Nissan Leaf - Charging.

Post by **Leafboi** » Sun, 15 Sep 2013, 00:24

PlanB wrote: Yeah I'm a bit suspicious, 120Wh/km seems too good to be true but the EVSE kit that came with the car was definitely drawing only 10A and the range meter did go from 53km to 159km in 5 hrs

I frequently see my car display .12/.13kwh per km. and when logging into carwings portal the figures there are very similar. 70km trip (40kms freeway) uses some 8.5 to 9.5kwh.

Must be a have a light foot?

Post by **PlanB** » Sun, 15 Sep 2013, 23:10

That's pretty amazing, so have you tried a range test? In theory a 24kwh batterypack @ 120Wh/km would give you 200km?

Post by **Leafboi** » Sun, 15 Sep 2013, 23:58

PlanB wrote: That's pretty amazing, so have you tried a range test? In theory a 24kwh batterypack @ 120Wh/km would give you 200km?

In theory!

I haven't had the time/patience to bother with a range test. I should though.

Post by **Tritium_James** » Mon, 16 Sep 2013, 15:22

I've got 180km out of ours around town, driving like grandma! That's all on short trips doing random running about, I'm sure a steady drive could get a bit further out of it.

Our Leaf also reports about 21-22kWh pack capacity via Chademo (it varies each time), and has since it was new.

Post by **PlanB** » Mon, 16 Sep 2013, 18:02

Is yours a 2012 or 2013 TJ?

Post by **PlanB** » Sun, 20 Oct 2013, 23:02

The getting of (charging)wisdom....

1) George st Stratfield: There was a huge gas guzzler parked near the NRMA fast charger. It was so big I had to drive past then reverse into the charging spot because there wasn't room to weave around it. Plugged the CHAdeMO elephants trunk into the Leaf & stood there transfixed by the display, 122A @ 384v it said. The wife asked if we were going for coffee but I was too mesmerised to move, surely smoke MUST start coming from under the bonnet soon? I'd been told CHAdeMO runs a constant current to 80% then tapers, but not this one. From the GloriaJeans opposite I could see it roll back the current steadily over the the next 15min while it took the Leaf pack from 41% to 86% at which point it switched off.

2)Rouse Hill shopping centre: The 2 Origin chargers in the carpark have a 3 pin 15A socket behind a hatch which unlocks when you wave your Origin card obligingly. The socket has 2 bumps next to it, cunningly designed to stop you plugging in the ridiculous lock ring plug on the Leaf EVSE. This means you need to either fit a regular plug or use an extension lead. The latter is my preference but this leaves the EVSE open to theft. I stuck mine under the bonnet & brought the extension lead out through the gap in the floor pan behind the 12v battery.

Post by **g4qber** » Tue, 22 Oct 2013, 20:24

Andrew Granger of magic nissan
replacement nissan lunchbox cost:

"
I had spare parts check out the recharge kit which comes with the Leaf.

“Pack EVSE” retails at $3410 !!!

Post by **Gabz** » Tue, 22 Oct 2013, 20:54

PlanB wrote: The getting of (charging)wisdom....

This site http://www.recargo.com/search also has an iphone/android app. is great for that wisdom there are pictures of the charge points so you get better idea of what's out there and what works. (needs more people to use it in Australia through to work out if one isn't working)

Post by **everetLion** » Sat, 09 Nov 2013, 19:42

E-STATION wrote: The Nissan Leaf has a 3.3KW on-board charger capable of drawing a maximum of 15 amps. It will recharge the 24KWH battery pack in 6 hours from a 15 amp power supply and 8 hours from a 10 amp power supply. The cable that comes with the Nissan Leaf is hardwired to draw a maximum of 9.75 amps and will not draw 15 amps even if it is plugged into a 15 amp socket.

