The battery charger, which I got via Marco Lorey, had it's characteristics already adapted for a 30 cells Lithium battery. The charger delivers 15 Amps at maximum. Unfortunately, with the given characteristics it would not charge the eight provisional 12V lead-acid batteries you see on below picture. Their charging voltage was too high. It might have worked with only 7 of them, but of course at the risk of a gentle explosion in case of inadvertent overcharging.

Below, for orientation only, a clipping of the wiring diagram. It will not indicate the peers of all connections, and it may be outdated. Please refer to wiring_diagram for a comprehensive and uptodate view.

On primary side, the charger is connected to the 230V AC grid via a 16 Amp circuit breaker in the trunk distribution box, and the AC connection.

The secondary side is connected to the traction circuit, protected by a 30 Amps fuse in the 100V distribution box

The charger has a control input for the BMS control board to signal that at least one cell has reached high voltage cutoff.

Of the output relay contacts, I have used the “mains present” normally_open contact in series with the “end of charge or trickle phase” normally_closed contact to control the DC/DC converter that powers the 12V grid. Using both contacts should avoid that the traction battery is drained if the car is connected to the grid for extended time.

There is also an optional external LED indicator connected to the charger, that I have mounted behind the window next to the tank lid.

The charger is mounted on bolts in the trunk area of the car. One mounting point was not at all accessible from below, so I welded a nut on top of the sheet metal to fix a bolt there.

In order to protect the charger's ventilation holes from the ECE R-100 test wire, I built a cage made of expanded metal mesh.

The cage is fastened by M5 bolts welded into washers and glued onto the trunk floor.

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