Through the DC/DC converter, the Li-ion battery charges the 12V battery. There is a Li-ion high voltage battery pack within the Nissan LEAF (6). Under the floor of the car is positioned the high-voltage battery pack. At about 360 V DC, the high voltage battery pack stores energy.
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requirements for battery cells
Look at the illustration below for a description of the cell structure. Refer to the table below, “Transition of Commercial BEV Battery Transition on Nissan Cars,” for the cathode material.
The anode’s graphite material has a laminate structure made of several layers of carbon atoms. Because each layer’s bonding force is weak, lithium ions can pass through the layers and act as an electrode.
It can be seen that the bonded cell is coming off. The thin film cathodes, anodes, and separators are cut, stacked, and sandwiched with laminate film before being sealed in the cell, which has a small, straightforward structure known as a laminate type cell.
From the electrode side, the same cell is visible. The cell’s electrode tab is still positioned in between the external electrodes.
The change in the cathode material and the reduction in internal resistance are the two most significant changes made to the battery cell in this full model change (FMC).
(1) Ternary materials are used in laminate structures. The old model’s spinel structure (*Note) marked a significant departure from the Mn-Ni type materials. (See the “Transition of Commercial BEV batteries on Nissan Cars” graphic below.) (*Note) The spinel structure is a lattice that resembles a “jungle gym” and allows lithium ions to enter and exit.
Reducing internal resistance is step two. Nissan stated that the above-discussed updated electrolyte and electrode adjustments resulted in a 50% decrease in internal resistance per unit capacity. The battery capacity can be increased while retaining a natural cooling system thanks to this significant improvement in attributes (*Note). (*Note) The heat produced by a battery is the result of both chemical reactions and current resistance heat. Because the heat produced by chemical processes is less intense and the heat produced by current resistance is more predominate in lithium ion batteries, the lowering of internal resistance is effective.
OffGridInTheCity
I fixed up my home with solar electricity with assistance from a few friends, using Nissan Leaf(Gen 1) batteries.
I was hoping you might offer some suggestions for the ideal voltage range to keep my batteries in to increase their lifespan and cycling capacity.
These use lithium-ion technology and are organized in two lithium-ion cells in series, or 2s1p, inside a metal container. The standard 18650 / lithium-ion voltage range for each lithium-ion cell is 3.0 – 4.2 volts. The discharge curve knee is often between 3.5 and 3.6 volts, therefore it is the practical cut-off voltage because there is no benefit or power in discharging to 3.4 or 3.3 volts or similar levels.
They contain 2s1p lithium-ion batteries. Hence, 8v / 2 = 4.0v/cell. This promotes a long life. Turn off at 7.5 / 2 = 3.75 volts per battery. You could go a little lower, but it wouldn’t be wrong since the discharge curve knee is typically closer to 3.6 or 3.55 volts.
(I have my batteries set up in packs of 8 modules, for a total of 64 volts per pack.) My objective is to extend the battery life as much as I can.
A 14s lithium-ion battery, which is common for 48v nominal, will result from completing 7 modules. This will give you the widest selection of suitable equipment.
What is the Nissan LEAF battery’s amp capacity?
The spacer is constructed from a 1.5-inch square tube of 16-gauge steel that is put in a tray with a bottom made of half-inch plywood.
In order to provide weight-bearing cross supports for the camper’s floor, the spacer is next separated into compartments.
Above: To create cable pass-throughs, a 1.5-square frame was cut through, and the reinforced 1.5-lb piece of 1h x 2w tube was entirely welded and ground on both sides.
As seen in the image above, the pack configuration is 10-2S2P packs in the front compartment, 10-2S2P packs and 5-4P packs in the second compartment, and 10-2S2P packs in the rear compartment.
A common buss bar is connected to ten battery packs in parallel using 8-gauge wire. A pair of 2-gauge wires connects the buss bar between parallel sets.
Each pack provided up to 90 amps when installed in the Leaf’s automobile battery. The same batteries only provide a maximum of 23 amps when used in a camper battery setup. The inverter has a continuous maximum draw of 190 amps and a maximum 5-second pull of 267 amps.
Six toggle clamps are used to secure the completed spacer to the camper’s bottom. By placing the camper on 4x4s, removing the clamps, and lifting the camper off the spacer using the jacks, the battery may be totally removed in a few minutes thanks to the high current connectors on the power connections. Since I installed the battery system, I have not had to remove it.
Above: A blue CAT5 cable on the passenger side of the vehicle connects the BMS to the inverter to convey the messages “okay to invert” and “okay to charge.”
An electrical panel related to the battery pack now covers the door to the driver’s rear side wheel well. It includes power management hardware and the BMS (Battery Management System).
What kind of battery does the Nissan LEAF use?
The 24 kWh lithium-ion battery pack for the Nissan Leaf, which was unveiled in late 2010 in Japan and the US and is based on polymer cells, is manufactured by Automotive Energy Storage Corporation. The Leaf is categorized as a BEV since it lacks a combustion engine and relies only on the energy stored in its Li-ion battery for propulsion.
There is currently no active temperature management system in the battery system of the Leaf. But because the modules that house the cells are constructed of aluminum, they can serve as heat sinks inside the battery and so inadvertently remove heat from the cells.
The battery pack, which is installed underneath the car and can be seen in Figure 7.4, fits beneath the driver’s and passenger’s seats. The pack is installed squarely in the centre of the vehicle, which results in a low center of gravity. To prevent foreign material, such as liquid or dust, from getting inside the pack, the pack must also be sealed in accordance with IP69 requirements.
