If someone is planning a trip across the desert Southwest in the middle of summer, I'd suggest you pick a different EV. The LEAF is a shorter range car best used as a commuting or around town car, with only occasional trips beyond range usually one QC per day.TexasLeaf wrote:but I can easily see how someone planning a trip across the desert Southwest in the middle of summer might seriously consider some alternative method of cooling.
I more I read about these various schemes, the more I think the 2018 is just not an appropriate vehicle for such a trip.TexasLeaf wrote:Here’s one simple idea; get a big ice chest and fill it with ice. Get a 12V fan with a clamp the attaches to the side ice chest. Plug the fan into the 12V outlet, turn the fan on when you are charging blow the air across the open ice chest, 74 pounds of melted ice would remove all the waste heat of one of my charging sessions.
It looks like a lot of other people have already thought of this idea. There are a bunch of portable vehicle ice coolers on the market that would work very well at helping to cool the Nissan Leaf battery pack through the Service Plug port. Here are a few links;TexasLeaf wrote:Here’s one simple idea; get a big ice chest and fill it with ice.
Well, I disagree. Never had my battery hot enough to worry about it. The main use for the LEAF, Commuting, just doesn't get the battery much above ambient, usually stays cooler than the daily high temperature during the summer. If you live in someplace really hot and want to take long trips then the best answer is probably buying a different EV.TexasLeaf wrote:It's such a simple solution to use one of these coolers it doesn't make any sense not to have one of these coolers if you own a Nissan Leaf.
TexasLeaf wrote:The outdoor air temperature in the DFW area hovered just below 40 degrees F today with overcast skies. I decided to perform a test to see how ambient temperature affected the charging performance of my 2018 Leaf. I repeated the test I discussed in my Aug. 19, 2018 post but with blowing unconditioned cabin air through the service plug hole instead of conditioned cabin air.
For driving on the highway I set the cabin temperature to 60 degrees F with the fan speed set to auto. Once I got off the highway I turned the heat off, opened all windows and set the ventilation fan speed to full to evacuate all the heat from the cabin. Once I started charging I closed all the windows and left the ventilation fan at full speed with the relief vents taped up to force as much air as possible service plug hole.
I started the trip with a battery temperature of 45 degrees F. The battery temperature had reached 65 degrees F by the time I started the 1st charging session and had reach 90 degrees F at the end of the 1st charging session. The battery temperature was at 83 degrees F at the start of the 2nd charging session and 99 degrees F at the end of the 2nd charging session.
During the 1st charging session the battery reach a peak battery temperature of 92 degrees F at about 20 kW. During the 2nd charging session the battery reach a peak battery temperature of 102 degrees F again at about 22 kW. The peak charge rate for the 1st charge session was 45 kW and the peak charge rate for the 2nd charge session was 36 kW.
36 kW is the fastest I have ever been able to charge at the EVgo charger I was using so I consider this to be full speed for this charger. So I was able to achieve TWO FULL CHARGE CYCLES with no evidence of the Rapidgate phenomenon. With battery still heating up I would have expected the Rapidgate phenomenon to rear its’ ugly head on the third charging session.
I started the trip at 5:36 am and I finished the trip at 10:53 am for a total trip time of 5 hours and 17 minutes. This trip time beats the trip times for the tests I wrote about in my Aug. 19, 2018 posts by over one hour! It is very obvious the cold ambient temperature can be used to improve charging performance of the 2018 Leaf.
I didn’t perform a test to determine how much ambient temperature improves charging performance without blowing cabin air through the service plug hole. I have already proven that cool air blown through the service plug hole cools the battery pack and I saw little reason to repeat that test. My confidence grows that supplemental cooling can used to improve charging performance under most ambient conditions.
I plan to buy an ice chest air cooler very soon so that I can start testing, before warmer temperatures start setting in, how ice chest air blown through the service plug hole helps cool the battery pack. Even when its’ colder outside, like it was today, an ice chest cooler should be able to help cool the battery pack and improve charging performance. On hot days, ice chest battery pack cooling might be a necessity for long trips in the 2018 Leaf with multiple fast charging stops.
Does the charge time estimation screen give accurate information for L3? I noticed that the 2018 has a "time to charge" for L3.DaveinOlyWA wrote:Your pack didn't get hot enough to see RapidGate. You have to start with hot pack and your 2nd one starting in the 80's was not hot at all. You can tell if RapidGate will happen on temp gauge of car.