according to my calculation when charging using 40 kW FC heat out put will be = 768 W (P = I^2 x R) (R from NREL document,2011 Nissan Leaf – VIN 0356 Adv anced Vehicle Testing – Beginning-of-Test Battery Testing Results)
https://www.dropbox.com/s/de4pveli1p783 ... e.JPG?dl=0
according to EERE (Thermal Management Requirements for EV) the thermal output is nearly 2 kW. So I'm not sure which is correct.
https://www.dropbox.com/s/vjszrcwj1kpzx ... 0.JPG?dl=0
Peltier has about 60% efficiency
With proper sealed ducting and filtering it would work. But I'm afraid to mess with battery casing.
We don't have battery warranty from our local Nissan agent that's why all this struggle!
That’s useful info thanks. The 2kw vs .768kw figure difference could be due to amps at full acceleration being much greater than amps at quick charge.
I’ve tried using Peltier cells to cool smaller lithium batteries. Using heat conductive pads for intimate contact, they were reasonably successful keeping at least the surface of the battery a few degrees cooler than ambient, but it wasn’t clear whether the temperature gradient between the battery surface and the battery internal was within acceptable limits that would help limit battery degradation. This could be why Tesla’s cooling system works so well — they run fluid around many small cells.
Last week I saw an online classified ad for a used 2013 Leaf in Malaysia; 83% SOC at 3 bar dash readout & 53km guess-o-meter range, asking price about USD15k. A new 24kwh battery here costs about USD17k including labour. Local Nissan dealer staff verbally said they need the old battery back, and will re-use the existing weatherproof casing. This sort of prevents further off-vehicle cooling experiments on the old battery pack, if we choose to get a new battery.
The 2013 Leaf battery warranty here is 3 years or 100k km; less generous than in the US.