Energy from the wall from dead to 100%: 25.414 kWh
Energy from the onboard charger to battery: 22.031 kWh (86.6% charger efficiency)
Energy from the battery during discharge: 21.381 kWh (our 21kWh useable at 70F)http://www1.eere.energy.gov/vehiclesand ... 2012_o.pdfhttp://www1.eere.energy.gov/vehiclesand ... 2012_p.pdf
New 70F/20C fully charged battery:
Rated capacity: --24 ------- 300 ---- 100
Max possible. : ---24 ------ 300 ----- 100
Stored energy: --22.5 ----- 281 ----- 95 (4.1v per cell, 393.5 volts)
Usable energy: --21.3 ----- 281 ----- 95 (4.1v per cell, 393.5 volts)
Depleted cutoff: --0.5 ------ 5 -------- 2 (zero fuel bars remaining, 300v)
The official battery degradation capacity value, per the Nissan service manual for LEAF is as follows. It's important to note that Nissan removed all reference to this data in the April 2011 update of the service manual.
12 of 12 bars - 100% to 85%
11 of 12 bars - 84.99% to 78.75%
10 of 12 bars - 78.74% to 72.50%
9 of 12 bars - 72.49% to 66.25%
8 of 12 bars - 60% to 66.24%
300 Gid * 80 = 24kWh
Of that 24kWh capacity, 22.48kWh is pumped into the battery, and about 0.48kWh of the 22.48kWh is held in the battery at the bottom of the SOC, leaving 22kWh pumped in the battery that is "available" to use. Unfortunately, there are losses not accounted for with the 80 kWh calculation when you pull the energy out.
The usable value is closer to 75 per Gid, not 80. Actually, for that brand new battery with 21.3kWh usable at room temperature, it is about 77.45 per Gid.
A fully charged battery at 281 Gid, minus the 6-ish Gid remaining at Turtle leaves 275 Gid used multiplied by 77.45 per Gid = 21.3kWh (actually measured in a government test at room temperature). So, I just want to be clear that there are temperature related adjustments to capacity. We see Nissan's programming for these adjustments in the winter as the Gid count actually goes UP, even though the battery capacity goes down with cold.
The 80 value checks out perfectly against the government battery measurements. At 22.031kWh from the charger to the battery, plus the absolute likely minimum of 0.300kWh to 0.400kWh still in the battery, the total divided by 281 Gid equals 79.47 to 79.83 wattHours each.
Of course, we don't know that the government test actually showed 281 Gid. Just 280 Gid would put the value at 79.75 to 80.11. So, I'm glad we have non-Nissan lab results to back up our data.
The 21.381kWh actually recovered means there is a direct battery energy recovery loss of 21.381 / 22.031, or 97.05% efficient.
If we apply that 97.05% in this example to 80 wattHours, it becomes 77.64 per Gid for "energy from the battery during discharge".
Since they did this all in a lab at room temperature, it's perfect data to apply temperature correction factors to. But, the above example is why I chose 77.5 per Gid as the default. GIDs continue to be the gold standard for determining the only thing the end user cares about; usable capacity for range.
That usable battery capacity, with temperature correction and compensated for UNusable energy will generally align with the dash miles per kWh economy meter to get ultimate range.
The displayed kWh on the LEAF Spy app should reflect this data. Conversely, we get exactly the same ultimate result with continuing to call a Gid = 80 with a 97.05% correction factor.
Now, the app would show a 281 Gid battery at 70F temperature to have:
(((281 - 6 UNusable) * 80) * .9705 energy recovery factor) * 0% temp correction = 21.351kWh usable
Isn't is great how all that works out?
When the car is being driven at 4.1 miles per kWh, the DTE value in the app will show:
4.1 * 21.351 = 87.5 miles, or just about EXACTLY what it will actually do.