Chademo to CCS1 adapter

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Yeah, I agree. That is the reality. It's a bit short sighted on the mfg part but, you're right there is nothing forcing them to do the right thing. I'm not bitchin to hard considering I got a somewhat reasonable deal the car itself.
 
I traded in my 2020 LEAF SV+ on the last day of 2024 for a 2024 Ariya Engage. I just put up the A2Z CCS1 to CHAdeMO adapter on eBay. A quick search should bring it up. It's the only one selling for "Not" stupid money. Just in case anyone is interested in a like new, barely used adapter for their LEAF. BTW, very easy to monitor battery temps with the LeafSpy app. When the battery is hot, you'll be lucky to get 20kW charging power. When cool to normal temp I saw 78kW on my 62kWh rated battery.
 
I traded in my 2020 LEAF SV+ on the last day of 2024 for a 2024 Ariya Engage. I just put up the A2Z CCS1 to CHAdeMO adapter on eBay. A quick search should bring it up. It's the only one selling for "Not" stupid money. Just in case anyone is interested in a like new, barely used adapter for their LEAF. BTW, very easy to monitor battery temps with the LeafSpy app. When the battery is hot, you'll be lucky to get 20kW charging power. When cool to normal temp I saw 78kW on my 62kWh rated battery.
I found your Ebay listing (256769845574). Great that it doesn't have a reserve, but I wish it had a buy it now and a make an offer option IMHO...
 
I found this adapter today.
https://www.aliexpress.com/item/1005008308177581.html
AU$1,277.69 (~US$767)

Has anyone purchased this converter from "WeLike ELV Store" on aliexpress?

looks identical to other units discussed, cheaper by a decent margin.
I've been expecting the price to drop once early prototypes were debugged and verified across multiple chargers and vehicles.
The trick will be veryifying software compatability with chargers and EV's as while this might be a solved problem via some distributors, the software updates might not be available.

what was the process of software updates on the adapters others have debugged?
I recall Dala was maintaining a charger / adapter / ev compatability spreadsheet. idk who has the most complete records of compatability.
 
Question for the board. Given the amperage and volt threshold in the adapters, why doesn't the Leaf charge close to it's 100KW peak (vs the 80KW peak seen in the wild on Chademo). The special chademo at the headquarters in TN has shown the Leaf can do 100, what's stopping the adapters.from getting there. 250amps x 400volts = 100KW theoretical.
 
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Question foe the board. Given the amperage and volt threshold in the adapters, why doesn't the Leaf charge close to it's 100KW peak (vs the 80KW peak seen in the wild on Chademo). The special chademo at the headquarters in TN has shown the Leaf can do 100, what's stopping the adapters.from getting there. 250amps x 400volts = 100KW theoretical.

My Electway adapter's label states the unit is rated at "nominal 125A, peak 200A".
 
250amps x 400volts = 100KW theoretical.
A DC charger operates at the voltage of the car battery, not at the charger's maximum. The charger takes instructions from the car (10 times per second, for CHAdeMO) on the desired voltage and the maximum current the car's willing to accept -- and limits the current if it has to. A LEAF battery at 50% charge is around 365 volts, so a charger limited to 200 amps cannot charge that battery at that state of charge at any more than 73 kW. To get more power in, you'd need a charger (and car) rated for more than 200 amps.

My similar e-NV200 with an old-style 40 kWh battery charges at a steady 125 A from reasonably capable DC chargers in ideal temperatures, until it gets to about 60%. That means the charging power increases gradually up to there (from about 40 kW to 47 kW) before dropping as the battery management electronics starts telling the DC charger to slow down. With that 125 A current limit, it cannot do any better.

On another topic raised in this thread -- the CCS to NACS adapters were much simpler to design and cheaper to make than CHAdeMO to either. As far as I can tell, the NACS protocol for car and DC rapid charger to communicate is very like the CCS equivalent. It doesn't have the diffculty of using a CCS charger with a CHAdeMO car that both the car and the charger require the other to switch on first.
 
My point is that the Leaf Plus is capable of requesting and pulling 100KW. This has been recorded a few times, but it requires something specific from the DC station as well as the car. My curiousity is could a high powered DC station with capable adapter enable the Leaf Plus to more consistently hit the theoretical 100KW.charge speed.
 
