Great video, problems solved and new problems gained. The nearest Chargers to me have been broken now for over a year. Nobody seems to be in a hurry to fix them.
Another very interesting Video with More questions than answers, but this keeps me thinking what I would do If I we're in your shoes. Probably give Up chademo and Go für ccs? Hmmmm - Just my 50 Cents ... Keeps on trying and keeps US updated! Thanks a Lot for your Work! 👍👍👍
@@andreasrichter1611 with the Resolve-EV VCU you are currently limited to the options that came with the Nissan Leaf. So that includes Chademo, but not CCS. Although maybe there are future devs in that area.
The CCS to Chademo adapter is very expensive. I wonder if it would be less expensive to buy a CCS charging port and battery connection cables from a scrap car. 🤔😊
@@thegreatarjan Yes, but apart from communication, it's identical as far as I understand. Such a pity that the developer of the Resolve-EV controller doesn't integrate the CCS communication code. It cannot be /that/ hard.
i remember a few years ago people with teslas were buying chademo to tesla adapters because they could skip the line or find extra charging locations. now they are going away soon it seems here in usa
@@flyingtools wow i just checked and theyre still 400-1000usd. shouldnt be so difficult to build one. 2nd hand ~350. looks like the receptacle is 50usd
Interesting! Please correct me if I am wrong, and I’m sure you will have considered this… But if the original battery and BMS was for 40kWh (correct?), is that how the BMS is responding to the charger? So when it gets to 40kWh, it says full, 100%. But you have 55kWh of modules in your project, so there is 15KWh spare capacity above the 40kWh / 100% Is that the way to understand the disparity? Please correct me, because I will at some stage get to a similar decision point on which modules to use on my Resolve / Leaf project. I forget, did you include any kind of CANbridge in your project? I know the various Chinese sellers of new modules always include one to modify the values in the display (and I guess the charger aswell). But I don’t know how this would work in a VW ID project.
The Nissan BMS uses both voltage and current integration to calculate SoC. So it will be off because of the unexpected capacity but later correct for it. I think in Leafspy he saw a different SoC than that on the charger. Some say the BMS even adopts to capacities higher than designed (i.e. SoH > 100%) but I could never verify that.
@@EngineersFear thanks. I’m separately watching a Nissan Leaf user forum where soon there should be a validated experience of someone who took the plunge and bought a new aftermarket 62kWh battery pack complete with ‘reprogrammed’ BMS (from a 24 - 40kWh original). It will be interesting to see how that works out from a genuine customer. I have not decided which way to go on battery modules yet (new or 2nd hand) but that could be an option for me if it is stable long term.
Hi! This is what I have found when I have tested it: When discharging it calculates the kWh and then it turn of the loads when 5% soc is reached. When I do an ignition cycle the soc will go up to around 12% and then turn of again at 5 % soc cycle the ignition again and you will now get 9% Soc and so on. When you now start to charge the car and it will reach 100% Soc, then it will start to check the cell voltage and keep on charging until you reach 4.15 V per cell. I did this test with an 24kwh BMS to make it easier to perform this test.
@@flyingtools so maybe the original BMS is a bit more adaptable to unusual module capacities than I thought! I have a petrol gauge that gives similarly reliable results for remaining fuel, so I am used to this kind of thing.
Coolt att det gick att ladda! Det kanske är så att Leaf-modulen räknar med kapaciteten från originalbatteriet som var på 24kWh och lite säkerhetsmarginaler. Kommer du då in med 50% laddnivå, så räcker det ju i princip med 10kWh för att få fullt batteri. Tror att det är lugnt med tempen, du har ju mycket större batteri som är gjorda för högre strömmar, men du laddar sakta i "Leaf-speed". Jag kom upp i ca 40-45kW i början när jag laddade min, men det dalade sakta men säkert nedåt till 30kW när man närmade sig 80-85%. Chademo är lite sorgligt, jag tyckte att Nissan redan borde ha hoppat på CCS EU tidigt, istället för att envisas med Chademo. Nu finns det inte många kvar, byggs knappt några nya och de laddarna som installerades i början strular ofta. Men din fina Golf är GRYM! 🤩😃
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Great video, problems solved and new problems gained. The nearest Chargers to me have been broken now for over a year. Nobody seems to be in a hurry to fix them.
Thank you 🙏
That’s a shame.😩
Why dont Upgrade to CCS?
Thanks for another great video
Thanks 🙏
CCS to Chademo adaptor built in to the car would be great !
Yes but it is so expensive!!
absolutely genius to convert oldtimers to electric 😎✌🏻🤘🏻👍🏻👍🏻👍🏻👍🏻☕
Glad that you like it 🤩🙏
Great video!
Thanks🤩🙏
Another very interesting Video with More questions than answers, but this keeps me thinking what I would do If I we're in your shoes. Probably give Up chademo and Go für ccs? Hmmmm - Just my 50 Cents ...
