O.K. I did not previously understand that you were consuming energy from the battery while going downhill. I agree that makes no sense!abasile wrote:According to my gid meter's "power" readout, when my LEAF's regen reaches zero or close to it, the car is actually drawing power from the battery pack. At the same time, I'm going downhill and having to use the friction brakes. Running the heater at full blast doesn't seem to help in this case (other than by slowly reducing SOC); it simply draws more power from the battery. This makes no practical sense.
Can you give us an idea how much regeneration occurs, in kWh, before this condition sets in? Is it 1 kWh? 5 kWh? More?
Agreed that sounds very reasonable. In fact, regeneration already *is* more conservative since there is airflow available to cool the battery which does not exist during QC. OTOH, it seems to me that QC is currently overly aggressive, since it is possible to heat the battery to a rather high temperature.abasile wrote:In general, my expectation is that, for a given set of battery conditions, available regen should be equal to the allowed Quick Charge power, or perhaps somewhat less so as to treat the battery more conservatively. Only when "user SOC" approaches 100% does QC taper all the way down to zero.
But as my test yesterday showed, we only get about half the power in regeneration as is available during a quick charge. I suppose there could be a driving scenario up and down steep hills which come into consideration here. There are some sections of interstate that I have driven (not in the LEAF) which could create a LOT of battery heating for a sustained period of time. Or perhaps they did not want to bring the issue of activating the brake lights into the equation? (Although, as I have previously stated, IMO 20kW of regen should result in brake lights coming on!)
I've seen mention of this, but I do not know what it implies. Maybe it includes brake lights!abasile wrote:I'm hoping the 2013 LEAF's 'B' mode regen will be a bit more generous...