The charging system on the Nissan Leaf is compatible with the Type 1(J1772) charging protocol which specifies standards for sockets, cables, plugs and communications between the car and the charging station. There is an extra wire in the cable that runs between the car and the station. This carries the communications or "pilot signal" that carries data between the car and the station including the amount of current in amps available from the station, 8, 10, 15 or 32amps. The on board charger in the car will adjust it's consumption accordingly and draw 10 amps from a 10amp charging station and 15 amps from a 15amp charging station.

There is no pilot signal available from a standard domestic electrical socket so the pilot signal in the EVSE(electric vehicle supply equipment) cable supplied with the Leaf is set to 9.75 amps. This is true even though the cable has a 15amp plug. This is why it takes the Leaf longer to charge using the cable. The car is drawing at around 9.75 amps using the cable compared to the the 15amps it would draw from a charging station.

The next version of the Nissan Leaf due for release in Australia in 2014 will have a more powerful on board charger( 6.6 kW) which will draw current at 32 amps. The car will charge in about four hours if connected to a 32 amp charging station. However there are no plans to upgrade the existing Nissan Leafs with 32amp chargers so all those Leaf's sold between now and 2014 will not be able to avail of 32 amp charging.

Battery wire costs pretty much the same which once lump laying it in with the cost,but heaps cheaper not having to do it again a few years down the track when you would like to charge faster.........

Post by **g4qber** » Sun, 24 Nov 2013, 13:30

odd charge negotiation between circontrol & leaf

http://ozleaf.proboards.com/index.cgi?b ... =64&page=5

"Clipper Creek
14.975 amps - 15 amp ECS-20; charge fault message on Volt, OK on imiev and leaf
BTW clipper creek make the 10A EVSE for the Volt.

Circontrol
16.608 amps - 15 amp card fbox; used for volt

16.994 amps - 15 amp standard fbox

Post by **g4qber** » Sun, 08 Dec 2013, 17:25

Leaf "supercharging" at Brian's Place - 10 Feb '13

Just tested swedish evse
http://charge-amps.com/um-evse

At brians place
The leaf negotiated 17 amps

E-station's circontrol "fbox" was charging leaf at 18 amps

Imiev negotiates 13amps
On these portable evses

A blessing in disguise cos the leaf has a 24kwh batt pack
It probably needs it

Hopefully the 15amp power socket can handle up to 20amps

Nissan please read this forum

10 amp setting on leaf

6 amps

16 amps

EVSE plugged into nissan

Post by **g4qber** » Mon, 20 Jan 2014, 07:12

http://ozleaf.proboards.com/thread/64/i ... ollTo=2700

copied from LEAF forum
"
tested on ravolt's LEAF today; thanks ravolt for opportunity to test.

e-station plain box = 13A, 238 VAC, 3kW
e-station card box = 16A - supercharge, 237 VAC, 3.7 kW
EVSEupgrade portable = 16A - supercharge, 236 VAC, 3.7 kW
Holden EVSE = 9.9A, 238 VAC, 2.3 kW
Mitsu EVSE = 10A, 238 VAC, 2.3 kW
Nissan EVSE = 10A, 238 VAC, 2.3 kW

will be interesting to see what happens on Brian's e-station plain box; which has had its controller replaced
and
also Volt on Brian's e-station plain box.

my hunch is that they Ravolt's LEAF will supercharge
and volt will charge at 14A.
"

Post by **g4qber** » Fri, 24 Jan 2014, 18:56

"
My hunch was correct using Brian's EVSE With replaced module,
Volt charges at 3.3 kW 216VAC 15.555A

Brian's LEAF on evseupgrade EVSE does the same as ravolt's
Super charging
3.7 kW 223VAC 16.959A

Thanks Brian
"

http://ozleaf.proboards.com/thread/64/i ... z2rHTkm0do

Post by **offgridQLD** » Wed, 21 May 2014, 15:34

"Just when I though I understood the wiring rules, this fronts up...double 15A wall socket !"

