It seems like hardly a day goes by that doesn’t see some news story splashed across our feeds that has something to do with Elon Musk and one or another of his myriad companies. The news is often spectacular and the coverage deservedly laudatory, as when Space X nails another double landing of its boosters after a successful trip to space. But all too often, it’s Elon’s baby Tesla that makes headlines, and usually of the kind that gives media relations people ulcers.
The PR team on the automotive side of Tesla can take a bit of a breather now, though. This time it’s Elon’s solar power venture, Tesla Energy Operations, that’s taking the heat. Literally — they’ve been sued by Walmart for rooftop solar installations that have burst into flames atop several of the retail giant’s stores. While thankfully no lives have been lost and no major injuries were reported, Walmart is understandably miffed at the turn of events, leading to the litigation.
Walmart isn’t alone in their exposure to potential Tesla solar problems, so it’s worth a look to see what exactly happened with these installations, why they failed, and what we as hackers can learn from the situation. As we’ll see, it all boils down to taking electrical work very seriously and adhering to standards designed to keep everyone safe, even when they just seem like a nuisance.
Continue reading “Solar System Wars: Walmart Versus Tesla”
It takes a lot of energy to push a car-sized object a few hundred miles. Either a few gallons of gasoline or several thousand lithium batteries will get the job done. That’s certainly a lot of batteries, and a lot more potential to be unlocked for their use than hurling chunks of metal around on wheels. If you have an idea for how to better use those batteries for something else, that’s certainly an option, although it’s not always quite as easy as it seems.
In this video, [Kerry] at [EVEngineering] has acquired a Tesla Model 3 battery pack and begins to take it apart. Unlike other Tesla batteries, and even more unlike Leaf or Prius packs, the Model 3 battery is extremely difficult to work with. As a manufacturing cost savings measure, it seems that Tesla found out that gluing the individual cells together would be less expensive compared to other methods where the cells are more modular and serviceable. That means that to remove the individual cells without damaging them, several layers of glue and plastic have to be removed before you can start hammering the cells out with a PEX wedge and a hammer. This method tends to be extremely time consuming.
If you just happen to have a Model 3 battery lying around, [Kerry] notes that it is possible to reuse the cells if you have the time, but doesn’t recommend it unless you really need the energy density found in these 21700 cells. Apparently they are not easy to find outside of Model 3 packs, and either way, it seems as though using a battery from a Nissan Leaf might be a whole lot easier anyway.
Continue reading “Fail Of The Week: Taking Apart A Tesla Battery”
The history of automotive production is littered with the fallen badges of car companies that shone brightly but fell by the wayside in the face of competition from the industry’s giants. Whether you pine for an AMC, a Studebaker, or a Saab, it’s a Ford or a Honda you’ll be driving in 2019.
In the world of electric cars it has been a slightly different story. Though the big names have dipped a toe in the water they have been usurped by a genuinely disruptive contender. If you drive an electric car in 2019 it won’t be that Ford or Honda, it could be a Nissan, but by far the dominant name in EV right now is Tesla.
Motor vehicles are standing at the brink of a generational shift from internal combustion to electric drive. Will Tesla become the giant it hopes, or will history repeat itself?
Continue reading “What Happens To Tesla When The Sleeping Auto Giants Awake?”
While at the Hacker Hotel camp in the Netherlands back in February, our attention was diverted to an unusual project. [Niklas Fauth] had bought along a Tesla coil, but it was no ordinary Tesla coil. Instead of the usual tall coil and doughnut-shaped capacity hat it took the form of a stack of PCBs with spacers between them, and because Tesla coils are simply cooler that way, he had it playing music as an impromptu MIDI-driven plasma-ball lousdpeaker. Now he’s been able to write up the project we can take a closer look, and it makes for a fascinating intro not only to double-resonant Tesla coils but also to Galium Nitride transistors.
The limiting factor on Tesla coils comes from the abilities of a transistor to efficiently switch at higher frequencies. Few designs make it above the tens of kHz switching frequencies, and thus they rely on the large coils we’re used to. A PCB coil can not practically have enough inductance for these lower frequencies, thus Niklas’ design employs a very high frequency indeed for a Tesla coil design, 2.6 MHz with both primary and secondary coils being resonant. His write-up sets out in detail the shortcomings of conventional MOSFETS and bipolar transistors in this application, and sets out his design choices in using the GaN FETs. The device he’s using is the TI LMG5200 GaN half-bridge driver, that includes all the necessary circuitry to produce the GaN FET’s demanding drive requirements.
