TeslaBjornmetricus said:Judging by ByornTesla's
TeslaBjornmetricus said:Judging by ByornTesla's
Per Bjorn, heat related throttling starts at 40C. I'm willing to bet good money that the middle of the LEAF temperature gauge easily straddles the throttle zone.metricus said:We'll see.... I'll pop in the dongle when it arrives and report back.
lorenfb said:SageBrush said:The 62 kWh model is improved in terms of rapid-gate
That's yet to be determined, i.e. basically no data exists compared to the 40 kWh except anecdotal - especially via LeafSpy.
DaveinOlyWA said:lorenfb said:SageBrush said:The 62 kWh model is improved in terms of rapid-gate
That's yet to be determined, i.e. basically no data exists compared to the 40 kWh except anecdotal - especially via LeafSpy.
There is already one report of seeing 25 KW charging speed @ 20% SOC so looks like nothing has changed.
SageBrush said:Wrong conclusion. In the best case the cooling is fairly anemic* and only operates while the car is on and connected to a charger. It is still possible to reach heat related throttling fairly easily. So finding a condition that is throttled in no way means that a cooling method has not been added. Just because 'everything' has not changed does not mean that 'nothing' has changed. Hyperbole turns your reasoning ability to mush.
SageBrush said:Bjorn reported that the battery stays at 40C during a 25 kW charge in the e-NV200. If my arithmetic is correct that works out to ~ 240 watts of heat dissipation presuming 50 mOhm resistance.
As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb said:And where did the 50 mOhm assumed battery resistance come from?
SageBrush said:As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb said:And where did the 50 mOhm assumed battery resistance come from?
I thought about that but the 40 kWh pack (that I think DaveInOly tested, IIRC) showed similar resistance results so I decided to err on the side of disappointing AESC engineering.lorenfb said:SageBrush said:As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb said:And where did the 50 mOhm assumed battery resistance come from?
Yes, but the Plus should have 24/62 X .050 ohms (~ .020) of my 2013, given the larger battery size - more cells/pouches in parallel.
If the battery resistance hasn't really changed, e.g. marginal Plus chemistry, that can explain the added battery heat occurring
for the Plus while charging and high speed driving.
SageBrush said:I thought about that but the 40 kWh pack (that I think DaveInOly tested, IIRC) showed similar resistance results so I decided to err on the side of disappointing AESC engineering.lorenfb said:SageBrush said:As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAF
Yes, but the Plus should have 24/62 X .050 ohms (~ .020) of my 2013, given the larger battery size - more cells/pouches in parallel.
If the battery resistance hasn't really changed, e.g. marginal Plus chemistry, that can explain the added battery heat occurring
for the Plus while charging and high speed driving.
Here is a screen capture of what I am working on next for TM-Spy. In Settings/Options you can place TM-Spy into a mode where it just sits and captures battery voltage and amps at a CAN bus rate of 100 per second. You can do this with the current release and see the ELM transmit LED stay on solid but the next version lets you see the data capture.
This screenshot is from an "Insane' run I was taken on last week. The amps at the peck is 1300 which is right on spec. Note how the voltage sags when you start pulling 1300 amps from it. The graph moves from right to left which is why you see -16 seconds on the left edge. You can also see the regen power and the battery voltage go above the voltage when the car was stopped (near 0 power).
SageBrush said:Per Bjorn, heat related throttling starts at 40C. I'm willing to bet good money that the middle of the LEAF temperature gauge easily straddles the throttle zone.metricus said:We'll see.... I'll pop in the dongle when it arrives and report back.
Get ready to be surprised. The LEAF temperature gauge is not just poor, it is misleading.
Don't you think it is time to get LeafSpy ? You have been a noob long enough.OrientExpress said:I have a 2019 LEAF 40kWh for a week, and yesterday I did a test to see how the car would respond to a 7-hour continuous drive/quick charge regime.
SageBrush said:Or does it interfere with your shill duties ?
SageBrush said:Don't you think it is time to get LeafSpy ? You have been a noob long enough.
Or does it interfere with your shill duties ?
I would imagine that some would say that the 60-70 degree ambient temps that this test was conducted in do not represent what would happen in summer temps in Arizona, but the reports of 2019 40kWh LEAF owners operating in 90-100 degree weather seem to mirror my experiences. I do think that the temp gauge needs a bit of display updating as most people assume that if the gauge is to the red mark that is bad.
If LeafSpy was doing something other than displaying the car's own canbus data you might have a point.OrientExpress said:SageBrush said:Don't you think it is time to get LeafSpy ? You have been a noob long enough.
Or does it interfere with your shill duties ?
Nope, Until LEAF Spy can be certified by Nissan as being a credible measurement tool, it serves no purpose other than to entertain.
LeftieBiker said:First, you seem to have been trying to use "test" results from very mild weather to extrapolate to hot weather. Second, when the Leaf temp "gauge" is in the red it is definitely cause for worry. I don't know why you think otherwise, but please keep in mind that the Red zone of ANY temp gauge should be considered a definite warning. Manufacturers don't use red because they think it's pretty.
SageBrush said:If LeafSpy was doing something other than displaying the car's own canbus data you might have a point.
While the important measurements are easily x-checked with "certified" alternative measurement systems or part of the published OBD spec.OrientExpress said:I'm friends with the author of LEAF Spy, and he is great guy, but even he will admit the many of the readings presented are conjecture.SageBrush said:If LeafSpy was doing something other than displaying the car's own canbus data you might have a point.
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