Tincan
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- Thread starter
- #1
I've been using the Electrify America chargers (& a couple EVGo) more than usual this past month, and I've tried logging several sessions. The car was always heating the battery en route to the charger, but didn't always manage to hit its target temperature in time (cold outside + limited precondition time: home -> ski -> charger -> home). Ambient temperatures were between -10C and 10C on average.
Some info before the data:
Around where I live we have a decent number of 150kW chargers, but depending on which one you hit, even when there are no other cars, it's unfortunately 80-110kW or 140kW. Not the 175kW other people sometimes see at other locations. I don't know what's up with the 150kW chargers that output 100kW at most, maybe some broken hardware in the power cabinets. They worked fine last year, but it's been like that for 3+ months.
Mostly relevant for the 150kW chargers, there is a very sharp drop in the Taycan charging rate around 55% if you're not at the target temperature. If you're 1 degree too low, you get dropped to 100kW. It's annoying because the car will charge just fine at 150kW for another 20-30% with just that tiny extra degree. The cutoff seems to be 42°C. See the big table at the end around the 55%/40C area. I've seen this over and over again, so it's definitely the car, not the charger. @daveo4EV had a similar thing happen in this thread.
Below the first blue marker is the start of the charge, and the second when the charging rate dips to <100kW. When the green line (temp of coolant entering battery) is higher than the the yellow (coolant exiting battery) one, the car is heating the battery, and they they flip it's cooling it. Here it seems to cool the battery too aggressively for optimal charging time (?).
On the chart to the right, yellow is power to the heater and green to the compressor. You can see the heater turning off as soon as the car is plugged in.
- - -
(sorry for the shitty formatting)
Then finally, the actual table with the logged values. This is on the "P" update, with a PB+ car, across ~10 charging sessions.
Some info before the data:
- Yes, "800V architecture" but that's when the battery is full. It's around 700V at 20%
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- The power limit is current (amperes). If a charger can only output 100A, at 700V that's 700*100 = 70kW; at 800V 80kW. So it's normal to see the rate of charge increase as the battery fills up -- when the charger is the limiting factor.
- Different chargers at the same location have different maximum current outputs (?). Sometimes as large as a 20% difference between stations (or even more, but then I'd consider the low one as having issues)
Around where I live we have a decent number of 150kW chargers, but depending on which one you hit, even when there are no other cars, it's unfortunately 80-110kW or 140kW. Not the 175kW other people sometimes see at other locations. I don't know what's up with the 150kW chargers that output 100kW at most, maybe some broken hardware in the power cabinets. They worked fine last year, but it's been like that for 3+ months.
Mostly relevant for the 150kW chargers, there is a very sharp drop in the Taycan charging rate around 55% if you're not at the target temperature. If you're 1 degree too low, you get dropped to 100kW. It's annoying because the car will charge just fine at 150kW for another 20-30% with just that tiny extra degree. The cutoff seems to be 42°C. See the big table at the end around the 55%/40C area. I've seen this over and over again, so it's definitely the car, not the charger. @daveo4EV had a similar thing happen in this thread.
- The car wants to arrive around 31°C at low SoC
- The car stops heating the battery when plugged in, and it's not warm outside
- The 150kW chargers not really hitting 150kW don't heat the battery enough part of the charging process
Below the first blue marker is the start of the charge, and the second when the charging rate dips to <100kW. When the green line (temp of coolant entering battery) is higher than the the yellow (coolant exiting battery) one, the car is heating the battery, and they they flip it's cooling it. Here it seems to cool the battery too aggressively for optimal charging time (?).
On the chart to the right, yellow is power to the heater and green to the compressor. You can see the heater turning off as soon as the car is plugged in.
Then finally, the actual table with the logged values. This is on the "P" update, with a PB+ car, across ~10 charging sessions.
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