jaapv said:
You must be descending Mount Everest if your high power input stays as high as that for as long as a CHAdeMO charge lasts.
Exhibit A - Tioga Pass Road between Tioga Pass and Mono Lake (CA-120): https://www.google.com/maps/@37.9501071,-119.2051266,3a,75y,91.43h,86.98t/data=!3m6!1e1!3m4!1sJtPUACxqM3q0lSOz87S3kg!2e0!7i13312!8i6656 Geologically, the Sierra Nevada range is an uplifted, tilted block mountain range. The western side has a relatively gentle slope, and takes around 60-90 miles to get from base to crest. But the eastern side is an escarpment, and drops from crest to the valley floors in a matter of only a few miles. The road in this spot descends the eastern side of the mountain. You can see the dramatic views of the escarpment by going a few miles east of the mountains on the valley floor and looking back to the west, for example, at this spot, with the view looking back toward the mountains, with Tioga Pass near the right side of the photo: https://www.google.com/maps/@37.9034193,-119.0620978,3a,75y,258.32h,90.29t/data=!3m6!1e1!3m4!1sjs41uIA-A0p63GEs_9Assw!2e0!7i13312!8i6656
Exhibit B - Grapevine grade (Interstate 5): https://www.google.com/maps/@34.8861649,-118.9031653,3a,75y,297.77h,84.62t/data=!3m6!1e1!3m4!1sQFZUrcN1wbjO85hUHqYvYg!2e0!7i16384!8i8192!5m1!1e4 5 miles of 6% grade. In my experience, this isn't as hard on the batteries coming downhill as roads like Tioga Pass Road, because it's a freeway and you can just let it coast in B0 @ 90 mph, ignoring the "watch downhill speed" signs. Even so, you may have to lightly use the brakes at times to not exceed 90 mph. But going UP this grade in the opposite direction is much worse on the batteries. The car must run the ICE at maximum power and draws down the battery by about 50% on the gauge in around 8-9 minutes. And that's from the Grapevine exit all the way up to Tejon Pass, and includes the relatively flat area between Lebec and Frazier Mountain Park Road. If we include only the 5 mile 6% grade section, it's drawing down the batteries even faster, albeit only around 5-6 bars, but it does THAT in around 4 minutes. If you're using the PHEV Watchdog app, you'll see the cell temps suddenly spike, and they'll go over 34C even on a cold day, and the battery fans rev up to at least 70%.
So no, it doesn't last as long as a CHAdeMO session. But the peak power pushed in or drawn from the batteries are way higher than CHAdeMO would ever do. The car caps CHAdeMO sessions at 60A but the current into or out of the batteries in these areas can average 90A with peaks way higher than that. Which is even worse for the batteries.
Craigy said:
Yes I use it a lot, as I said previously I can’t quite remember what the requested current is from a dc rapid for the PHEV when there battery is under 80% but I thought it was 90A last time I checked (about 30 kW).
Actually the initial request for current has to be 0 as the current is only allowed to be increased by a certain number of amps per second, you can see this on a scope it you’re wired in to a charger (I have done this, I’m guessing you haven’t).
Your not really saying anything different to me, and I’ve admitted that I can’t remember the actual current, I was sure it’s 90A but it might be 60A. I was pretty sure it was about 30kW though which gives some credence to my 90A thought.
Does this help?
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View attachment CHAdeMO_68.jpg
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