Not sure what you're asking on your first part.3) Are you able to quick charge to full 53kW and at what power? would be great a report of charge speed during time, a leafspy snapshot would be enough IMHO (having reference to the temperature too)
See above.The weight difference seems to be 170km for the 24kw and 350km for the 53kw
a difference of 180km x 2.2# = 396#
I'm assuming that NEDC is the weight of the kit
Thanks for this info.Recently I embarked on a battery upgrade using a kit I purchased from SHENZHEN CHUNENG ENERGY ELECTRONICS CO.
https://chuenergy.en.alibaba.com/
www.chuenergy.com
They have several kits, but this one was for their 53kwh version. It included 8 preassembled battery modules, a mounting plate and all required accessories to make the conversion using the old battery shell and BMS.
It does require modification of the old battery tray before securing the new mounting plate inside. It was a pretty straight forward conversion, and the company walks you thru the entire procedure along the way. I was very impressed with their customer service.
The top shell does sit higher which does require spacers when reinstalling the HV battery.
The heater system from old leaf battery was not able to be reused; and I have absolutely no idea what impact, if any, this will have in the future. I am in southern california, so it is not of concern given our climate.
I performed the first full charge last night and the range has increased to 155 miles, but I am sure that will increase as the computer adjusts to the new capacity. The original battery was 24kwh with 64% SOH remaining (55 mile range).
It wouldn't work for many reasons, but the primary one is you couldn't draw enough useful power at 12 volts to be of any use at 360 volts.Thanks for this info.
I would like to see the Dc/ to DC (360 volt to 12 volt )convertor be one that went both ways. So that one could hook up extra 12 volt batteries to the DC to Dc converter and increase the capacity of the traction battery without having to remove it and install a bigger one.
Please keep providing your observations. Very useful. The Leaf may be comparing the voltage of the new pack against a voltage map of the original cell and getting confused about State of Charge.So far, everything is fine physically. The only issue I have is related to the range meter not learning true capacity. For example, the meter will go down 40 miles when I only drove 10, and this is after full charge. Then with about 30-40% of battery remaining, the range meter will not change hardly at all and sometimes enter turtle mode.
This seems to be a somewhat common issue with battery swaps in general. I have been working with the supplier and they are testing out a new canbridge to help solve the issue. It has nothing to do with Dala's canbridge, I guess, which is what I am using now...not that I am knocking his brilliant work.
We've done some of this magic in the somewhat distant past. What essentially needs to be done is a remap of the capacity curve, where the CAN bridge reads the cell voltages from the battery every 10 seconds (the internal refresh interval) and calculates capacity based on that, plus some knowledge of the IR, SOH, temperature. It's pretty tricky without good characteristics of the cells, but you get a serviceable result that doesn't cause the worst of the issues of a BMS swap.So far, everything is fine physically. The only issue I have is related to the range meter not learning true capacity. For example, the meter will go down 40 miles when I only drove 10, and this is after full charge. Then with about 30-40% of battery remaining, the range meter will not change hardly at all and sometimes enter turtle mode.
This seems to be a somewhat common issue with battery swaps in general. I have been working with the supplier and they are testing out a new canbridge to help solve the issue. It has nothing to do with Dala's canbridge, I guess, which is what I am using now...not that I am knocking his brilliant work.
So this my be a dumb question but have you tried to charge the car only on level one slow charger for an extended length of time, so that the battery cells do not overheat.We've done some of this magic in the somewhat distant past. What essentially needs to be done is a remap of the capacity curve, where the CAN bridge reads the cell voltages from the battery every 10 seconds (the internal refresh interval) and calculates capacity based on that, plus some knowledge of the IR, SOH, temperature. It's pretty tricky without good characteristics of the cells, but you get a serviceable result that doesn't cause the worst of the issues of a BMS swap.
What I am concerned about with these packs, and really anybody putting a 24kWh BMS onto NMC cells, is the super-weak balancing and inherently inaccurate balancing algorithm on that BMS. It's a really outdated BMS that can't really cope with these cells. This leads to some kinda nasty issues in the medium to long term:
- Because the BMS can't do proper coulomb counting, it will eventually wraparound and cause the pack to overcharge to approx. 420V. We've had e-mails from 3 or 4 customers over the years with this issue.
- With a lot of intensive use and/or frequent fast charging, it can't keep up with balancing and you can end up with 1 stray cell sitting 100mV+ below the rest of the pack. This is not even just an issue with modded packs, it happens in 30kWh+ packs as well
- Sometimes you seem to get random errors. I'm 50% of the opinion that this is mostly caused by balancing tabs not being mounted tightly, and 50% some weird bug in the BMS.
Our solution has been to install a CAN-bridge that:
- Just completely fucking ignores capacity, SOC, SOH and recalculates this according to the manufacturer-supplied capacity tables
- Blocks all errors from the battery pack and resynthesizes the most pressing ones
- Hard-limits charging to 404.5V - and/or - limits charge rate based on manufacturer-supplied c-rate tables
And then we instruct the customer, who realistically is a pretty decent electrical engineer to even attempt this, to regularly check cell balance and just keep an eye on things just in case.
I can’t speak for Mux, but in my situation, I have the slow 3.6 charger without fast charge. So I don’t foresee this ever being a problem for me. That being said, I was cognizant that the BMS would have to work longer to maintain balance due to higher capacity cells. So far a month in, and they are holding steady at 10mV deviation maximum.So this my be a dumb question but have you tried to charge the car only on level one slow charger for an extended length of time, so that the battery cells do not overheat.
It's not an overheating issue, it's an issue of the BMS not being able to keep up with the amount of charge mismatch in the cells. That happens both when fast charging and just using the car a lot. So you can still run into the same issue if you, say, drive the car a lot during the day and charge overnight. Exactly when this can happen depends on the amount of mismatch in the cells and the number of cycles you make.So this my be a dumb question but have you tried to charge the car only on level one slow charger for an extended length of time, so that the battery cells do not overheat.
It's made to mimic a normal automatic transmission car. It might be possible to remove with some advanced canbus trickery but it seems nobody has done it successfully yet.I cannot find a thread on this subject I am bringing up, and I am not sure how to start another thread. Here is my question, why does my 2012 Leaf move as soon as I put it in "gear"? Should it not be in complete stop mode until the accelerator is pushed? Can I adjust the accelerator to 0 speed?
Enter your email address to join: