied to sensor ground.
All the resistances are variable, so a high (+12V) or low (Grounded) state will likely trigger a fault.

Hopefully no damage is done to the sense circuits for the lock signals, etc... I'd assume they're all 12V tolerant.

In ODIS you should be able to see what the current resistance is by reading the mV status (at least on some models), as it seems that internally there's a resistor divider. The switch state values can be viewed as well.
The limits for the lock feedback in VCDS for the larger chargers seem to be:

Code: Select all

IDE14287-ENG251101,Connector lock loading hatch 1: voltage values-actual_voltage_plug_interlock_a,11812, mV
IDE14287-ENG251048,Connector lock loading hatch 1: voltage values-Max_limit_voltage_plug_interlock_locked_a,12169, mV
IDE14287-ENG250931,Connector lock loading hatch 1: voltage values-Max_limit_voltage_plug_interlock_not_locked_a,4565, mV
IDE14287-ENG250782,Connector lock loading hatch 1: voltage values-min_limit_voltage_plug_interlock_locked_a,6657, mV
IDE14287-ENG250651,Connector lock loading hatch 1: voltage values-min_limit_voltage_plug_interlock_not_locked_a,1651, mV

You could likely confirm these values with a multimeter on the input pin.
It seems the charger sources the 12V thru the resistive switch of the lock, and measures the voltage drop.