Power is proportional to current;
Heat is proportional to the square of the current
Power is proportional to current;
Nice write up. Interested in seeing a relationship between battery temps, starting charge current and what SOC the charge rate starts to drop (knee) You will need to do this again when the 100 KW chargers are available.Astros wrote: ↑Tue Oct 15, 2019 12:57 pmWe got back home last night, so I can finally write up our trip with our Leaf Plus. We've taken this same trip from Seattle to Ashland previously with a 30kWh and a 40kWh Leaf, and in previous years it took us almost 13 hours, mostly due to very slow charging.
According to Google Maps, with no stops or traffic our route should be 462 miles and take 7 hours and 32 minutes. We ran into very little traffic, and no broken or occupied chargers on our trip South, and reached Ashland in 10 hours and 38 minutes. On the return trip, we ran into rush hour traffic in Portland, and two of the chargers were already occupied by a Leaf when we arrived, so it took us 11 hours and 15 minutes.
Cruise control set to 65-70 for entire trip, except for short stretches in reduced speed zones or for traffic.
474 miles total (including 9 miles in the morning for an errand)
- 8:38am: leave Seattle
42°F outside, 55° battery (4 bars)
- 10:49am: Arrive Castle Rock (Webasto), 121 miles
48°F outside, 68.2°F battery (5 bars)
Charging: 44.2kW at the start, 29.6kW at the end with 88.3% SoC. 31.18kWh delivered over 46 minutes, 40.67kW average
- 11:35am: Leave
48°F outside, 89.6°F battery (6 bars)
- 2:53pm: Arrive Cottage Grove (Webasto), 184 miles
64°F outside, 97°F battery
--- on dash, 10.5% SoC LeafSpy
41.6kW at the start, 19.7kW at the end with 73.1% SoC. 38.89kWh delivered over 83 minutes, 28.11kW average
- 4:16pm: Leave
68°F outside, 114.8°F battery (8 bars)
- 6:13pm: Arrive Grants Pass (Webasto), 119 miles
64°F outside, 113.8°F battery
30.0 kW at the start, 30.2kW at the end. 7.0kWh delivered over 14 minutes, 30.0kW average
- 6:28pm: Leave
64°F outside, 114.8°F battery
- 7:16pm: Arrive Ashland, 42.5 miles
55°F outside, 116.6°F battery
20.9 miles remaining to 1% according to LeafSpy
Monday return to Seattle
My wife also drove two of the legs, and picked different speeds.
- 9:51am: Leave Ashland, with 96% SoC
50°F outside, 53.9°F battery
- 11:50am: Arrive Sutherlin (Electrify America), 121 miles
51°F outside, 70.0°F battery
44.7kW at the start, 34kW at the end, 47.75kW peak. 29.7kWh delivered over 38 minutes, 46.69kW average.
- 12:36pm: Leave
(I didn't record temperatures)
- 2:58pm: Arrive Salem (Blink), 124 miles
The charger by the capitol was occupied, so we had to drive over to the Fred Meyers to charge.
32.9kWh delivered over 47 minutes, 42kW average
- 3:45pm: Leave
I didn't record temperatures, but 8 bars on the dash
- 6:21pm: Arrive Castle Rock (Webasto), 102 miles
59°F outside, 105.6° battery
43.7 kW at the start. 26.03kWh delivered over 41 minutes, 38.09kW average
- 7:02pm: Leave
59°F outside, 120.5°F battery
- 9:06pm: Arrive Seattle, 121 miles
51°F outside, 114.6°F battery
41.2 miles remaining to 1% according to LeafSpy
I fixed that for you.
Ha! In the South, West and Flyover states, Interstate speeds are rarely below 75.
I agree except I'd add on to #3 and say that a 30 min recharge time is never going to be acceptable for a lot of people. Even 50% in 15 minutes won't do. People don't want to go backwards with technology. Any car on the road today can be refueled from getting off the road to back on it in 3-5 minutes depending on how slow the driver is moving around the vehicle. And that's 400 miles. People just won't tolerate 30 minute stops.OrientExpress wrote: ↑Wed Oct 23, 2019 12:59 pmEvery BEV, from Tesla to Nissan suffers from multiple disadvantages when it comes to long distance travel. And they are serious enough that these shortcomings will hinder BEVs gaining more than 2-3% of the world-wide fleet any time soon.
For BEVs to achieve parity with ICEs and be considered by the other 98% of the non-BEV world they must do ALL of the following. Every Bev can do some of these items but none can do all.
1. Speed: They must be able to be driven at 80 mph over their entire range. Most can do this today
2. Range: They must have at least a 400 mile range while be driven at 80mph which is normal for just about every mainstream ICE today regardless if that range is needed or not by the operator. Some BEVs are getting close to this.
3. Refueling time: They must be able to be recharged to at least 80% (concession to the general fragility of BEV energy storage systems) in 30 minutes or less, and be able to be recharged at that speed repeatedly. Some can achieve this today.
4. Cost: They must cost under $30K not including incentives or subsidies. This is the price for the majority of new vehicles that are sold today. There is at least one BEV that can do this, but falls short in other areas. Every ICE that costs under $30K can meet or beat items 1-3.
At the present, BEVs perform at the level of a 1965 ICE vehicle. Their range at speed is rarely above 250 miles when driven at 80, their costs still place them in the luxury not mainstream market, and their recharging performance and availability is spotty beyond urban and interstate environments.