Very good news...not that your car is faulty, but that your dealer is taking you seriously and doing the diagnostic work needed to find the problem. This has been a worry of mine, that deficiencies like this were going to prove impossible to have fixed under warrranty because there's no way to truly verify them if the dealer refuses to do so.TickTock wrote:... Got an update from the dealer earlier today. They have acknowledged that my range does seem to be lower then it should. ...
This is very consistent with my understanding, which is that the BMS stops the charge (to 100%) when the battery pack reaches a fixed voltage, which Nissan has set to 95% of the maximum the battery will safely handle. More precisely, if the cell-pairs are not well balanced, it will stop when the weakest cell-pair reaches this setting. A weaker cell-pair hits this voltage limit early, reaching its maximum capacity of coulombs before the other cell-pairs. The cell-pair may be temporarily weaker due to elevated temperature, or permanently weaker.TickTock wrote:Interestingly, my voltages are identical. For 80%, I get 387-391 and for 100% I get exactly 394 every time (no variation).vegastar wrote: How many volts do you have in the CV phase of charging to 100% and at what voltage your 80% charges terminate?
Mine are 394V for 100% and 388,5V for 80%, and after charging they drop to 393V and 385,5V.
Don't discount the value of empirical evidence. Even if the fancy equipment says something is wrong they may do empirical tests to see how the math translates to real world behavior.Stoaty wrote:They had to drive two cars 39 miles in order to figure out there was a problem??? I would have thought their fancy equipment would tell them in a heartbeat if there was a problem with the battery.TickTock wrote:Got an update from the dealer earlier today. They have acknowledged that my range does seem to be lower then it should. They ran side by side test with their demo starting with 100% charge and after 39 miles, my car had 35 miles remaining on the GOM and theirs had 53. Sent logs to Osaka to analyze. So one more piece of evidence that gids really are a measure of available charge (just to show this really isn't off-topic ).
What university? Do you have an .edu email address?cvad1 wrote:Hello everyone,
I am a student researching on optimizing EV charging stations. For my research, I require the SOC and voltage data that comes out of the LeafSpy application in a .csv format for Nissan Leaf 2013 or higher versions. Could anyone please help me out with this?
LeafSpy log has these fields:cvad1 wrote:Hello,
I'm a Masters Student at Arizona State University. You can reach me at firstname.lastname@example.org.
I don't exactly know what the LeafSpy app outputs but a charging log and a trip log would be great. I am looking out for data which shows the variation of SOC when we start charging.
I do not do much L1 charging. And even if I did, I'd be unlikely to have substantial logs of it. L1 charging is slow, and I'd almost never wait around for it. L2 is a bit faster, and I do have some logs of that, mostly when traveling, but far less than half of all sessions. More than half of the charging that was logged is DCQC. Let's see if anyone else has better logs.cvad1 wrote:Hello,
I'm more interested in the first 10 columns of the header you specified. For the charging log, it would be great if you do both L1 and L2 charging. I don't really know what the driving log outputs but it would be great to have a look at it. I am aiming at a 1-minute resolution for the data in order to perform efficient analysis.
It would be great if you could send me the .csv file you specified after stripping of the lat and long. Since it has the data for a couple of years, I could analyze the variation in the performance as well.
Looking forward to your response.