ztev said:I've been testing out features on my new '22 SL+, and when I turned on climate control yesterday, I noticed it dropped my battery charge from 100% to 98% after about 10mins. The car was plugged in to my 40amp EVSE. Is this normal/expected?
I agree, but when the battery is at 100% SOC (that Nissan allows for anyway), you can't place a 6 kW load on the charger when the batteries are in parallel with the same circuit that is running the heat sitting at 100% SOC. At that voltage level, the charger has ramped down the power to a few hundred watts to balance the cells. You can't be both 100 watts and 6,000 watts on the same circuit. The onboard charger is feeding in 100 watts because the battery is basically full, but the heater needs 6,000 watts to heat the cabin, so by the Ohm's law, the battery is going to have to make up that difference until it reaches a SOC low enough that the onboard charger can feed 6,000 watts into the circuit safely without damaging the battery. It's a physics limitation more than a design limitation. Otherwise, Nissan would have to install two OBC so one could work exclusivity with the battery on a separate circuit and the other would power the cabin AC/heater with another circuit.jjeff said:But the OP has a 40a EVSE and the 27.5a Leaf charger so should be more than enough to even charge the battery, not deplete it, IF the power was actually coming from the wall.
Yeah, nothing is wrong, just the way things work when near 100% SOC. If the Leaf was sitting at 80% SOC and then you started the climate control, all the power would easily come from the EVSE (your home power) and still have plenty left over to feed into the battery at the same time.ztev said:Thanks for the info everyone! I assumed that may be the case, but just wanted to make sure. From what I could tell, the car was charging at the same time (i.e. both my EVSE and the third blue light on the car were blinking). Good to know that it pulls from the battery, and not directly from the charger in this scenario, thus requiring a "buffer".
That makes sense and now that you mention it I think I might have also seen this scenario with my 32a EVSE and my Leaf with a 6.6kw charger. I was kind of bummed out as I really needed the range and wasn't too happy to leave with anything less than 100%, but in the end, ended up making my trip with a little to spare.knightmb said:I agree, but when the battery is at 100% SOC (that Nissan allows for anyway), you can't place a 6 kW load on the charger when the batteries are in parallel with the same circuit that is running the heat sitting at 100% SOC. At that voltage level, the charger has ramped down the power to a few hundred watts to balance the cells. You can't be both 100 watts and 6,000 watts on the same circuit. The onboard charger is feeding in 100 watts because the battery is basically full, but the heater needs 6,000 watts to heat the cabin, so by the Ohm's law, the battery is going to have to make up that difference until it reaches a SOC low enough that the onboard charger can feed 6,000 watts into the circuit safely without damaging the battery. It's a physics limitation more than a design limitation. Otherwise, Nissan would have to install two OBC so one could work exclusivity with the battery on a separate circuit and the other would power the cabin AC/heater with another circuit.jjeff said:But the OP has a 40a EVSE and the 27.5a Leaf charger so should be more than enough to even charge the battery, not deplete it, IF the power was actually coming from the wall.
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