FCSP refuses to charge at set amperage

[BSull]

Progress! I turned off FCSP again waited a few then back on, turned off scheduled charge times in truck then waited 15 minutes and plugged in. Charge started immediately and climbed to 16.5-16.6kW after a few minutes (about 69A) and stabilized still not at 80. I'll check lugs inside disconnect and FCSP to make sure torque is correct and yes I'll turn off at breaker. I'll check voltage at FCSP and disconnect after checking torque. Probably not today, my inch lb. torque wrench hasn't been calibrated in years but I know where I can borrow one for tomorrow.

Sponsored

 

[TaxmanHog]

Progress! I turned off FCSP again waited a few then back on, turned off scheduled charge times in truck then waited 15 minutes and plugged in. Charge started immediately and climbed to 16.5-16.6kW after a few minutes (about 69A) and stabilized still not at 80. I'll check lugs inside disconnect and FCSP to make sure torque is correct and yes I'll turn off at breaker. I'll check voltage at FCSP and disconnect after checking torque. Probably not today, my inch lb. torque wrench hasn't been calibrated in years but I know where I can borrow one for tomorrow.

Awesome, I've never gotten higher than 77 amps.
I've seen rate taper off at high SOC's not sure that's impacting your situation.
It might still be off calibration a bit.

 

[Refactoringdr]

Yep, anytime I've tried to change the amperage via software on the FCSP, I then would have to reboot it twice (via breaker) to get the new setting to stick. Lovely firmware.

 

[BSull]

Awesome, I've never gotten higher than 77 amps.
I've seen rate taper off at high SOC's not sure that's impacting your situation.
It might still be off calibration a bit.

State of charge right now is 76, that might be part of it. I'll get it lower before proceeding.

 

[chl]

Progress! I turned off FCSP again waited a few then back on, turned off scheduled charge times in truck then waited 15 minutes and plugged in. Charge started immediately and climbed to 16.5-16.6kW after a few minutes (about 69A) and stabilized still not at 80. I'll check lugs inside disconnect and FCSP to make sure torque is correct and yes I'll turn off at breaker. I'll check voltage at FCSP and disconnect after checking torque. Probably not today, my inch lb. torque wrench hasn't been calibrated in years but I know where I can borrow one for tomorrow.

Yes, the truck is what requests a certain charge rate/amperage via communications with the FCSP.
The FCSP follows the orders it gets from the truck.
The app settings are relayed to the truck via Ford servers (I believe) but there can be a delay or even a failure to change them when you use the app to do that.
To clear them in the truck is the most reliable way I believe.

So if you had set the truck to charge at a slower rate via the app, that information seems to be sticky in the servers, that is, it doesn't want to change easily, and some have only been successful it seems by deleting the saved location/charge time/departure time settings in the truck and then re-entering them.

I think one of the previous posts had suggested that?

Glad it worked out.

Personally, I never use the app to change settings for charging - the app never successfully added my FCSP to FordPass, always hung there, but just as well as I have seen posts like yours before where the app failed to reset the charge parameters.

PS: it is my understanding that if your FCSP dial is set to a particular amperage and you have not lowered the requested amperage with the app, the truck will default to the max the FCSP will provide based on the dial and the truck - an ER battery truck 80A and the SR battery truck 48A. So using the dial is the sure-fire way to change the amperage the truck will charge at.

 

[TaxmanHog]

To clear them in the truck is the most reliable way I believe.

The Sync Charging App has no control feature for the AMP rate, I wish there was one but it's NOT A THING with Ford's

 

[BSull]

Yes, the truck is what requests a certain charge rate/amperage via communications with the FCSP.
The FCSP follows the orders it gets from the truck.
The app settings are relayed to the truck via Ford servers (I believe) but there can be a delay or even a failure to change them when you use the app to do that.
To clear them in the truck is the most reliable way I believe.

So if you had set the truck to charge at a slower rate via the app, that information seems to be sticky in the servers, that is, it doesn't want to change easily, and some have only been successful it seems by deleting the saved location/charge time/departure time settings in the truck and then re-entering them.