The Leaf’s range is estimated by the Environmental Protection Agency (EPA), based on the US drive cycle, to be about 73 miles, with an energy consumption of roughly 34 kWh every 100 miles. The Leaf’s fuel efficiency was likewise rated by the EPA at 99 MPGe (miles per gallon electric equivalent).
which Nissan LEAF’s battery is 62 kWh?
Nissan introduced the new generation Leaf in Japan in October 2017 for the 2018 model year, and deliveries in North America and Europe started in February 2018. A record 87,149 units were sold globally in 2018, placing it third overall behind the Tesla Model 3 and the BAIC EC-Series.
The second-generation Leaf shares many mechanical characteristics with the first while gaining more range and power. It significantly differs from the preceding model in terms of style. Apple CarPlay & Android Auto are added in the inside.
A 40 kWh lithium-ion battery and 110 kW motor are now included as standard equipment for the Leaf, giving it an EPA range of up to 240 km (149 miles). The LEAF PLUS delivers an EPA range of up to 364 km thanks to its standard 62 kWh lithium-ion battery and 160 kW electric motor (226 miles).
Its 40 kWh battery pack provides a 243 km EPA-rated range (151 miles). The electric motor generates a torque of 320 Nm (236 lb-ft) and 110 kW (147 hp) of power. It can receive power from the grid and charge using either a 50 kW CHAdeMO or a 6.6 kW standard plug (SAE J1772 in the US/Japan or a Type 2 connector in EU nations).
For a fee, the two highest trim levels of Propilot Assist, a lane-centering technology, come with autonomous parking in some countries. The vehicle has one-pedal braking, which allows the driver to bring the car to a complete stop without pressing the brake pedal; at this point, hydraulic brakes are automatically applied to hold the car in place. This feature is available in some models.
A Leaf e+ (Leaf Plus in North America) model has been available since 2019. It includes a new 160 kW motor and a larger 62 kWh battery, giving it an EPA range of 364 km (226 miles). It is capable of using 100 kW CHAdeMO chargers.
Nissan debuted the RE-LEAF, an unique emergency services Leaf prototype for natural disaster response, in September 2020. It is based on the 62 kWh LEAF e+ (sold in the U.S. as the Plus). The functional concept car is toughened with all-terrain tires mounted on motorsport wheels, a higher ride height of 70 mm (2.8 in), and underbody protection. It offers weatherproof external power outlets for site illumination, tools, or emergency medical equipment and is designed to act as a dependable transportable power supply for a small command center. Other changes include a cage-enclosed cargo compartment in place of the back seats, a rear hatch section that opens to a workstation area with a pull-out computer desk and an 810 mm (32 in) LCD monitor, and emergency lights mounted on the roof. The idea was highly appreciated in the automotive, electric vehicle, and tech media even though there was no indication of a real manufacturing version.
The Nissan LEAF’s motor has how many volts?
The lithium-ion battery’s direct current (DC) is converted to alternating current via the inverter (AC). The inverter, when combined with the AC synchronous motor, allows for precise motor speed control and is a crucial part of the EV.
Between the lithium-ion battery and the inverter is the DC-DC junction box, which houses the DC-DC converter. As required, it provides high-voltage sources from lithium-ion batteries to electric equipment. Additionally, it changes it to 12V so that the 12V battery may be charged.
Based on the signals from the resolver and current sensor, the inverter boosts the motor efficiency. It weighs 16.8kg, dimensions 304×256.5×144.5mm (11.3 liter), and has a DC voltage range of 240–403V. For the coolant, the bottom of the inverter creates a “water jacket” out of cast aluminum. Above the bottom of the inverter is the power module, which houses the IGBT (Insulated Gate Bipolar Transistor, a crucial component of the motor control) (not shown).
The motor controller is on the circuit board in the middle, above the flat condensers, and is distinguished by four square terminals (actually there are six terminals for three pairs of flat condensers). Nissan and Calsonic Kansei both produce the inverter at the Zama Works and Kodama factory, respectively (Saitama Prefecture).
Between the inverter and the lithium-ion battery pack under the cabin floor is the DC-DC junction box. although it is actually installed with the left side pointing upward, it is shown in the photo sideways. The DC-DC junction box performs three tasks: it supplies the lithium-ion battery’s high-voltage source to the 12V electric systems, distributes it, and charges the 12V battery.
The DC-DC converter (provided by Denso) is seen in the box on the left, and the relays are visible on the right. The “Panasonic” boxes are the universal EV relays “AEV 14012 M03” that Panasonic Industrial Device Obihiro provided. The relay that supplies source to 12V systems has a maximum permitted contact rating of 120A and a coil voltage rating of 12V DC. Both a quick charging relay and a slow charging relay are located in the junction box.
To the right of the picture is the front of the car. The inverter is located in the upper center of the DC-DC junction box, which is mounted to the left of the frame (cargo side) of the vehicle. The motor and reducer are located beneath the inverter. For safety reasons, the frame is made of a robust structure to withstand a collision with high-voltage electricity.
How long does the Nissan LEAF’s 12V battery last?
Depending on where you are and what you do, you’ll receive a specific timeline for your car. Extreme heat, frequent recharging (such as twice or three times a day), and city driving all hasten the battery’s depletion. The Nissan LEAF was designed to endure as much of these typical battery killers as possible, so you would have to be very rough on your car before you saw a significant change.
The Nissan LEAF was designed to travel up to 107 miles a day on a highway without recharging (depending on the model you choose.) You may travel up to 90 miles in even the busiest metropolitan traffic without having to worry about running out of juice. The battery will eventually lose power, but the amount of mileage you obtain will steadily decrease. The erosion will probably only have a minimal impact on you because the ordinary American will travel significantly less than the daily maximums. When you take care of your car, the Nissan LEAF battery should last between 8 and 10 years.