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Battery temperature maxed out

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by arnis (Posted Fri, 17 Aug 2018 23:52:57 GMT+7)
Temp bar data I've witnessed:
2-3 bar transition at -5C
3-4 bar transition at 5C
4-5 bar transition at 15C
5-6 bad transition at 25C
6-7 bar transition at 35C
7-8 bar transition at 40C

And it appears to me,
1-2 bar transition at -10C
8-9 bar transition at 45C
9-10 bar transition at 50C

NB! Limits are strictly Celsius based, not Fahrenheit!

To get to next bar, temperature of the most extreme sensor must go over transition temperature
for example 1 extra degree in case exterior temperature is far from transition temperature, or 2 if very far.
So if it is 20 outside, to get from 6 bars to 7 bars, one of the sensors must read around 36C.
It applies in reverse as well.

If exterior temp is close to battery temp, transition happens right when first sensor reaches limit value.
If exterior temp is way colder than battery temperature, transition to "less bars" happens sooner.

Gen1 Leafs without battery warmer appear to have different limits compared to 2014+, especially at low end.
Newer Leafs should never reach 0bars due to battery heater activation.



Rock hit my windsheild but most of the damage is on the inside.

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by Nubo (Posted Sat, 18 Aug 2018 01:14:56 GMT+7)
gncndad wrote:Understood. However, the splintered inner glass should be held in place by the vinyl-like material laminated between the layers of glass.

I suppose there's always the freak combination of temp/stone shape/angle/velocity that might cause this sort of damage.


Yeah, a picture of the actual damage would help.


The 40KWH Battery Topic

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by LeftieBiker (Posted Sat, 18 Aug 2018 04:23:37 GMT+7)
I finally did my August LeafSpy read, and I finally charged to 100% before doing it. The cell voltages leveled out nicely after EQ, with only a 9MV spread. SOH only dropped a little! Maybe the garage cooling is actually helping. Stats:

SOH: 97.76

AH: 112.85 (but only 109 on summary screen!)

Hx: 103.87

SOC: 97.2

GIDs: 485


Temp sensors: 73.8,75.9, 74.1


2016-2017 model year 30 kWh bar losers and capacity losses

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by jbuntz (Posted Sat, 18 Aug 2018 05:05:14 GMT+7)
johnlocke wrote:On the 30 KWH battery, the twelfth bar doesn't disappear until you hit 80% SOH. Of course that was before Nissan did the LBC firmware update. Now we will have to wait for new reports of lost bars. Until Nissan details the change or we get sufficient data to empirically map the battery loss, all bets on when the capacity bars disappear are off. Nissan probably didn't change the mapping but there's no way to be sure at this point. The same goes for warranty replacement of the battery. It will take a couple of years to collect enough data points map the degradation of the battery with the new firmware. While I hope that the battery failures so far were the result of software errors and that my new battery will last 6 years, I ain't holding my breath.

It must drop a little earlier now. After the update June 26 I was 1 bar down at 83.16%. As of Aug 17 still 1 bar down at 81.15%


Now 2 fast chargers down in my area

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by like2bike (Posted Sat, 18 Aug 2018 06:27:28 GMT+7)
The CHAdeMO situation is better on long Island. EVgo has some chargers in good locations which they maintain very well. Nissan dealers have been getting worse at maintaining their chargers. Here are some I've used

Nissan 112 has been down for a while now :( .
Garden City Nissan seems to be dropping their charger. Last time I was there, it was down and I got the feeling nothing would be done to fix it when I asked. Now it's gone from Plugshare :shock: .
Huntington Nissan seems to trip it's breaker. I have never had any success using it, but never asked for help with it. Apparently, you have to keeping asking for them to reset the breaker :( .
Koeppel's charger has always worked :) .

New York State has 2 chargers at the rt 495 rest stop. It is CHAdeMO only which was strange since it was installed just before the Bolt came out. They seem to need to be reset about once a month and there is no one there that can do that for you so it then down for a few days. They were both down recently after a lot of lightning storms came through so I'm guessing power issues can cause the problem :roll: .