Keeps on trying and keeps US updated! Thanks a Lot for your Work!
👍👍👍
@@andreasrichter1611 with the Resolve-EV VCU you are currently limited to the options that came with the Nissan Leaf. So that includes Chademo, but not CCS. Although maybe there are future devs in that area.
Thanks, glad that you liked the video ☺️
Kul du fått det att funka 🎉
Ja, fint att ha möjligheten iaf.☺️
The CCS to Chademo adapter is very expensive.
I wonder if it would be less expensive to buy a CCS charging port and battery connection cables from a scrap car. 🤔😊
CCS and Chademo are different in communication. That's why the adapter is so expensive; it is actively translating between the two "languages"
@@thegreatarjan Yes, but apart from communication, it's identical as far as I understand. Such a pity that the developer of the Resolve-EV controller doesn't integrate the CCS communication code. It cannot be /that/ hard.
I already have an ccs connection behind the fuel lid. I’m just waiting for the price on the adapters to go down.
i remember a few years ago people with teslas were buying chademo to tesla adapters because they could skip the line or find extra charging locations. now they are going away soon it seems here in usa
Yes, that’s sad. I really hope that the adapters will go down in price.
@@flyingtools wow i just checked and theyre still 400-1000usd. shouldnt be so difficult to build one. 2nd hand ~350.
looks like the receptacle is 50usd
Interesting!
Please correct me if I am wrong, and I’m sure you will have considered this…
But if the original battery and BMS was for 40kWh (correct?), is that how the BMS is responding to the charger? So when it gets to 40kWh, it says full, 100%.
But you have 55kWh of modules in your project, so there is 15KWh spare capacity above the 40kWh / 100%
Is that the way to understand the disparity?
Please correct me, because I will at some stage get to a similar decision point on which modules to use on my Resolve / Leaf project.
I forget, did you include any kind of CANbridge in your project? I know the various Chinese sellers of new modules always include one to modify the values in the display (and I guess the charger aswell). But I don’t know how this would work in a VW ID project.
The Nissan BMS uses both voltage and current integration to calculate SoC. So it will be off because of the unexpected capacity but later correct for it. I think in Leafspy he saw a different SoC than that on the charger. Some say the BMS even adopts to capacities higher than designed (i.e. SoH > 100%) but I could never verify that.
@@EngineersFear thanks. I’m separately watching a Nissan Leaf user forum where soon there should be a validated experience of someone who took the plunge and bought a new aftermarket 62kWh battery pack complete with ‘reprogrammed’ BMS (from a 24 - 40kWh original). It will be interesting to see how that works out from a genuine customer. I have not decided which way to go on battery modules yet (new or 2nd hand) but that could be an option for me if it is stable long term.
Hi!
This is what I have found when I have tested it:
When discharging it calculates the kWh and then it turn of the loads when 5% soc is reached. When I do an ignition cycle the soc will go up to around 12% and then turn of again at 5 % soc cycle the ignition again and you will now get 9% Soc and so on.
When you now start to charge the car and it will reach 100% Soc, then it will start to check the cell voltage and keep on charging until you reach 4.15 V per cell.
I did this test with an 24kwh BMS to make it easier to perform this test.
@@flyingtools so maybe the original BMS is a bit more adaptable to unusual module capacities than I thought!
I have a petrol gauge that gives similarly reliable results for remaining fuel, so I am used to this kind of thing.
Bra Klipp i Golfen😜👍
Du Kommer lösa alla
ladd problem.😎👍heja heja
Haha, ja den går fint😉
The more you look, the more you question. It's part of Engineering, isn't it to know when to stop worrying.
True.
Coolt att det gick att ladda! Det kanske är så att Leaf-modulen räknar med kapaciteten från originalbatteriet som var på 24kWh och lite säkerhetsmarginaler. Kommer du då in med 50% laddnivå, så räcker det ju i princip med 10kWh för att få fullt batteri.
Tror att det är lugnt med tempen, du har ju mycket större batteri som är gjorda för högre strömmar, men du laddar sakta i "Leaf-speed". Jag kom upp i ca 40-45kW i början när jag laddade min, men det dalade sakta men säkert nedåt till 30kW när man närmade sig 80-85%.
Chademo är lite sorgligt, jag tyckte att Nissan redan borde ha hoppat på CCS EU tidigt, istället för att envisas med Chademo. Nu finns det inte många kvar, byggs knappt några nya och de laddarna som installerades i början strular ofta.
Men din fina Golf är GRYM! 🤩😃
Jo, så tänkte jag med, fast laddaren läste ju runt 20% när jag började. Ev hade det tidigare batteriet en väldigt låg soh.
Tack🤩🙏
how to get your contact
It’s ok here to start with.