TeslaBjornmetricus wrote: Judging by ByornTesla's

TeslaBjornmetricus wrote: Judging by ByornTesla's
Per Bjorn, heat related throttling starts at 40C. I'm willing to bet good money that the middle of the LEAF temperature gauge easily straddles the throttle zone.metricus wrote: We'll see.... I'll pop in the dongle when it arrives and report back.
There is already one report of seeing 25 KW charging speed @ 20% SOC so looks like nothing has changed.lorenfb wrote:That's yet to be determined, i.e. basically no data exists compared to the 40 kWh except anecdotal - especially via LeafSpy.SageBrush wrote: The 62 kWh model is improved in terms of rapid-gate
Wrong conclusion. In the best case the cooling is fairly anemic* and only operates while the car is on and connected to a charger. It is still possible to reach heat related throttling fairly easily. So finding a condition that is throttled in no way means that a cooling method has not been added. Just because 'everything' has not changed does not mean that 'nothing' has changed. Hyperbole turns your reasoning ability to mush.DaveinOlyWA wrote:There is already one report of seeing 25 KW charging speed @ 20% SOC so looks like nothing has changed.lorenfb wrote:That's yet to be determined, i.e. basically no data exists compared to the 40 kWh except anecdotal - especially via LeafSpy.SageBrush wrote: The 62 kWh model is improved in terms of rapid-gate
Where're the data/reports that indicate that the Plus has a very basic TMS? You haven't posted any links! You're better than that.SageBrush wrote: Wrong conclusion. In the best case the cooling is fairly anemic* and only operates while the car is on and connected to a charger. It is still possible to reach heat related throttling fairly easily. So finding a condition that is throttled in no way means that a cooling method has not been added. Just because 'everything' has not changed does not mean that 'nothing' has changed. Hyperbole turns your reasoning ability to mush.
And where did the 50 mOhm assumed battery resistance come from?SageBrush wrote:Bjorn reported that the battery stays at 40C during a 25 kW charge in the e-NV200. If my arithmetic is correct that works out to ~ 240 watts of heat dissipation presuming 50 mOhm resistance.
As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb wrote: And where did the 50 mOhm assumed battery resistance come from?
Yes, but the Plus should have 24/62 X .050 ohms (~ .020) of my 2013, given the larger battery size - more cells/pouches in parallel.SageBrush wrote:As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb wrote: And where did the 50 mOhm assumed battery resistance come from?
I thought about that but the 40 kWh pack (that I think DaveInOly tested, IIRC) showed similar resistance results so I decided to err on the side of disappointing AESC engineering.lorenfb wrote:Yes, but the Plus should have 24/62 X .050 ohms (~ .020) of my 2013, given the larger battery size - more cells/pouches in parallel.SageBrush wrote:As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAFlorenfb wrote: And where did the 50 mOhm assumed battery resistance come from?
If the battery resistance hasn't really changed, e.g. marginal Plus chemistry, that can explain the added battery heat occurring
for the Plus while charging and high speed driving.
Here's what's needed (Tesla app TM-Spy during Ludicrous mode):SageBrush wrote:I thought about that but the 40 kWh pack (that I think DaveInOly tested, IIRC) showed similar resistance results so I decided to err on the side of disappointing AESC engineering.lorenfb wrote:Yes, but the Plus should have 24/62 X .050 ohms (~ .020) of my 2013, given the larger battery size - more cells/pouches in parallel.SageBrush wrote: As usual, the ether. I took the optimistic side of your readings on an old 2013 LEAF
If the battery resistance hasn't really changed, e.g. marginal Plus chemistry, that can explain the added battery heat occurring
for the Plus while charging and high speed driving.
Here is a screen capture of what I am working on next for TM-Spy. In Settings/Options you can place TM-Spy into a mode where it just sits and captures battery voltage and amps at a CAN bus rate of 100 per second. You can do this with the current release and see the ELM transmit LED stay on solid but the next version lets you see the data capture.
This screenshot is from an "Insane' run I was taken on last week. The amps at the peck is 1300 which is right on spec. Note how the voltage sags when you start pulling 1300 amps from it. The graph moves from right to left which is why you see -16 seconds on the left edge. You can also see the regen power and the battery voltage go above the voltage when the car was stopped (near 0 power).
SageBrush wrote:Per Bjorn, heat related throttling starts at 40C. I'm willing to bet good money that the middle of the LEAF temperature gauge easily straddles the throttle zone.metricus wrote: We'll see.... I'll pop in the dongle when it arrives and report back.
Get ready to be surprised. The LEAF temperature gauge is not just poor, it is misleading.