Solutions to 12 Volt Batteries and Chargers Posted Here

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by BrockWI (Posted Sat, 18 Aug 2018 06:36:41 GMT+7)
That one, ok, I disconnected it on mine to see if this helps, I have had 3 dead 12v battery situations in the last two weeks. I believe something is staying on and drawing power, but this should at least help when it is "on" it charges the 12v more. While charging the traction battery the 12v was at 13.1 and disconnecting the shunt meter it went to 13.9v, I will watch it while driving and see where it is then.


The 40KWH Battery Topic

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by DaveinOlyWA (Posted Sat, 18 Aug 2018 07:51:45 GMT+7)
LeftieBiker wrote:I finally did my August LeafSpy read, and I finally charged to 100% before doing it. The cell voltages leveled out nicely after EQ, with only a 9MV spread. SOH only dropped a little! Maybe the garage cooling is actually helping. Stats:

SOH: 97.76

AH: 112.85 (but only 109 on summary screen!)

Hx: 103.87

SOC: 97.2

GIDs: 485


Temp sensors: 73.8,75.9, 74.1



I found that my cells balanced very well even when only charging to full occasionally (about once a month) what is your mileage?

I have screen shot of last full charge the first week of August at 9867 miles. Unlike some, my odometer issues were reported to Jim several months ago and his next update fixed it. The screen shot shows 96.25% and now, 650ish miles later, its 96.16 so the numbers are dropping but gradually.

http://daveinolywa.blogspot.com/2018/08 ... eview.html


Now 2 fast chargers down in my area

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by DaveinOlyWA (Posted Sat, 18 Aug 2018 08:06:13 GMT+7)
So not in Chicopee area then? Because that station is only a few months old.



Solutions to 12 Volt Batteries and Chargers Posted Here

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by arnis (Posted Sat, 18 Aug 2018 09:12:24 GMT+7)
Be sure not to leave any adapters in OBD port.
Also report back in a week or so. Higher voltage should help with
bad battery.


Leaf Spy and Leaf Spy Pro

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by Leaf15 (Posted Sat, 18 Aug 2018 09:14:39 GMT+7)
I got LeafSpy for iPhone and Android. The strange thing - they show different figures. For exampl:e SOH is 98.58% on iPhone and 100.2% on Android.


Electrify America Network

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by DaveinOlyWA (Posted Sat, 18 Aug 2018 09:19:46 GMT+7)
stutech wrote:
GRA wrote:#9, Huntington, OR is open. Why now, I'm not sure, because it's out in the middle of nowhere all by its lonesome. Heyburn, ID 240 miles away is listed as coming soon, but it's not as if there's likely to be a lot of BEVs located in the area that can reach it either at the moment, and Albany, OR is 379 miles away by the shortest (non-Interstate) route.



The Heyburn, ID station is an important station for anyone going from Salt Lake City to Boise, as I often do from time to time. My family lives in Boise and going back and forth costs a mint in gasoline with my regular ICE car. I would much prefer to take my 2018 leaf but currently I can only make it to the Heyburn area safely from the last Chademo station in the Salt Lake Area. I think that is why Electrify America choose this area as one of the first as it is so lacking in charging resources in rural Idaho. Idaho in general though has yet to have a single non dealer owned chademo at all, even in the Boise area. It gets really irritating finding that Tesla has a charger in Tremonton, UT and Twin Falls, ID and Boise, ID however for us regular ev users that are non tesla we are out of luck. I can tell you the Boise area has tons of leafs so it's very odd that more non level 2 infrastructure hasn't been built. Also yes I am a new member, but a long time lurker here I thought I would share this info as I am not sure how many other people here are frequenting this "middle of nowhere area" as you guys put it. :D


Look at EA's website. despite the confusion by some here, the placement of the stations are obvious. All part of a route...


Update on Nissan LEAF Battery Replacement

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by JPWhite (Posted Sat, 18 Aug 2018 10:17:57 GMT+7)
trangen1 wrote:But I'm not wasting $10 or $20 for the LeafSpy or Leafspy pro for this Forum and these ungrateful Cynics.

Like I said, I have nothing to prove nor disprove.


