mux wrote: ↑Thu Oct 24, 2019 11:10 am
You'll either sit before the current sensor and cause the BMS to throw balancing/end of charge errors as well as not properly accounting for capacity (because the LBC is limited to 24kWh nominal capacity internally - and you can't flash the 30kWh firmware without re-pairing, and the pairing key does not work across battery types), or you'll sit after the current sensor and get current mismatch errors as well as not being able to account for the extra capacity at all.
Plus, your secondary battery pack will need its own BMS that works together with the car.
I built a company around all of this, it took me a year to get basic functionality to work consistently. Given the expertise or lack thereof you've displayed so far, I'd also highly recommend either not going through with this project or committing much more time to figuring out all of this yourself and learning from it in little steps.
Thank you very much for your response. Yesterday I used an additional current sensor, which I installed on the last element of the battery (positive wire). For the experiment, I will make three wires, one common, and the other two will be connected before the current sensor and after the sensor. Thus, I was able to choose a better option for me. Firmware from 30 kW is already used in some cars in our city, it works well, the mileage forecast has increased, however, if the main and additional batteries have an energy reserve of more than 30 kilowatt hours, then problems may occur. 3 bms 32S can be used to balance the extra battery
https://item.taobao.com/item.htm?spm=a3 ... 6044502892 but yesterday I used the second LBS module from the Leaf, connected in BMS only mode. This works well to display the voltage level of each element, however there is no balancing and protection function. If your technical solution allows you to use an additional module for balancing, and can also issue a control signal to interrupt the power circuit - this will be a breakthrough

Sorry for my bad english