I think one of the previous posts had suggested that?

Glad it worked out.

Personally, I never use the app to change settings for charging - the app never successfully added my FCSP to FordPass, always hung there, but just as well as I have seen posts like yours before where the app failed to reset the charge parameters.

PS: it is my understanding that if your FCSP dial is set to a particular amperage and you have not lowered the requested amperage with the app, the truck will default to the max the FCSP will provide based on the dial and the truck - an ER battery truck 80A and the SR battery truck 48A. So using the dial is the sure-fire way to change the amperage the truck will charge at.

Let me clarify my issue and then ramble a bit. The dial on the circuit board inside the FCSP is set to 7, that sets the max charge amperage the FCSP will supply to 80A.
There is no user selection available in the truck to request a specific amperage from the charger. The only thing I can control is the requested charge times, days and max charge i.e. 85% or 100% etc. in the truck for saved charge locations.
The truck does send a max current request to DC Fast Chargers based on many factors, but none of that is controlled by the operator. I do not know if that occurs when using a level 2 charger, other than what was posted earlier in this thread that as charge nears upper levels it will taper charge current requested, but again not controlled by the user.
I usually charge at 48-60 amps depending on displayed SOC on the battery and how far from my selected final charge percentage. I change it quite often and have never perceived an issue. When I tried to set the max amperage to 80, the app indicated success however, when actually charging (from 25%) the charge indicted 10.5kW which is about 44 amps and the yellow led was illuminated indicating charging at a reduced rate.
That started this whole process of calling Ford, getting I believe an Incorrect answer and starting this thread.
I have acquired a calibrated torque wrench and will check the torque (not retorque that’s two different things) of the lugs inside my disconnect panel and inside the FCSP probably tomorrow. I will have the HVB well below 70 percent before I try and charge to see what I get.

 

[Pioneer74]

Let me clarify my issue and then ramble a bit. The dial on the circuit board inside the FCSP is set to 7, that sets the max charge amperage the FCSP will supply to 80A.
There is no user selection available in the truck to request a specific amperage from the charger. The only thing I can control is the requested charge times, days and max charge i.e. 85% or 100% etc. in the truck for saved charge locations.
The truck does send a max current request to DC Fast Chargers based on many factors, but none of that is controlled by the operator. I do not know if that occurs when using a level 2 charger, other than what was posted earlier in this thread that as charge nears upper levels it will taper charge current requested, but again not controlled by the user.
I usually charge at 48-60 amps depending on displayed SOC on the battery and how far from my selected final charge percentage. I change it quite often and have never perceived an issue. When I tried to set the max amperage to 80, the app indicated success however, when actually charging (from 25%) the charge indicted 10.5kW which is about 44 amps and the yellow led was illuminated indicating charging at a reduced rate.
That started this whole process of calling Ford, getting I believe an Incorrect answer and starting this thread.
I have acquired a calibrated torque wrench and will check the torque (not retorque that’s two different things) of the lugs inside my disconnect panel and inside the FCSP probably tomorrow. I will have the HVB well below 70 percent before I try and charge to see what I get.

AC charging tapers off like DC, but that only happens at very high states of charge. Think high 90's percentages when it's balancing the charge in the packs.

 

[BSull]

Progress sort of: I checked torque on all the lugs today with a calibrated inch lb torque wrench. Most were slightly low so they were torqued to proper spec IAW the installation manual for the FCSP and the placard for the disconnect panel. Voltage into the disconnect was 120.xx per leg so little to no line loss from CB panel to disconnect. Put everything back together, rechecked dial set to 7 plugged in the truck and got a reported, in FordPass, 16.7-16.8 kW which is about 70A. Not going to troubleshoot anymore for this issue. Oh and no yellow LED.
Now all I have to do is figure out how to reduce max charge rate in the software without having to jump through so many hoops. So far that has not been successful.
I stopped the charge, unplugged the truck set max charge rate to 48A in FordPass and saved. Got indication that charge rate had been changed, but nope still wanted to charge at 16.7-.8 kW. Unplugged truck, reset max charge rate to 48 again, saved, turned off FCSP, waited 15 minutes, turned back on, waited 15 minutes, indicated 48A max charge rate, plugged in truck, got 16.7-.8 kW. Gave up for tonight.
I will not be charging tonight, I may just turn off FCSP and let it sit overnight then turn on in the morning.
Alternatively, I may just reduce max charge rate on the dial inside FCSP and put cover back on with less than the 8 screws it has but what a PITA that will be to put back to 7 when I want max charge rate. I don't hang the cord on the FCSP and it's mounted inside so less than 8 screws should be OK.
The software ought to just work dammit!!!!!

