Marktm wrote: ↑
Wed Jun 24, 2020 7:30 am
Again thanks for sharing lots of hard-earned learnings. I put my few $$'s down on Fenix Power's first offerings - knowing it was likely only going to promote more knowledge about the Leaf's battery, with a good chance of failing in their expected offerings/results. Have you been able to obtain, analyze, use any of their work - if only what not to do?
The big issue with Fenix isn't necessarily technical (I don't know anything about their technology and don't think we'll be able to get anything), it's just the financial aspect. They are not charging enough money to run a sustainable business. As a small company in a pretty small niche, you can't sell quality new batteries for $6k. You're losing money on that deal, and you're not getting enough of it back on subscriptions.
But that said, I do have quite commie ideas about how you should run a sustainable and responsible company, so don't take this as gospel.
Thank you as well. Do you think there is any value in opening the hump in the back seat and trying to direct the AC output from the cabin into the hole? Or is that just futile? Anecdotally, it also seemed that by opening the front hood (the bonnet) while Quick Charging, it would mildly reduce the rate of battery heating. But again, that seemed mild at best.
Some people have done that and report good results, a customer of ours has done this and swears it's made a big difference. I'm less convinced.
You're blowing ever so slightly colder air over a battery case with poor thermal conductivity. There's not enough delta-T and not enough thermal conductivity to get much heat out of the battery that way. During a QC session the battery is producing between 1-2.5kW of heat, and the best you can do with 10C colder air is remove in the order of 100W or so. It's going to delay thermal throttling a little bit, but not much.