I have LEAFspy, but I didn't get it to satisfy anyone except myself. It is a very valuable tool, allowing you to drive with assurance you will get to your destination or next charging stop. The range meter in the car is too erratic and encourages range anxiety. WHen used correctly LEAFSpy will give you range assurance.

LEAFSpy also informs me of the PSI of each tire. I have noticed two slow punctures in the time I've had my LEAF and got them fixed before being stranded.

Anyone with a LEAF is encouraged to utilize LEAFSpy. I suggest LEAFSpy Pro.

As for Cynics, ignore them. The internet is an unforgiving medium and you have to interact here with that at the back of your mind. There is much of value to be learned here if you open yourself to the possibility and ignore the static.


TSLA corporate outlook

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by GRA (Posted Sat, 18 Aug 2018 10:46:32 GMT+7)
LTLFTcomposite wrote:Maybe it's just the lighting but in some recent pics EM looks like death warmed over. There's gotta be some concern by the board he's freaking out. The man needs a vacation and my guess is he won't take one.

From historical accounts Henry Ford was borderline cuckoo, maybe that's what it takes to make that kind of impact. It would be a terrible loss if we wake up one of these days too sad news.

The front page article in the local rag strongly implied he's heading for a breakdown if not already there, based on his NYT interview (here: https://www.nytimes.com/2018/08/16/business/elon-musk-interview-tesla.html ) I agree he needs some time off and needs to step back, as his behavior has become increasingly erratic. It's not the first time he's looked pouchy and punch drunk, and it's never good for stability when so much of your company's mystique is tied up with a single individual.


Official Tesla Model 3 thread

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by dgpcolorado (Posted Sat, 18 Aug 2018 11:44:04 GMT+7)
VIN registrations are now over 100k. I saw VIN 75,3XX last week (silver, performance + performance package and white interior) prepped and ready for delivery. My first chance to look at a white interior Model 3.


Battery-electric bus discussion

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by GRA (Posted Sat, 18 Aug 2018 11:47:52 GMT+7)
Via GCC:
Berlin orders 15 Solaris electric buses
http://www.greencarcongress.com/2018/08/201800818-solaris.html

Berlin’s public transit operator BVG has ordered fifteen 12-meter electric buses from Solaris, which will arrive in the capital of Germany in 2019. . . .

The battery buses for Berlin will be powered by axles with integrated traction motors. The energy will be stored in a set of Solaris High Energy type batteries with a total capacity of 240 kWh, and its replenishment will be carried out through a plug-in socket, which is the standard solution for Solaris electric buses. . . .

The vehicles can accommodate a maximum of 65 passengers, 28 of them seated. Eight seats will be available from the low floor, making it easier for people with reduced mobility to take their seats.

Right now there are 27 Solaris electric buses in total operating the streets of German cities, including Brunswick, Hannover, Hamburg, Frankfurt, and Dresden.




No-Name 70 amp J1772 plug to 75 amp ITT plug/Tesla UMC mod

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by softwarehero (Posted Sat, 18 Aug 2018 11:51:16 GMT+7)
Does anyone know where to find those pins referred to here as "ITT 75 Amp Pins" ... I need the high voltage pins for both the J1772 and Tesla UMC ... but can't find them anywhere. I need the "enclosure" side of the pins ... the solid metal inner pin is easy to find ... and make yourself. I own both a Leaf and a Tesla and am working on a similar charger project to the project described here. Thanks !!!!!


An EV Bibliography

The 40KWH Battery Topic

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by LeftieBiker (Posted Sat, 18 Aug 2018 12:36:48 GMT+7)
I still have to update to fix the odometer issue. I think I have about 900 miles on the car, about 700 of them from me driving it.