The design files can be found in a GitHub repository, and you can see a chorus of three of them in action in the video below. Meanwhile [Niklas] is a prolific hardware hacker whose work has appeared on these pages in the past, so take a look at his ultrasonic phased array and his x-ray image sensor work.
Continue reading “A Tesla Coil From PCBs”
It’s badgelife season, and if you need an idea for a killer piece of wearable electronics, look no further than this PCB Tesla coil. Yes, it’s killer, doubly so if you’re wearing a pacemaker.
This project was inspired by an earlier Tesla coil on a PCB project that used 160 turns of 6 mil traces on a circuit board as the secondary. All the electronics are there, and it’s powered by USB. Plug this thing in, and you have a pocket full of lightning that’s approximately 30kV. It probably won’t kill you if you touch it, but let’s not test that too much. [Bobricious] took this idea and ran with it, stripping the circuit down to its bare minimum. Now it’s just a single transistor, with all the other parts printed on a circuit board.
There is one problem with making a Tesla Coil on a PCB, and that’s the number of turns on the coil. Any Tesla coil you’ll find is really just the clever application of a single thin wire wrapped around itself a few hundred or thousands of times. This Tesla coil is no different, and in this case it’s 240 turns of a single trace wrapping around a PCB that is 150mm square. [Bobricius] is one of the kings of putting tiny coils on a PCB, and his fiberglass brushless motor is a testament to that. We also just covered his circular linear motor raceway which also uses PCB coils.
The circuit is simple, just a power jack that accepts something around 20 Volts, a single BD243 transistor, an LED, and an 82k resistor. With that, you can lay a small neon tube on the PCB and watch it light up. With another PCB and another neon tube, this circuit board can transfer wireless power. It’s a fun toy, and it’s all PCB tech.
In 2016, a Tesla Model S T-boned a tractor trailer at full speed, killing its lone passenger instantly. It was running in Autosteer mode at the time, and neither the driver nor the car’s automatic braking system reacted before the crash. The US National Highway Traffic Safety Administration (NHTSA) investigated the incident, requested data from Tesla related to Autosteer safety, and eventually concluded that there wasn’t a safety-related defect in the vehicle’s design (PDF report).
But the NHTSA report went a step further. Based on the data that Tesla provided them, they noted that since the addition of Autosteer to Tesla’s confusingly named “Autopilot” suite of functions, the rate of crashes severe enough to deploy airbags declined by 40%. That’s a fantastic result.
Because it was so spectacular, a private company with a history of investigating automotive safety wanted to have a look at the data. The NHTSA refused because Tesla claimed that the data was a trade secret, so Quality Control Systems (QCS) filed a Freedom of Information Act lawsuit to get the data on which the report was based. Nearly two years later, QCS eventually won.
Looking into the data, QCS concluded that crashes may have actually increased by as much as 60% on the addition of Autosteer, or maybe not at all. Anyway, the data provided the NHTSA was not sufficient, and had bizarre omissions, and the NHTSA has since retracted their safety claim. How did this NHTSA one-eighty happen? Can we learn anything from the report? And how does this all align with Tesla’s claim of better-than-average safety line up? We’ll dig into the numbers below.
But if nothing else, Tesla’s dramatic reversal of fortune should highlight the need for transparency in the safety numbers of self-driving and other advanced car technologies, something we’ve been calling for for years now.
Continue reading “Does Tesla’s Autosteer Make Cars Less Safe?”
As reported by Bloomberg, Tesla has acquired the innovative energy storage company Maxwell Technologies for $218 Million. The move is a direct departure from Tesla’s current energy storage requirements; instead of relying on lithium battery technology, this acquisition could signal a change to capacitor technology.
The key selling point of capacitors, either of the super- or ultra- variety, is the much shorter charge and discharge rates. Where a supercapacitor can be used to weld metal by simply shorting the terminals (don’t do that, by the way), battery technology hasn’t yet caught up. You can only charge batteries at a specific rate, and you can only discharge them at a specific rate. The acquisition of an ultracapacitor manufacturer opens the possibility of these powerhouses finding their way into electric vehicles.
While there is a single problem with super- and ultra-capacitors — the sheer volume and the fact that a module of ultracaps will hold much less energy than a module of batteries of the same size — the best guess is that Tesla won’t be replacing all their batteries with caps in the short-term. Analysts think that future Teslas may feature a ‘co-battery’ of sorts, allowing for fast charging and discharging through a series of ultracapacitors, with the main energy storage in the car still being the lithium battery modules. This will be especially useful for regenerative braking, as slowing down a three thousand pound vehicle produces a lot of energy, and Tesla’s current battery technology can’t soak all of it up.