Tesla M3D review: split decision - Laguna Edition
#61
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from my experience the past few days temperature has played a bigger role in maximum charge rate than SOC or other factors
Wed evening @ Vacaville Tesla Supercharger - SOC less than 30% - temperature 45'ish degrees - max charge rate 89 kW @ 120 KW Supercharger
Thursday mid morning @ EA Chademo @ Willows, CA - temperature low 40's mid morning - max charge rate 34.63 kW (50 kW maximum)
Friday 11 am @ EA Chademo @ Willows, CA - temperature high 50's low 60's - max charge rate 45.75 kW
Friday after 1 pm @ Vacaville Tesla Supercharger - SOC less than 20% - temperature high 50's low 60's - max charge rate observed 110 kW (120 max)
when Tesla used to break out the Volts and AMPs in their charging UI @ Supercharger (yes they used to do this it was wonderful as an engineer) the primary control for the taper I observed was AMP's - with > 95% SOC the AMP's drop below L2 rates…
Wed evening @ Vacaville Tesla Supercharger - SOC less than 30% - temperature 45'ish degrees - max charge rate 89 kW @ 120 KW Supercharger
Thursday mid morning @ EA Chademo @ Willows, CA - temperature low 40's mid morning - max charge rate 34.63 kW (50 kW maximum)
Friday 11 am @ EA Chademo @ Willows, CA - temperature high 50's low 60's - max charge rate 45.75 kW
Friday after 1 pm @ Vacaville Tesla Supercharger - SOC less than 20% - temperature high 50's low 60's - max charge rate observed 110 kW (120 max)
when Tesla used to break out the Volts and AMPs in their charging UI @ Supercharger (yes they used to do this it was wonderful as an engineer) the primary control for the taper I observed was AMP's - with > 95% SOC the AMP's drop below L2 rates…
#62
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especially in hot climates, e.g. the Leaf. The battery's internal resistance generates battery heat, which also results in longer changing times.
#63
Burning Brakes
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That's only at various SOCs of the charging process. Nice try to CYA! Again, the DCHV charging process is basically a varying current process!
As an example, the initial current for a SOC of 20% may be 100amps. When the SOC reaches 25-30% the charging current may be less 50 amps.
Obviously, the taper points are determined by the battery technology used in the vehicle. Remember, this is not a lead-acid battery charging
process as on your 944 ICEV.
As an example, the initial current for a SOC of 20% may be 100amps. When the SOC reaches 25-30% the charging current may be less 50 amps.
Obviously, the taper points are determined by the battery technology used in the vehicle. Remember, this is not a lead-acid battery charging
process as on your 944 ICEV.
Last edited by whiz944; 01-27-2020 at 03:42 PM.
#64
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Well, my admittedly limited experience with CHAdeMO on my Model 3 has been in the 20- to maybe 70% SOC range. In all but one case, it pulled the whole 125 amps the whole time. Mid-40s kW rate. The other case was a 25 kWh unit (in Tooele, Utah) which was obviously quite a bit slower. (Was too lazy to drive up to the Tooele Supercharger that night.)
#66
Burning Brakes
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from my experience the past few days temperature has played a bigger role in maximum charge rate than SOC or other factors
Wed evening @ Vacaville Tesla Supercharger - SOC less than 30% - temperature 45'ish degrees - max charge rate 89 kW @ 120 KW Supercharger
Thursday mid morning @ EA Chademo @ Willows, CA - temperature low 40's mid morning - max charge rate 34.63 kW (50 kW maximum)
Friday 11 am @ EA Chademo @ Willows, CA - temperature high 50's low 60's - max charge rate 45.75 kW
Friday after 1 pm @ Vacaville Tesla Supercharger - SOC less than 20% - temperature high 50's low 60's - max charge rate observed 110 kW (120 max)
Wed evening @ Vacaville Tesla Supercharger - SOC less than 30% - temperature 45'ish degrees - max charge rate 89 kW @ 120 KW Supercharger
Thursday mid morning @ EA Chademo @ Willows, CA - temperature low 40's mid morning - max charge rate 34.63 kW (50 kW maximum)
Friday 11 am @ EA Chademo @ Willows, CA - temperature high 50's low 60's - max charge rate 45.75 kW
Friday after 1 pm @ Vacaville Tesla Supercharger - SOC less than 20% - temperature high 50's low 60's - max charge rate observed 110 kW (120 max)
I haven't tried a V3 Supercharger yet. But I've seen >140 kW at some V2 Superchargers. I don't keep good records on it though. I do log the number of unique Supercharger sites I've visited. (As of today, 38. One of my travelling companions last fall, and whose CHAdeMO adapter I used in Tooele, has logged over 400 sites in their Model S!)
when Tesla used to break out the Volts and AMPs in their charging UI @ Supercharger (yes they used to do this it was wonderful as an engineer) the primary control for the taper I observed was AMP's - with > 95% SOC the AMP's drop below L2 rates…
#67