Hydrogen and FCEVs discussion thread

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by GRA (Posted Sat, 18 Aug 2018 12:47:36 GMT+7)
Some more from the CARB 2018 Annual Evaluation of FCEV and H2 fuel station report (see upthread):
Selection of Renewable Hydrogen Production Facility under GFO 17-602

On June 13, 2018, the Energy Commission approved an award for a 100% renewable hydrogen production
facility under GFO 17-602. The selected facility will be developed by Stratos Fuel, the developer of the
hydrogen fueling station in Ontario. While the solicitation required a minimum production capacity of 1 ton
(1,000 kilograms) per day intended primarily for use at light-duty FCEV fueling stations, the awarded funds
will be utilized to add 2 tons/day production capacity to a 3 ton/day facility already under development
. The
full project is expected to be developed in three phases:

    • Phase 1: Development of a 5,000 kg/day electrolyzer-based hydrogen production facility in
    Moreno Valley. The electrolyzers will use grid-tied 100% renewable electricity for the production
    of hydrogen fuel that will be supplied to in-state hydrogen refueling stations
    . Current California
    Environmental Quality Act (CEQA) review and Energy Commission grant funds include this phase.

    • Phase 2: Future planned expansion of Phase 1 with an additional 10,000 kg/day of
    electrolyzer capacity on an adjacent parcel
    . Current California Environmental Quality
    Act (CEQA) review includes this phase, but Energy Commission grant funds do not.

    • Phase 3: Long-term planned expansion to include a 15-ton/day biogas steam-methane
    reformation system and a 20-ton liquefaction plant on an adjacent parcel
    . Current
    CEQA review includes this phase, but Energy Commission grant funds do not.

Selection of a Hydrogen-Powered Freight Infrastructure Project under GFO 17-603

On April 5, 2018, the Energy Commission announced the recommendation of award for three projects in
its Advanced Freight Infrastructure solicitation. One of the selected projects was for the development of a
hydrogen fueling facility at the Port of Long Beach. The project is a collaborative effort between Shell (doing
business as Equilon Enterprise, LLC), Toyota, and FuelCell Energy. The refueling facility will be supplied by an
on-site tri-generation facility with the capability to produce hydrogen for transportation fueling, electricity
for on-site facility use, and thermal energy for other local heating uses. These on-site resources are produced
via a Molten Carbonate Fuel Cell operating on directed bio-waste gas produced by agricultural processes
in California’s Central Valley
. The fueling infrastructure in this project will be used to fuel trucks provided by
Toyota (the previously-announced Project Portal Class 8 freight hauling truck), smaller FCEV trucks in drayage
service, and light-duty Mirai FCEVs as they are delivered via cargo ship and then transported to dealerships
throughout California. In total, the facility will be developed to provide fueling capacity of 1,270 kilograms
per day, 1,000 of which is intended for the heavy-duty truck pilot and demonstration
. . . .

CARB Analysis of DMV Registrations and Auto Manufacturer Survey
Reponses

Based on the DMV registration data, as of April 4, 2018, there were 4,411 FCEVs actively registered in the
state of California. The auto manufacturer members of the CaFCP have recently initiated an effort to provide
updated public deployment estimates based on their sales data, and to publish these estimates through
the Partnership website [1]. DMV registration data are in agreement with this industry estimate, which was
reported to be 4,421 through March 2018. Panel A of Figure 3 provides the county-based distribution of the
currently registered vehicles. The majority are registered in Los Angeles (35%) and Orange Counties (24%),
with much of the remainder registered to Santa Clara (14%), Alameda (5%), Contra Costa (3%), Sacramento
(3%), and San Mateo (2%) counties
. It should be noted that there are some registrations reported in counties
with no Open-Retail hydrogen stations within the county or in nearby counties. While the numbers are small,
and CARB does not have a method to verify their source, it is likely these registration records may fall in one
of two categories:

• Erroneous data collection and/or entry in the DMV registration database, or
• FCEV deployments that depend on private and/or research-based
fueling facilities near the registered location. . . .

Current Open and Funded Stations

Compared to the 2017 Annual Evaluation, there have been fewer changes in the set of open and funded
hydrogen fueling stations over the past year. The most impactful changes have been2
:
• The addition of the Beverly Hills, Mission Hills, Redwood City, and Studio City stations to
the hydrogen fueling network through a second round of awards under GFO 15-605

• Three stations that encountered completion difficulties (North Hollywood, Rohnert Park,
and Orange) are not included in this analysis; the removal of these stations from this analysis
results in reduced assessment coverage in the respective nearby neighborhoods.

