Quote:
Originally Posted by pearl62
For the Leaf cells I've always used 4c continuous and 9c peak, which is what Hybrid Auto Center states. That would allow 2p. Remember that Enerdel 2p would be 35Ah, while Leaf 2p would be 62Ah... not exactly apples to apples.
For the capacity I am after (~29kWh) I would need 6p Leaf cells anyway, for capacity not peak current.
Remember, the temp rise of the bus bars at peak current is probably much less than the temp rise of the cells! I just need to keep it mind. I am thinking of implementing cooling via these Wakefield-Vette cooling plates. |
You're right - it isn't exactly apples to apples - that's what makes it interesting!
I'm definitely not trying to argue that the Leaf is a better option. In fact I'm looking for a lighter solution, if I can find one. The Enerdel option gives more room for tuning the voltage-capacity-current capability of the pack.
That said, here is some Leaf battery testing info:
http://avt.inl.gov/pdf/fsev/batteryleaf0356.pdf
In my case, I'm trying to meet the voltage requirements of the motor - it's driving the Nissan Leaf pack to be about twice my required capacity, at over 40kWh.
I really only need 20kWh.
Thank you for the cooling link.
BTW, I'm toying with pre-chilling the pack as a solution. Put it in an insulated box and cool it while charging. There is a lot of mass - which is thermal mass, after all - in a battery pack. It might just work for the 1 or 2 hours it's being used.