A Single Transistor Solid State Tesla Coil

Tesla coils are one of those builds that capture the interest of almost anybody passing by. For the naïve constructor, they look simple enough, but they can be finicky beasts—beasts that can bite if not treated with respect. [Mirko Pavleski] has some experience with them and shares it with us over on Hackaday.io. One of the first big improvements of this build style is the shift from the originally used spark gap commutator to that of a direct AC drive via a MOSFET oscillator. This improves the primary drive power for its size and eliminates that noisy spark gap. That’s one less source of broadband RF noise and the audible racket these produce.

A hand holding a secondary coil for a Tesla coil build
You can buy ready-wound secondary coils from the usual CN suppliers

The primary side of a Tesla coil is usually a handful of turns of thick wire to handle the current without melting. This build runs at two or three amps, giving a primary power of around 150 Watts. However, this is quite a small unit; with larger ones, the power is much higher, and the resulting discharge sparks much longer. On the secondary side, the air-coupled coil is formed from 520 turns of much thinner wire since it doesn’t need to convey so much current. That’s the thing with transformers with large turns ratios — the secondary voltage will be much higher, and the current will be correspondingly much lower. The idea with Tesla coils is that the secondary circuit forms a resonant circuit with the ‘top load’, usually some hollow metal can. This forms an LC circuit with a corresponding resonant frequency dependent on the secondary inductance values, the object’s capacitance and anything else connected. The primary circuit is designed to resonate at this same frequency to give maximum power coupling across the air gap. Changing either circuit can spoil this balance unless there is a feedback circuit to keep it in check. This could be with a sense coil, a local antenna or something more direct, like in this case.

To ensure the primary circuit doesn’t melt, it needs to be able to drive a reasonable current at this frequency, often in the low MHz range. This leads to a common difficulty: ensuring the switching transistor and rectifying diode are fast enough at the required current level with enough margin. [Mirko] points out several components that can achieve the operating frequency of around 1.7 MHz, which his top load configuration indicates.

For a bit more info on building these fascinating devices, you could check out our earlier coverage, like this useful guide. Of course, simple can be best. How about a design with just three components?

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Another Tesla Coil Starts

Everyone interested in electronics should build at least one Tesla coil. But be careful. Sure, the high voltage can be dangerous, but the urge to build lots of coils is even worse. [Learnelectronics] shows how to build a slayer exciter using a 3D-printed core, and lots of wire of course. You can see the coil, an explanation of the design, and a comparison to a cheap kit in the video below.

Of course, you hear about Tesla coils, but it is really more of a Tesla transformer. The 3D-printed core holds the many turns of the secondary coil. The larger Tesla coil, amusingly, upset the camera which made it hard to get close-up shots.

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Getting Root Access On A Tesla

A growing number of manufacturers are locking perfectly good hardware behind arbitrary software restrictions. While this ought to be a bigger controversy, people seem to keep paying for things like printers with ink subscriptions, cameras with features disabled in firmware, or routers with speed restrictions, ensuring that this practice continues. Perhaps the most blatant is car manufacturers that lock features such as heated seats or even performance upgrades in the hopes of securing a higher price for their vehicles. This might be a thing of the past for Teslas, whose software has been recently unlocked by Berlin IT researchers.

Researchers from Technische Universität Berlin were able to unlock Tesla’s driving assistant by inducing a two-microsecond voltage drop on the processor which allowed root access to the Autopilot software. Referring to this as “Elon mode” since it drops the requirement for the driver to keep their hands on the steering wheel, they were able to access the full self-driving mode allowing autonomous driving without driver input. Although this might be a bad idea based on the performance of “full self-driving” in the real world, the hack at least demonstrates a functional attack point and similar methods could provide free access to other premium features.

While the attack requires physical access to the vehicle’s computer and a well-equipped workbench, in the short term this method might allow for owners of vehicles to use hardware they own however they would like, and in the long term perhaps may make strides towards convincing manufacturers that “features as a service” isn’t a profitable strategy. Perhaps that’s optimistic, but at least for Teslas it’s been shown that they’re not exactly the most secured system on four wheels.

Tesla’s Plug Moves Another Step Closer To Dominance

Charging an EV currently means making sure you find a station with the right plug. SAE International has now published what could be the end to the mishmash of standards in North America with the J3400 North American Charging Standard.

The SAE J3400TM North American Charging Standard (NACS) Electric Vehicle Coupler Technical Information Report (TIR), which just rolls off the tongue, details the standard formerly only available on Tesla vehicles. We previously talked about the avalanche of support from other automakers this year for the connector, and now that the independent SAE standard has come through, the only major holdout is Stellantis.

