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Dala's Leaf buildthread (2015 Nissan Leaf)
Wow That's a nice rate. Not sure what the coneversion to Canadian would be but we are currently paying 10.1c /Kwh due to Covid but normally we were paying Peak @ 20.8c /kWh Mid Peak @ 14.4c/kWh and Off Peak @ 10.1 c/kWh. We will see what they do on the pricing when this is all over
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******Hi My name is Jason and I have SOCD (Solar Obsessive Compulsive Disorder)*******
Current Powerwall - 1400 Cells 7s200p (modular 40p packs) ~ 12kWh of storage     4x 315W Canadian Solar Panels

Working on the next 7s40p packs     ~2.5kWh

Waiting on 2000 Cells of unused Sony vt4 (2000mah 30A) ~ 15kWh      hehehehehe  More Power
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The final pieces of the stereo puzzle arrived! The fascia-plate and the reverse camera connector. Delivery time was 6months most likely due to the ongoing pandemic, but I wasn't in a rush with this Smile
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This is what the stereo looks like with the proper fascia plate surrounding it.
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And now I have a functioning reverse camera! The adapter supplied the 12V->6V converter that is needed to power the camera. It is HUGE when blown up on the 2DIN display, compared to the old radio which had a tiny screen for it. Just need to enable the reverse lines now in the software...
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Very satisfying to complete a side-project!
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I still had an annoying rattle coming from the passenger door. Since I knew I had to open the interior again, I bought some STP soundproof mats. Since an EV doesn't emit any noise, creaks/drone/rattles are so much more annoying. I found the source of the creak, it was the sealing lip on the windows that rubbed the window frame. Once that was fixed I started with installing the sound deadening mats.
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I put two sheets in one door, cut them into smaller pieces to be able to cover the whole length of the door.
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And oh what a difference! When you close the door, it makes a more satisfying THUD instead of the factory THUNGGG noise. Now I just need to do 3 more doors Smile
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I got my new parking space all cleaned up over my vacation Smile Overnight charging with 240V 8A is just on the edge what a 40kWh battery needs, so if I get the bigger 62kWh battery in the future I'm gonna have to upgrade the charger


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Okay so this is something really cool. As some of you may already know the 24kWh pack in the LEAF doesn't actually let you use all those kWh. It keeps a buffer on top, and limits the charge voltage to 4.10->4.13V depending on model year. This means you get roughly 21kWh of usable capacity. But what if there was some way to unlock that buffer? Take a look at the attached picture Wink

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That is precisely what I did on this customer car(and have already been doing on battery swapped cars). The difference here is that I ported this software, and made it specifically for non-upgraded LEAFs. I would love to share the code, but since I didn't write it by myself, I cant. But I can give you the gist of how it works.

So when charging is ongoing, the bridge starts to send cell-voltage requests, same thing that Leafspy would do. It keeps track of all the 96 voltage measurements, and makes sure no cell goes above 4200mV. The can-bridge hijacks the charge current requests that the battery is sending to the charger, and keeps requesting current. When battery is closing in on the desired voltage, the power is lowered gracefully until it hits 400W and charging is stopped by sending battery full messages.

Regarding safety, the engineering documents for the LMN02 cells specify 4222mV as maximum charge voltage, and the system will throw overvoltage codes if a cell goes above 4260-4400mV(depending on model) , so even long regen braking events with a fully charged car is unlikely to cause DTCs. Regen is heavily reduced with the battery this charged, so no worries there. Funfact, the on board charger in the LEAF acts like a lab power supply, and can deliver up to 440V!
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Very neat Dala!

A related suggestion:  the bridge could adjust the charging rate dynamically, according to the available solar power available at the home.   Don't want to import from grid, don't want to export, don't want to shut off solar when house battery is full, put that in the leaf.  Some people have demand charges to avoid, so could reduce EV charge power when other house loads come on.  Assuming the home automation system provides a desired EV charging power based on those goals.  The home automation system could even pass on info from the utility, ie: peaking event active, slow the charging. 

Instead of a modified or fancy EVSE, make the leaf smart.  Work regardless of which EVSE is in use. The bridge would need some way to see what the currently available power is over WiFi from the home system.  Maybe could do some trick with other devices that send can messages that the bridge can see (HVAC, etc), but the car is off.  Or make something to modify the EVSE pilot signal received by the car.  Or communicate over the bridge's 3rd can channel with OVMS.  Hesitate to get into using complicated OVMS directly as the bridge, car turtles or worse if bridge is inop.  Or use the serial port on the can bridge.

Could be a feature people would pay for, survey your customers?
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Out of curiosity, what is the usage scenario that makes it worth suffering the typically big decrease in lifetime by charging it much closer to 100% SOC?
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(07-26-2020, 04:32 PM)daklein Wrote: Very neat Dala!

A related suggestion: the bridge could adjust the charging rate dynamically, according to the available solar power available at the home. Don't want to import from grid, don't want to export, don't want to shut off solar when house battery is full, put that in the leaf. Some people have demand charges to avoid, so could reduce EV charge power when other house loads come on. Assuming the home automation system provides a desired EV charging power based on those goals. The home automation system could even pass on info from the utility, ie: peaking event active, slow the charging.

Instead of a modified or fancy EVSE, make the leaf smart. Work regardless of which EVSE is in use. The bridge would need some way to see what the currently available power is over WiFi from the home system. Maybe could do some trick with other devices that send can messages that the bridge can see (HVAC, etc), but the car is off. Or make something to modify the EVSE pilot signal received by the car. Or communicate over the bridge's 3rd can channel with OVMS. Hesitate to get into using complicated OVMS directly as the bridge, car turtles or worse if bridge is inop. Or use the serial port on the can bridge.

Could be a feature people would pay for, survey your customers?

Totally possible to do! But this is a really specific use case, and here up north where the sun only shines properly during the summer I don't think I'll have any customer base for a smarter Leaf charging. But I am going to be experimenting with reducing the charge rate, and maybe even making some brown-out load reduction functionality for the Leaf. But the bridge is fully open source, so with the next youtube video I release you will have all the knowledge needed to make such a firmware for the CAN-bridge Smile

(07-26-2020, 04:33 PM)gauss163 Wrote: Out of curiosity, what is the usage scenario that makes it worth suffering the typically big decrease in lifetime by charging it much closer to 100% SOC?

So the early 24kWh packs seem to degrade no matter how much you take care of them. It seems like heat is the biggest killer. Charging closer to true 100% SOC is not going to degrade them much quicker, but if you are worried about degradation I also bundle the BatterySaver functionality with the capacity boost software, so you can set a custom chargestop% and e.g. only charge to 92% every day, and take it to 100% when you really need it. The capacity boost is for people that need more range right now, but ofcourse that won't be everyone.
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Exciting news! I am opening up the ChargeCurrent repository to the public! The functionality has been confirmed working, here is an excerpt from my Patreon:

"The project started a few months when I was contacted about an issue. The problem was that a person had access to a workplace charging station, that was incorrectly sized off with a 110V 25A fuse (2.75kW absolute max). This led to the fuse tripping when a car was connected and tried to charge with 3.3kW. Maintenance couldn't do anything about it, other than reset the fuse. But we can solve this hardware issue with software! A CAN-bridge was installed onto the vehicle, and CurrentControl loaded onto it. The software was set to max allow 1.6kW via the onboard charger and the charger didn't trip! Quite the success!"

https://github.com/dalathegreat/Nissan-L...rgeCurrent
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