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On another topic, might be interesting to check UBCO gets green light to accelerate EV adoption (geekzone.co.nz) - company site UBCO Bikes, New Zealand | The Utility Bike
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Just saw this in the Countdown car park in Johnsonville last night:
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kingdragonfly: Note the Nissan e-NV200 is based on the Leaf.
It has active cooling: the A/C runs whenever it fast charges. However at least one reviewer thought "this system is mostly ineffective at cooling the pack, but likely somewhat capable of equalizing temperatures within the pack."
https://insideevs.com/heres-nissan-employs-active-air-cooling-e-nv200-battery-pack/
AFAIK -- from observation -- the active temp control (cooling or heating) on the battery in my 2014 e-NV200 only kicks in when I'm AC-charging. But if I replaced its failed PTC resistive heater I'm pretty sure it'd work well at pre-heating, whether or not I'm charging or just idling in Drive mode. Maybe even while parked in Accessory mode (but doing that for extended periods is a *bad idea* becuz it drains the 12V battery).
As with a Leaf, repeated fast charges of my e-NV200 n a single day will raise its motive battery's temperature to the point that it works rather inefficiently.
For example... I reached the top of the Desert Road about 10 days ago, with a dash display estimating only 15 km of range and batteries above 40 degrees. I had made a few fast charges along 200 km from my starting point in Cambridge, and had been driving at 100 km/h with the cabin heater on for comfort. I had a few options. 1) Damage my e-NV200's motive batteries with a deep discharge at high temperature in the hope of getting the last 30 km to Waiouru. 2) Pay however much it would cost, and wait however long it would take, for a tow either to Waiouru or Turangi. 3) Pull over for a 10A 230 VAC slow charge from the 8 kWh range-extender/leisure battery that's in my 1-person fossil-free motorhome. Well, duh, obviously I chose door number 3. I went for a short walk in the blustery cold late-afternoon wind, then took a nap... and to my pleasant surprise, the battery temp was down to 20 degrees by the end of my top-up charge! Well it *was* pretty cold up there (somewhat below 10 degrees, from memory), so just blowing ambient air across the batteries would have been enough to drop the battery temp.
I'm pretty sure that the heat pump in my e-NV200 is on its 12V circuit -- so it's not gonna be energised during a DC fast-charge if, as I'm almost certain, the 12V charging circuit is only energised when the e-NV200 is in Drive mode, and I definitely can't have it in Drive when DC fast-charging. (Yes, I too made newbie mistake #1 when using a DC fast-charging system -- you gotta make sure the Leaf or e-NV200 is turned off before trying to start the charge!)
I'm pretty sure the fan blows air over the e-NV200 batteries at the very beginning of a fast DC charge, and also for extended periods if they're over-temp (perhaps >40 degrees).
I'm pretty sure the PTC resistive heater for the cabin can be used -- during either a DC or AC charge -- to blow warm air over the e-NV200 batteries if they're under-temp (perhaps <20 degrees).
BTW the PTC heater in the earlier Leafs and e-NV200 is prone to failure, as I recently discovered.. it is on the high-voltage DC circuit, and the blogosphere tells me it's rather a labour-intensive exercise to repair due to its location... the one in my e-NV200 failed somewhere between Waiouru and Paekākāriki, quite possibly from overheating -- as I had been using it quite heavily. I'm now using a $20 portable space heater on the 15A/230VAC supply from my leisure batteries. Works fine in the cabin while I'm driving (and *doesn't* cut into the very-limited range of my e-NV200 on its motive batteries), and it kept me comfortable in a very cold night recently in a caravan park at Pounawea. Even so I *might* go to the trouble and expense of replacing it, so that it can warm up the motive battery quickly if I ever spend a few nights in some cold offgrid place. (I don't have to worry about battery-preheating when it's garaged at my place in the Auckland area.)
And... in case you're wondering... driving range is significantly less in the e-NV200 than in the Leaf. One reason is that the drive train is "geared" differently: the e-NV200 has higher torque at low speeds (so it can haul its 500 kg payload up a steep hill). And another reason is wind-resistance, the Leaf being pretty aerodynamic in comparison to an e-NV200. In my e-NV200 (YMMV!): I go about 5.3 km/kWh when driving on a hilly (but not mountainous!) motorway at 100 km/h, *if* my batteries are at a reasonable temp. Limiting my speed to 80 km/h (and never putting my foot to the floor) will get me up to 5.6 km/kWh; and on a flat road at a max speed of 50 km/h it can go 6 km/kWh. But... if the tyres are underinflated, or there's a big altitude rise, or the motive battery is above 35 degrees... you can get caught short. Tows are expensive! You're really really unlikely to get a top-up charge from a passing vehicle, unless it's an e-motorhome with enough amperage (and enough spare kWh, and enough time) to give you a slow-charge... but hey if you ever are in that fix, and see a silver e-NV200 NBA 108, flag me down and I'll give you a boost if I can ;-)
And... it was Cam at TransMarine Pro in Opua who did the electrical design and installation: four 700 AH LiFePO4 marine batteries, a high-spec 3 kVA inverter and a battery charger and a solar controller etc. I recommend him highly!
And... while I'm namedropping, the interior of my e-motorhome was designed and installed by CamperDiem in Flat Bush. Great work! (But not quite complete, they rushed to get it ready in time for my current trip. I'll be dropping it off again sometime to get curtains and a roof-mounted awning.)
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