My experience with an adapter has been generally good, but it makes me concerned that it charges faster than chademo and raises the risk of cooking cells.

At this point, I'd use chademo where possible to charge more slowly. When using the adapter, I'd charge more frequently and not let the SoC drop below 40%, so the tapering of the charge rate happens sooner.
 
A DC charger operates at the voltage of the car battery, not at the charger's maximum. The charger takes instructions from the car (10 times per second, for CHAdeMO) on the desired voltage and the maximum current the car's willing to accept -- and limits the current if it has to. A LEAF battery at 50% charge is around 365 volts, so a charger limited to 200 amps cannot charge that battery at that state of charge at any more than 73 kW. To get more power in, you'd need a charger (and car) rated for more than 200 amps.

My similar e-NV200 with an old-style 40 kWh battery charges at a steady 125 A from reasonably capable DC chargers in ideal temperatures, until it gets to about 60%. That means the charging power increases gradually up to there (from about 40 kW to 47 kW) before dropping as the battery management electronics starts telling the DC charger to slow down. With that 125 A current limit, it cannot do any better.

On another topic raised in this thread -- the CCS to NACS adapters were much simpler to design and cheaper to make than CHAdeMO to either. As far as I can tell, the NACS protocol for car and DC rapid charger to communicate is very like the CCS equivalent. It doesn't have the diffculty of using a CCS charger with a CHAdeMO car that both the car and the charger require the other to switch on first.
Is there any chance you can list the sources (links?) to the information you provided above? I'd like to read up on the technical aspects of charging.
 
With and without the CCS to CHAdeMO adapter I've never seen more than 73kW delivered and one time I was at a 350kW capable CCS ChargePoint. As stated above, since the Leaf limits the charge current I am certain that the adapter isn't going to provide any more power than CHAdeMO DCFC could.
 
Is there any chance you can list the sources (links?) to the information you provided above? I'd like to read up on the technical aspects of charging.
My bookmark for the details of the CHAdeMO protocol is https://github.com/Isaac96/CHAdeMOSoftware and most of the rest of my references would be from the LEAF circuit diagrams linked elsewhere in this forum. The circuits make it clear that the Chad connector terminals run to the battery pack's cell stacks with only mechanical contactors and fuses; there are no current or voltage controlling components in the car. The software shows the lowest-level details of the car and charger's 10-times-per-second data exchanges.

I started looking at these with the intention of making a CHAdeMO charging monitor or display, but other things such as real life have intervened. Maybe one day. If I ever do make such a thing, it will tap in to the CAN communication between charger and car: the electronics would probably cost very roughly $50 in parts for a one-off home project, plus unlimited design time. Should be able to show the car's and the charger's parameters such as their maximum ratings, and track the charging process as it happens.
 
Looks like you're deep into accessing the electronics hardware for the LEAF. I've been researching that a bit myself but from a software perspective. It would be nice to find an app similar to this LEAF SPY thing. It appears there might be an already established API from https://smartcar.com/brand/nissan-leaf that will have the hooks to fetch what Nissan already provides, and I don't believe it would be necessary to tap into the can-bus. I don't want to tamper with the hardware in my new leaf, I just want to tap into the API that fetches data from the sensors. And thanks for responding to my inquiry, that was pretty enlightening.
 
It appears there might be an already established API from https://smartcar.com/brand/nissan-leaf that will have the hooks to fetch what Nissan already provides, and I don't believe it would be necessary to tap into the can-bus.
What Nissan provides, at least for my nearly-LEAF, is very limited. Present state of charge, and some of the recent trip energy consumption history. The smartcar.com API is limited to whatever Nissan offer, usefully re-packaged so that it's consistent across every make and model supported. But if Nissan, to take one example, doesn't transmit odometer data from the car to its own servers, or doesn't reveal those data over its own API, smartcar.com cannot return it.

If you want data from the car which Nissan doesn't transmit, or if you don't want to rely on the car having a working cellular connection and Nissan processing the data for you, you have to get the data directly from the car with some piece of add-on electronics.

My level of CAN bus connection, so far at least, is to monitor the existing chatter between car components, not to make any modification or contribuion to the data. Effectively adding a wiretap to the internal communications, and filtering out of that a small amount of interesting data.
 
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