I cant see the back of that double 15A wall socket but perhaps it has two separate terminals for each 3 pin socket and not shared like the 10A versions. That way you run a separate feed to each on the one plate.

Thats the only way I can see it meeting the rules

Kurt

Post by **DavidC** » Wed, 21 May 2014, 16:39

A double 15 amp out let can be feed with a 6 mm cable with a 32 amp circuit breaker combo ie rcd / Mcb And supply two 15 amp appliances at the same time The only restriction is if the cable run was to long voltage drop would come into play and the cable size would need to be increased The rules are in as3000.

Post by **g4qber** » Sun, 01 Jun 2014, 22:05

got my 32 amp circontrol wallbox back from e-station a few weeks ago.

tested today with Brian M and photomac's LEAFs
both were super charging at 17 amp and 16 amp respectively.

so seems that circontrol sent over a 32 amp module to repair brian's 16 amp wallbox.

I wonder how the LEAF negotiates this.
I guess it doesn't matter too much since the 32 amp wall box is meant to be hardwired.

I bought it mainly to charge the volt and also to be futureproof.
May have to eventually mount it on the wall with direct connection to mains power.

Post by **acmotor** » Mon, 02 Jun 2014, 04:24

DavidC wrote: A double 15 amp out let can be feed with a 6 mm cable with a 32 amp circuit breaker combo ie rcd / Mcb And supply two 15 amp appliances at the same time The only restriction is if the cable run was to long voltage drop would come into play and the cable size would need to be increased The rules are in as3000.

Yes, I noticed those dual 15A outlets at brunnings. They are fed by a single in feed on the rear. David C clarifies the situation. Similar to a dual 10A outlet being fed by a 20A MCB which is common I guess.

Given this arrangement it raises the old question, does the AS3000 actually offer protection of the fixed wiring infrastructure ? i.e. The socket itself.

Post by **DavidC** » Tue, 03 Jun 2014, 03:13

The cable selection standards (AS3008 and AS3000 ) are used to select circuit breakers of the correct size to protect the unseen cable from over heating ( the characteristic of the way the circuit breaker performs is set to protect the cable it has both a thermal ( long term small overload ie 23 amps thru a 20 amp breaker) and magnetic ( high fault current ie short circuit) The cable should also be selected to limit voltage drop to 5 % at the furtherest point. A 30 mA safety switch is provided to protect the user from shock. You can plug a 10 amp plug into 32 amp outlet with a .75 mm square conductor and this is seen as ok as the cable is not hidden from view.

Post by **acmotor** » Wed, 04 Jun 2014, 16:31

Yes, I follow the cable protection logic. It is the socket (internals also unseen) that may suffer.

That does beg the old question.... Why was the EVSE brick for the Leaf and iMiEV fitted with a 15A plug when it draws absolute max around 9.5A, no surge and pf >.98 ?

Post by **leighf** » Wed, 04 Jun 2014, 16:36

acmotor wrote:That does beg the old question.... Why was the EVSE brick for the Leaf and iMiEV fitted with a 15A plug when it draws absolute max around 9.5A, no surge and pf >.98 ?

It does prevent uninformed people plugging the EVSE into double adapters or those $2.50 power boards.

Leigh

Post by **Johny** » Wed, 04 Jun 2014, 16:57

leighf wrote:It does prevent uninformed people plugging the EVSE into double adapters or those $2.50 power boards.

Yes, this came up on the forum a little while back. Car manufacturers don't want to be the guys responsible for a house burning down because someone charged their car off a 60 year old 10A GPO that can't actually support 9-10A for 8 hours without melting either the outlet or the old wiring. This way they at least (almost) force buyers to have a new outlet installed.

Off topic....
I saw that Crown electric bus a few weeks ago coming out of a side street in Middleborough road Leigh. It warmed my heart that the Vogue had a big brother (or sorts). At least it's closer to family than the Trams the Vogue (blame the mechanoid) gets emotionally attached to (they share a common DC voltage).