Charge Station Pro Problems

[O’Majestic1’slightnigF150]

Anyone know how much “heat” the CSP generates on its own? Our temps yesterday were 100 plus for 10 hours maxing out at 111. 95 at 11 PM. 113f does not leave much of a “safety factor” during months without an R (May, June,July, August) for much of the Southwest.

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[Stlww18]

Anyone know how much “heat” the CSP generates on its own? Our temps yesterday were 100 plus for 10 hours maxing out at 111. 95 at 11 PM. 113f does not leave much of a “safety factor” during months without an R (May, June,July, August) for much of the Southwest.

Your timing is perfect asking this because I was JUST tracking this on my Lectron 40A charger yesterday with my wife's PHEV.

Starting temperature of the charger read 105 degrees before I plugged it in. About an hour later, the charger was registering 124 degrees while delivering around 28A (her car can't accept the full 40).

Lectron says the safe operating temperature range is up to 131 degrees. Notably higher than the FCSP.

The high was about 99 degrees yesterday in St. Louis.

 

[beatle]

Anyone know how much “heat” the CSP generates on its own? Our temps yesterday were 100 plus for 10 hours maxing out at 111. 95 at 11 PM. 113f does not leave much of a “safety factor” during months without an R (May, June,July, August) for much of the Southwest.

It really shouldn't produce a lot of heat on its own. There will be some inevitable transfer losses, but it isn't actually doing anything. The EVSE effectively just negotiates with the vehicle to determine the maximum amperage to be used, and then it just sends it to the truck. The truck's onboard chargers convert the AC into DC which will generate a fair amount of heat even at lower ratings, but they're also liquid cooled.

That all said, the 113F spec is to what your ambient temperature is, not the temperature of the EVSE itself.

 

[4x4TruckLEDs.com]

Well this is going to be fun. Was 103 here today. Will be that again tomorrow then 105 Saturday and Sunday. I think I read the CSP is rated for 115f. 93 as I post this at 9:30 PM CDT.

I just installed mine today with a license electrician, same problem. First hour at 80amps just fine, then it started doing the error. I monitor my electricity via Sense so I could see it drop out every 2 minutes and saw on the panel it would go to amber and then back to blue. Something was definitly up.

I made a new post, not realizing this was here. Someone said reset breaker, tried that no luck. I switched mine to 64amps and so far, almost 3 hours in not one issue.

It was about 90 here today in NY. While not 100+ it felt hotter then that all right. Very dry heat and felt very hot.

So i'm thinking maybe it was overheating and the circuitry inside the unit stopped it, before the breaker would trip. And going to 64amps put less "strain" on it??

That's my only guess. Unless there is just some kind of bug whenyou use 80 amps Ford has not worked out yet...

 

[O’Majestic1’slightnigF150]

Is the Lectron charger doing anything the FCSP is not? beatle, I get what you are saying but if all things are equal with the Lectron and FCSP, A 19F increase would make the FCSP pretty useless in the SW. 95F right now as I post this at 9:40 PM from a little west of San Antonio.

 

[FlasherZ]

It really shouldn't produce a lot of heat on its own. There will be some inevitable transfer losses, but it isn't actually doing anything. The EVSE effectively just negotiates with the vehicle to determine the maximum amperage to be used, and then it just sends it to the truck. The truck's onboard chargers convert the AC into DC which will generate a fair amount of heat even at lower ratings, but they're also liquid cooled.

That all said, the 113F spec is to what your ambient temperature is, not the temperature of the EVSE itself.

The coils in the contactors tend to generate some heat - not much, but they do.

 

[Ken]

If these issues are happening during the day, could it be triggered by current drops when other items come on rather than just heat? Could the charger reset if the available current drops below some set level and then resume after the demand spike? LIke the opposite of the breaker tripping

 

[hg020680]

My charger worked just fine for 1 hour and 7 minutes. After that it has been non stop error messages.

 

[Firestop]

My charger worked just fine for 1 hour and 7 minutes. After that it has been non stop error messages.

Curious, what was the ambient temperature at your charge location?

 

[hg020680]

Curious, what was the ambient temperature at your charge location?

89°, I waited 4 hours and tried again when it was 83° and it did the same thing. I then dropped the max amperage to 72 and it worked thru the night.

 

[Mike G]

Wow. And I haven't even taken mine out of the box yet and it's already broken. I'm still using my portable charger (32A).

So the 80 amp EVSE really isn't 80 amps afterall. Fabulous.

Thanks to all the early-adopters and trail-blazers for pointing this out.

I wonder if providing VINs to somebody who works for Ford could help determine what this looks like from the vehicle's side of things, since errors are all reported to the cloud by the TCU (like all the time) It might be instructive to gather that sort of data from a group of known users who are having these issues. Hmmm

...meanwhile I'll go call my electrician....

 

[sotek2345]

Well, seems like I am making the right call in running the FCSP in parallel with my existing Grizzl-e instead of replacing it and getting the full 80A. Hopefully I never see this issue, sorry for those dealing with it.

Now the question remaining is do I run them both at 40A, or run the FCSP at 48A and the Grizzl-e at 32A to have one "fast" and one "slow" EVSE for our Mach-e and Lightning.

 

[beatle]

You should give the Lightning 48A and the MME 32A. The battery on the Lightning is roughly 50% larger so I'd give it a 50% higher charge rate.

 

[sotek2345]

You should give the Lightning 48A and the MME 32A. The battery on the Lightning is roughly 50% larger so I'd give it a 50% higher charge rate.

Yeah, that is how I was leaning - or if needed we could use the 48A on the Mach-e for a quicker charge (i.e. after work before a longer trip if we were taking the MME instead of the Lightning). MME will accept up to 48A.

 

[Mike G]

Yeah, that is how I was leaning - or if needed we could use the 48A on the Mach-e for a quicker charge (i.e. after work before a longer trip if we were taking the MME instead of the Lightning). MME will accept up to 48A.

Wait....the MME will only accept up to 48A AC charging?

I did not know that. I was actually going to replace the portable charger with the Pro Charger and use that for both vehicles. I guess that idea is out now.

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