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Tesla says supercharging does not prematurely use the battery pack.OK, asking that for the eventuality we need to charge often on supercharger, without charging too fast (if we have time), to not use prematurely the battery pack.
But that's true it will be unfair for other users to stay a long time on the supercharger
Tesla says supercharging does not prematurely use the battery pack.
IMHO, limiting the charge rate is completely unnecessary. If you charge an 85kWh pack at 90kW, you are charging the pack at 1.06C. That is a completely reasonable rate for charging Li-Ion cells.OK, asking that for the eventuality we need to charge often on supercharger, without charging too fast (if we have time), to not use prematurely the battery pack.
But that's true it will be unfair for other users to stay a long time on the supercharger
IMHO, limiting the charge rate is completely unnecessary. If you charge an 85kWh pack at 90kW, you are charging the pack at 1.06C. That is a completely reasonable rate for charging Li-Ion cells.
Yes, 90kw (or 120kw) seems like a lot in absolute terms, but split that across 7000 cells in an 85kW pack, and it's just not that big a deal. 9.6kW (40A@240V) is practically a trickle charge.
IMHO, limiting the charge rate is completely unnecessary. If you charge an 85kWh pack at 90kW, you are charging the pack at 1.06C. That is a completely reasonable rate for charging Li-Ion cells.
Yes, 90kw (or 120kw) seems like a lot in absolute terms, but split that across 7000 cells in an 85kW pack, and it's just not that big a deal. 9.6kW (40A@240V) is practically a trickle charge.
This makes me feel better about finally getting the fuse replaced on my HPWC so I can charge at 80a versus 60a. Not that I need it normally, really. ;-)
It is smarter, with high current the cells reach their top voltage more quickly, thus the car enters the Constant Voltage charge phase quickly and it asks the supercharger to lower the current
You cannot compare, 80A on 230VAC is 18kW, thus approx 46A on the battery pack, that nothing
I love having the 80 Amp AC charging at home for those occasional times that I want quicker charging, but normally I dial the current back to 57 Amps (80/sqrt[2]). At that level, resistive heating is reduced by a factor of 2 and all home charges use, and test, both onboard chargers.
Whosajigawhaaaaa? Is this some new (to me) thing I should worry about, resistive heating?! :scared:
Whenever I charge overnight on a trip I always do the math for the SOC I want the next morning. And then step down the current so it just finishes charging when I leave. Who knows what the electrician at the hotel / camp ground was thinking when he wired things up... At home I'm too lazy to do this every day, so I just charge at the default 40A (but on a timer so that the two EVs don't charge at the same time - we only have a 100A panel in the garage and there are a bunch of other consumers on it).Nothing to worry about, just a little extra margin when I don't need to charge fast. I do, and I recommend other do, check all parts of the charging setup for unwarranted heat buildup. I know my whole HPWC setup runs relatively cool at 80 Amps. However, even if it is cool, cooler is a little better. When I don't need to charge fast at home, it's an easy tradeoff to charge 30% slower, have most of the components run with half the heat load, and put slightly less stress on the local grid. Therefore, my default current setting at home is 57 Amps, but I have no qualms about turning it up to 80 Amps if needed.