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No problem! In DC fast charging the vehicle's charger (which well may contain an inverter) is not used. DC at appropriate voltage to charge the battery is obtained from a completely external source which may be a public charger or a privately owned interface box. With V2H you transfer DC from...

I am not asking Rivian to take anything away from anyone. I don't see the logic behind what they have done but these forums make it clear that some like it this way and I would propose that Rivian leave this mode for those who like it. What I am asking is that the option to display in the more...

You can't label this graph meaningfully because the largest magnitude number it must display is +∞ as you back off the pedal to a coast and -∞ when you back it off further and regen just starts. That's one of the big disadvantages in trying to express consumption as its reciprocal. What does the...

Ordered a max-pack right after the announcement. The only contact I have had has been a phone call asking if I wanted to change to the large (I said yes) and yesterday I got an e-mail about the toneau. That's been it.

The inverters in the current crop of Rivians are low power signle phase inverters (110 VAC) with the neutral bonded to the truck frame. This architecture is not suitable for V2H. Don't believe it! The inverter would have to be beefed up, a second inverter added for the other phase and the...

Make sure he wired black red and green (or bare). Not black, red and white. That's all I can think of.

Well a 14-50 and 14-60 are exactly the same except for the pin that isn't used so it's obviously possible to get 48A (the max the truck will take) from a 14-50R receptacle if you want to get into grey areas in the NEC.

The Wattzilla Black Mamba 40A is a possibility for you if money is no object.

Rivian's future plans are unknown at this point but you might want to consider the Tesla UMC which accepts, I think, 8 or so different adapters. As is the case with the Rivian unit the limit for the 14-50R adapter is 32 A but they do sell a portable charger (or used to - check their "store")...

My first X had dual induction motors. I heard nothing and thought nothing about it until I saw people complaining about whine on the boards, I asked my son. His response was "You can't hear that?" My current X has one induction and one PM motor. I can hear the cogging from the PM. It's at a...

Each plug adapter has, probably, nothing more sophisticated than a resistor though it could be a ROM, that codes or contains the maximum value of current allowable when that adapter is plugged into the EVSE. I've never seen the Rivian offering but the programming pins are certainly plainly...

Yes, that's my understanding. You will download the Tesla app and use that to set up charging sessions. As I recall you pull into a stall, open the app and enter the stall number. The mother ship then checks out your credit card etc. and enables the charge.

Tesla has noise. It's just that if you are over 25 you can't hear it.

One of the small wires in the handle is called the "proximity" wire. The EVSE must receive a signal meeting certain specifications from the vehicle indicating that it is indeed "present" before the EVSE is allowed to close its contactor and energize the circuit. Fear not!

A little confused by this terminology. IIRC one of the small pins in the J1772 connector caries a control signal which communicates to the car (by PWM IIRC) the maximum current the car is allowed to draw from the EVSE. Is that what you are referring to?

No. See No. 36. SYNCHRONOUS motors are always operated at SYNCHRONOUS speed i.e. the design limit. Don't confuse rotor speed with synchronous speed. A synchronous motor has a (nearly) flat torque capability at all rotor speeds within its design envelope (assuming, of course, it is driven by a...

That's better. But as the motors in BEV are indeed controlled by inverters the performance of a synchronous motor at slips far from 0 is irrelevant as the motors in the cars are never operated other than synchronously. There is also a drop off in power in such motors if you cut the power...

That would only lead to false security. The BMS needs to be modified to monitor 12V status and charge those batteries when they need to be charged. The design, as it apparently stands, is a poor one.

Not sure what that set of curves is supposed to represent but it isn't a PMSM motor in a BEV. In that application torque is constant at the maximum allowable level (breakpoint slip) from 0 rpm up to 60 mph (the "torque limited region" giving best 0 - 60 acceleration) and then declines linearly...

I'm sure it is "programming" that limits the PWM at both the maximum torque and maximum power ends. At the low end the computers sense slip and as soon as the break point is sensed no more current is allowed. More current won't get you more thrust beyond that point so why apply it only to waste...