 

[TaxmanHog]

Put everything back together, rechecked dial set to 7 plugged in the truck and got a reported, in FordPass, 16.7-16.8 kW which is about 70A. Not going to troubleshoot anymore for this issue.

You are doing fine, FordPass under reports the actual amp rate [16 KW] compared to what I've seen with my Emporia energy monitor showed [18.1 KW] in the same moment.

This snapshot was only a few minutes into the start of the session so it could have still been ramping toward peak, I never seen 17, 18 or 19.2 KW on Fordpass, and I generally see 18 KW on Emporia

 

[TaxmanHog]

IMHO, leave it a max performance, if the environmental conditions causes an overheating condition the system should automatically derate until the temp's cool down.

 

[Maquis]

You are doing fine, FordPass under reports the actual amp rate [16 KW] compared to what I've seen with my Emporia energy monitor showed [18.1 KW] in the same moment.

This snapshot was only a few minutes into the start of the session so it could have still been ramping toward peak, I never seen 17, 18 or 19.2 KW on Fordpass, and I generally see 18 KW on Emporia

I’ve always figured that FP was reporting net to the battery which might explain the difference.

 

[Pioneer74]

Voltage into the disconnect was 120.xx per leg so little to no line loss from CB panel to disconnect.

Check your voltage when the truck is charging. You may have voltage drop under load.

This is my normal voltage.

And this is the voltage when I'm charging at max amps.

 

[BSull]

Check your voltage when the truck is charging. You may have voltage drop under load.

This is my normal voltage.

And this is the voltage when I'm charging at max amps.

Thanks, I’ll check

 

[Eldricks]

Progress sort of: I checked torque on all the lugs today with a calibrated inch lb torque wrench. Most were slightly low so they were torqued to proper spec IAW the installation manual for the FCSP and the placard for the disconnect panel. Voltage into the disconnect was 120.xx per leg so little to no line loss from CB panel to disconnect. Put everything back together, rechecked dial set to 7 plugged in the truck and got a reported, in FordPass, 16.7-16.8 kW which is about 70A. Not going to troubleshoot anymore for this issue. Oh and no yellow LED.
Now all I have to do is figure out how to reduce max charge rate in the software without having to jump through so many hoops. So far that has not been successful.
I stopped the charge, unplugged the truck set max charge rate to 48A in FordPass and saved. Got indication that charge rate had been changed, but nope still wanted to charge at 16.7-.8 kW. Unplugged truck, reset max charge rate to 48 again, saved, turned off FCSP, waited 15 minutes, turned back on, waited 15 minutes, indicated 48A max charge rate, plugged in truck, got 16.7-.8 kW. Gave up for tonight.
I will not be charging tonight, I may just turn off FCSP and let it sit overnight then turn on in the morning.
Alternatively, I may just reduce max charge rate on the dial inside FCSP and put cover back on with less than the 8 screws it has but what a PITA that will be to put back to 7 when I want max charge rate. I don't hang the cord on the FCSP and it's mounted inside so less than 8 screws should be OK.
The software ought to just work dammit!!!!!

I’m pretty sure that you are getting 80A when set to max. My CSP is connected to a 208V panel and when I’m plugged in under load voltage drops to 200V and I always get 14 kW max charge rate which comes out to 70A. I opened the CSP and put an amprobe on the line in and it’s reading 79A. I then put the amprobe on wires going out to truck and it’s also reading 79A all while the FordPass app only reads 14kW 69-70A.

Sponsored