In addition to these changes, the timing of individual stations’ projected opening dates have been updated,
the Chino station has been added back into projected station counts, and the capacities of the stations
awarded to FirstElement Fuel in GFO 15-605 have been updated to 500 kg/day. . . .


Understanding FCEV First Adopters’ Purchase Decisions

Beyond characterizing FCEV adopters themselves, it is also important to understand the motivations and
decision-making process that led them to the choice to own or lease an FCEV. Figure 21 and Figure 22
show adopters’ level of interest in FCEVs at the time they were shopping for their vehicle and the other
vehicle technologies they considered alongside FCEVs. According to these results, there does appear to be
significant cross-shopping between FCEVs and the other zero- and low-emission technologies available to
consumers, even when consumers are also considering conventional gasoline vehicles
. BEVs are the most common
alternative considered. In addition, FCEV adopters tend to have at least some prior knowledge
and interest developed in the technology before making their purchase decision, with a significant portion
entering the purchase decision with a single vehicle in mind. Still, approximately 15% of FCEV adopters were
not even aware of the technology before they began shopping for a new vehicle.

FCEV adopters may be motivated by a variety of factors when making the decision to purchase their vehicle.
Figure 23 shows the relative importance of several factors investigated through the CVRP survey. The most
influential factor appears to remain the potential to reduce environmental impacts, providing further evidence
that FCEV adopters are motivated by environmental concerns
. Access to HOV lanes (a non-monetary
incentive) was the second-most influential factor. This highlights the need for complementary policies to
help build this new consumer market and may be an indicator of the importance of considering commute
and other travel routes when assessing the need for new station locations in CHIT. Financial factors ranked
approximately equivalently to a desire for new technology and energy independence. However, when asked
9 Respondents were asked to identify up to two vehicle technologies to identify the single most influential
factor in their purchase decision, reduced environmental impacts was the most commonly-selected option but
financial considerations were the second-most influential followed by HOV lane access, as shown in Figure 24.

The CVRP survey also explores the correlation between station network development and FCEV purchase
decisions. Figure 25 shows the relative importance of various categorized station locations (near home, along
their commute, on the way to other frequent destinations, and on the way to or near vacation destinations)
to FCEV adopters’ purchase decisions. As previously reported, the availability of fueling stations near home
appears to be the most strongly influential network-based consideration for purchase decisions
, with fueling
along commute routes having slightly less influence. The need for stations along frequent daily routes (such as
on the way to errands or other daily and weekly-visited destinations) and long-distance or travel destinations
continues to appear to be low-priority for FCEV adopters. These observations are in agreement with
fundamental assumptions of CHIT’s coverage and coverage gap calculations. . . .

Comparison of Hydrogen Fueling to Gasoline Fueling Experience

The ultimate goal of the hydrogen fueling network development in California is to provide a fueling experience
that provides FCEV drivers the same utility for their vehicles as gasoline drivers experience with theirs. One
potential metric for gauging the hydrogen fueling network’s approach to parity with gasoline is a comparison
of the number of hydrogen fueling stations that drivers may routinely rely on for their travels and the number
of gasoline stations they had previously relied on. Figure 30 shows FCEV adopters’ prior experience with
gasoline station fueling and their current experience with hydrogen. Unsurprisingly, the data make it clear that
significant hydrogen fueling station network development remains. A disproportionate amount (~42%) of FCEV
drivers rely on a single station for their daily travels (compared to ~12% of prior reported gasoline experience).
FCEV drivers’ prior experience with the gasoline network tended towards regularly relying on two to four
fueling stations, with a significant number of respondents having previously relied on up to ten stations. FCEV
drivers do not yet rely on more than three stations to any appreciable degree, with the vast majority relying on
only one or two stations. This highlights the need to continue developing the station network with the goal of
providing service and convenience increasingly similar to the gasoline fueling network. . . .



Leaf Price / Discount discussion thread

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by Guzziboy (Posted Sat, 18 Aug 2018 12:48:11 GMT+7)
I live in New Hampshire USA. Summers are 80+ deg F and winters can be below Zero. Car will be 75% winter use as I ride a motorcycle during summertime. Total daily range needed to get to work and back is 80 miles. And I can charge at work.


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