Among the advantages of the NACS standard over the Combined Charging System (CCS) or CHAdeMO is a smaller number of conductors given the plug’s ability to carry DC or AC over the same wires. Another benefit is the standard using 277 V which means that three separate Level 2 chargers can be placed on a single 3-phase commercial line with no additional step down required. Street parkers can also rejoice, as the standard includes provisions for lampost-based charger installations with a charge receptacle plug instead of the attached cable required by J1772 which leads to maintenance, clutter, and ADA concerns.

Now that J3400/NACS is no longer under the purview of a single company, the Federal Highway Administration has announced that it will be looking into amending the requirements for federal charger installation subsidies. Current rules require CCS plugs be part of the installation to qualify for funds from the Bipartisan Infrastructure Bill.

If you want to see how to spice up charging an EV at home, how about this charging robot or maybe try fast charging an e-bike from an electric car plug?

Tesla Claims To Have Open Sourced The Roadster

In an interesting step for anyone who follows electric car technology, the automaker Tesla has released a trove of information about its first-generation Roadster car into the public domain. The documents involved include service manuals, circuit diagrams, and technical details, and Elon Musk himself Tweeted posted on X that “All design & engineering of the original @Tesla Roadster is now fully open source.

We like the idea and there’s plenty of interesting stuff there, but we can’t find an open-source licence anywhere and we have to take issue with his “Whatever we have, you now have” comment. What we have is useful maintenance information and presents a valuable window into 2010’s cutting edge of electric vehicles, but if it’s everything they have then something must have gone very wrong in the Tesla archives. It’s possible someone might take a Lotus Elise and produce something close to a Roadster replica with this info, but it’s by no means enough to make a car from. Instead we’re guessing it may be a prelude to reducing support for what is a low-production car from over a decade ago.

When it comes to electric vehicle manufacturers open-sourcing their older models we already have a model in the form of Renault’s open-source version of their Twizy runabout. This is a far more credible set of information that can be used to make a fully open-source version of the car, rather than a set of workshop manuals.

Tesla Roadster, cytech, CC BY 2.0.

Teaching A Mini-Tesla To Steer Itself

At the risk of stating the obvious, even when you’ve got unlimited resources and access to the best engineering minds, self-driving cars are hard. Building a multi-ton guided missile that can handle the chaotic environment of rush-hour traffic without killing someone is a challenge, to say the least. So if you’re looking to get into the autonomous car game, perhaps it’s best to start small.

If [Austin Blake]’s fun-sized Tesla go-kart looks familiar, it’s probably because we covered the Teskart back when he whipped up this little demon of an EV from a Radio Flyer toy. Adding self-driving to the kart is a natural next step, so [Austin] set off on a journey into machine learning to make it happen. Having settled on behavioral cloning, which trains a model to replicate a behavior by showing it examples of the behavior, he built a bolt-on frame to hold a steering servo made from an electric wheelchair motor, some drive electronics, and a webcam attached to a laptop. Ten or so human-piloted laps around a walking path at a park resulted in a 48,000-image training set, along with the steering wheel angle at each point.

The first go-around wasn’t so great, with the Teskart seemingly bent on going off the track. [Austin] retooled by adding two more webcams, to get a little parallax data and hopefully improve the training data. After a bug fix, the improved model really seemed to do the trick, with the Teskart pretty much keeping in its lane around the track, no matter how fast [Austin] pushed it. Check out the video below to see the Teskart in action.

It’s important to note that this isn’t even close to “Full Self-Driving.” The only thing being controlled is the steering angle; [Austin] is controlling the throttle himself and generally acting as the safety driver should the car veer off course, which it tends to do at one particular junction. But it’s a great first step, and we’re looking forward to further development.

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Jailbreaking Tesla Infotainment Systems

With newer cars being computers on wheels, some manufacturers are using software to put features behind a paywall or thwarting DIY repairs. Industrious hackers security researchers have taken it upon themselves to set these features free by hacking a Tesla infotainment system. (via Electrek)

The researchers from TU Berlin found that by using a voltage fault injection attack against the AMD Secure Processor (ASP) at the heart of current Tesla models, they could run arbitrary code on the infotainment system. The hack opens up the double-edged sword of an attacker gaining access to encrypted PII or a shadetree mechanic “extracting a TPM-protected attestation key Tesla uses to authenticate the car. This enables migrating a car’s identity to another car computer without Tesla’s help whatsoever, easing certain repairing efforts.” We can see this being handy for certain other unsanctioned hacks as well.

The attack is purported as being “unpatchable” and giving root access that survives reboots and updates of the system. Since AMD is a vendor to multiple vehicle companies, the question arises as to how widely applicable this hack is to other vehicles suffering from AaaS (Automotive as a Service).

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