Id keep LFP at 100 unless Tesla says otherwise?
Optimal EV Charging
- Thread starter ecotourist
- Start date
Actually you have it backwards in one respect. There is a parameter known as battery acceptance rate, generally measured in KWH/Hour. Battery acceptance rate is tightly coupled to battery capacity; larger capacity batteries accept charge much faster. My PHEV can gain 10 miles of range per hour on a 240 VAC level 2 charger. A Tesla Model 3 could gain 40 miles of range per hour on that same charger.
My use case five days a week is under twenty miles per day, meaning overnight charging on 110 VAC works. Nevertheless I am working on installing a 40 Amp level 2 charging station on a dedicated 50 Amp circuit. The project has been delayed by scope creep, including painting the garage, repairing drywall, etc. A 40 Amp charging station is well above and beyond the battery acceptance rate of my humble PHEV. This project is all about the next car. Either that or the addition of another plug in vehicle. For now the 2017 Prius V in my signature is not leaving the stable anytime soon, but the 2010 Prius is due for replacement.
Understood, but what is the % state of charge they both gained? Miles of range isn't apples to oranges either because the max electric range on the Tesla is much higher. I was thinking of time to charge to full.
Obviously they are going to use faster charging technology in a straight EV because people will need it. In a PHEV mostly you just charge overnight and if you run out of charge you just continue on using gasoline.
Charging the Tesla is like filling up the gas tank on a truck while charging the PHEV is like filling the tank on a smart car. Just in this case the truck came with a much bigger hose.
I just woke up so hopefully this analogy makes sense.
The rate of charge from being plugged in isn't even that high compared to how fast the battery is charging (in bursts) when recapturing energy from regenerative braking. With hybrids and PHEVs with smaller batteries, it's about the same rate as electric-only. Here's an academic paper on the effect of regenerative braking on battery life:
https://www.mdpi.com/1996-1073/16/14/5303
In my case it's five hours from 0-100% on 11VAC or 2.5 hours on 240 VAC. TIme to fill it is less relevant than time to get enough charge to make it to the next opportunity to charge. Sometimes I stop at a free public charger on my way home just to be sure that I can run the heat without starting the ICE.
Makes sense. Especially if you have things you need to do, that can be done while charging. I would sit and update my work timesheet, my mileage spreadsheet, etc while that happened. I would still much rather have a plug in hybrid than a full EV because you're stopping at the free charger to save $, not because you have to. You can always make it home or wherever you need to because of the ICE.
Exactly. I use the time to read email, return calls and do a little shopping. Earlier this week I plugged into a free charger, got a haircut and shopped three stores before heading home. That came to a free hour on a level 2 charger with zero wasted time. Sadly one of those three shopping stops was at Walmart where I was unable to find a five quart jug of 10w30 M1 HM for my OPE.
Now that being said, I believe that the vast majority of multi vehicle households could get away with one EV to handle all of the short trips that are not that friendly for ICE vehicles. A case in point for me is the weekly grocery shopping. That trip is 3-1/2 miles each way with an hour of cool down in between. An ICE vehicle doesn't have time to warm up. Our PHEV handles the grocery run now and we can even use the heat in the dead of winter since the roudtrip is so short.
Another good YouTube on sensible charging. His range retention is very impressive. Sorry about the ad in the middle.
I went over this morning since my dad was asking for help, and I tested out whether or not it could report not charging, but higher than 2V. I set it to scheduled departure and closed the door. I had to figure out how to do it since the display goes blank, but any preconditioning seems to stop if the door is opened. But then I closed the door and I could hear the fans going on, but the big charging display came on. It showed about 240V and between 14-17A, but indicating that it wasn't charging the battery. So it was using a big draw from the Mobile Connector, but not going to the battery.
After a few minutes of the fans going on, they stayed on but the current went down to maybe 5A. So that’s probably just holding the battery in the preconditioned state waiting for it to be driven.
Two cars with dead batteries.
Kelly Blue Book
Kelly Blue Book
If your picture was factually accurate and actually showed an EV it might be funny but still at best it would be trolling.
Reality is that your post is a sad grab for attention.
Now do a bmw m or mb amg with a blown engine and a Tesla with a blown motor.
Here are a few shots for non EV users who might be curious about non Tesla chargers. These ones are owned by BC Hydro, the taxpayer owned utility in British Columbia. It’s source of power is almost 100% hydroelectric. Prices are in CDN dollars. Multiply by 0.7 for US dollars. They recently upgraded to one 50 kW and one 100 KW charger. At this point it’s hardly used. Build it and they will come.
They need to put higher power chargers in. Various remote areas only have max 50kW, often with only one dispenser. That won't cut it for road tripping...
True, but I’ll be the first to say if you spend enough time on the road that you aren’t primarily using home charging I would not buy an EV. I realize the inconvenience of that stop. With ICE the inconvenience is cost no matter where you’re at.
I wouldn’t be pleased waiting on a slow charger. I’ve yet to see it happen here, there’s charging everywhere and it’s mostly rural Midwest. I’m absolutely amazed when I see what’s been put in here and people still have trouble finding charging in other places. 2 years ago I’d be hosed if I didn’t buy a Tesla to have charging away from home and now it’s pretty open to everything even before the NACS adaptors and Tesla agreements.
Yeah, I feel like faster DC faster chargers is important to charge more cars in the same amount of time.
Yes, us Bolt owners will still be puttering along at 50Kw no matter how great the charger is but so many modern EVs absolutely rip along at 200Kw+ that a 50Kw charger is obsolete.
Kyle did a test of the Silverado EV and it did 350Kw for a long time and even at 80% was still doing over 200Kw. Now THAT’S a charging curve I can get behind!
Imagine if you went to a gas station and it had 100 pumps but each one could only pump gas at like 1 gallon per minute. That would suck!