I agree, the car should be carefully designed to protect itself from bad, false, wrong, failed, or faulty inputs from the external "charge" devices.
Measuring the inputs before closing internal relays, and continuing to monitor for potentially harmful input(s) would seem to be a necessary part of the "basic safety" of a design (to me). But, some designers tend to assume the inputs will be "up to spec.", and "nothing can go wrong, go wrong, go wrong, ...".
One should not have to "bet the car" and depend upon the random charger working properly (up to the standards) each and every time one connects to "e-fuel" (which could be frequently).
Perhaps Nissan will let us know if they have included such "protection"?
For example, one is L3 charging at 150 amps, and the car signals the "charger" to reduce to 50 amps, but the charger does not respond (or increases the voltage to increase the current). The car needs to protect itself with a big relay (or some such) that can be "opened" (interrupt the high voltage and high current) to "save" the battery pack from damage.
See SOC/GID-Meter and CAN-Do Info
2011 LEAF, 2014 Tesla S85
2018 & 2019 Tesla Model 3
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