scottf200 wrote: cwerdna wrote:
scottf200 wrote:Does the LEAF EVSE or car interface allow you to select lower amperage settings like the Tesla's (adj down to 5a) or Volt (8 or 12)?
Current Leafs do not. I don't know about the '18.
Nobody should need to screw with this anyway. Not many vehicles let you turn down the 208/240 volt charging rate. Teslas and the BMW i3 are the only two I'm aware of. It just adds to confusion (besides being a potential source of error and range anxiety if the driver forgot and left the charging rate turned down) and honestly, doesn't belong in a car's UI.
Re: 120v -- Similar situation on 120v at least with the Volt. You can change the supplied charger EVSE to 8 or 12 amps ... and you can do that within the Volt as well. Some receptacles in old homes or not wired well (pushed wire vs screw) have shown over heating "signs" on 12 amps.
Re: 120v/240v -- Hardware-wise if you use the Tesla_Model_S/X/3 Gen 2 NEMA Adapters then they have circuitry in them that talk to the S/X/3 to tell it to automatically set the amps. That way users can't try to draw too many amps.
This is why I was trying to limit what I said to 208/240 volt charge rate and to also limit it to the vehicle's UI. I'm aware of the 120 volt 8 amp/12 amp thing on GM vehicles where IIRC, it was originally on the EVSE then got moved to a menu item in the car's UI.
As for Tesla, I'm aware of what you're talking about, where the mobile connector, depending on the adapter attached will limit the amount drawn (presumably via the J1772 pilot signal, to which the car's OBC must comply). However, this isn't part of the car's UI. And, it assumes that if for example, a 14-30 adapter is attached, that the circuit itself is a 30 amp circuit, able to sustain a 24 amp continuous load. The driver doesn't need to screw with any UI. They select the adapter that fits and the car will not draw more than what's safe for a continuous load on that circuit.
AFAIK, unfortunately, it doesn't look like the 120/240 volt EVSE available with the US '18 Leaf has the flexibility the Tesla mobile connector has. It appears to be either NEMA 5-15 or 14-50 only.
And, as I mentioned, the i3 and Teslas having some UI within the car to adjust charging rate is unusual and can create confusion and added sources of error. From what I recall on the i3 Facebook group, it leads people to even want to do unsafe stuff like installing an EVSE w/unsafe amperage for the circuit then turning down the rate via i3's UI, which one may forget.