Battery pre conditioning

[steveinarizona]

Thanks. Same place where by BMW had it.

 

[Looney100]

Is there an OBD port? OBD was setup for exhaust systems and we, of course, have none.

While the first application may have been exhaust monitoring, OBD had been used for reporting & diagnosing just about everything with a vehicle’s powertrain for ~30 years.
I had a 1994 vehicle running OBD I, and was using it to read and reprogram all sorts of things.

 

[upa]

This would suggest the uninsulated battery pack looses thermal energy fairly quickly in winter highway temps . If travelling long distance in even relatively mild winter weather you kinda need to keep that battery heater on the boil most of the time. It will be interesting to see what -30C weather brings as the heating temperature differential will be relatively huge and may take 2 plus hours of preconditioning. I think if the battery pack is cold soaked there may be benefit to AC charging it before departure and hitting your first DC charger sooner than later to get the benefits of charge waste heating. Anyways I am generally happy with the results as I probably would have stayed 2-3 x longer and a least doubled my charging cost in my old Ionic 5 without battery preconditioning under the same conditions.

So went on a 600 km trip this week end and got to test the battery heater in -27C ambient. As I suspected with ambient temperature lower than about -20C the 6kW PTC battery heater can barely keep up with thermal losses from the uninsulated battery pack while driving. I was able to warm up the the coldest module in the pack from -15C to 10C after around an hour of preheating while stationary but once the car was on the highway it could not go above 12C. Which in all fairness it is still much better than arriving at DC charger with battery temperature at -10C.

With a battery pack temperature at -10C you can expect to enjoy a whopping max of 23 kW from a DC charger.

 

[Hermosahank]

Anyone get pre conditioning to work?

I've only had it work one time. Noticed it because the battery lightning bolt changed something else and seemed to reach a higher kw at station.

Since then I've had no success. I set dc electrify America station as the destination but nothing changes on battery icon and can't reach anywhere close to 150kw or 350kw.

 

[GermanDriver]

I am writing from Germany so I am not sure whether my experience is 100% comparable to American GV60s.

I have been charging three times at 350kW chargers here so far, always with pre conditioning (must be switched on in the EV settings). If you come with a low percentage battery status to the charger the charging speed is around or over 200kW (with 350kW charger). In my case e.g. at 41% battery status with 232kW and showing a forecast of more 12 minutes from 41% to 80%.
Never used a 150kW charger so far.

When I was driving it was cold outside between 0 and 5 degrees Celcius and there was shown a „glowing spiral/glow filament“ yellow icon in the display behind the steering wheel when pre conditioning in the GV60 was working (for about 45 to 60 minutes minimum or even more before reaching the charger).

 

[Looney100]

Anyone get pre conditioning to work?

I've only had it work one time. Noticed it because the battery lightning bolt changed something else and seemed to reach a higher kw at station.

Since then I've had no success. I set dc electrify America station as the destination but nothing changes on battery icon and can't reach anywhere close to 150kw or 350kw.

Is your issue that the car isn't showing that pre-heating is happening or that your charge rates are slower than expected? There is a lengthy list of reasons you could still have slow charge rates, despite having preheating engage. Unfortunately, a warmed battery does not mean fast charge rates.

 

[upa]

Anyone get pre conditioning to work?

I've only had it work one time. Noticed it because the battery lightning bolt changed something else and seemed to reach a higher kw at station.

Since then I've had no success. I set dc electrify America station as the destination but nothing changes on battery icon and can't reach anywhere close to 150kw or 350kw.

I know this sounds basic but is your battery precondition option box still selected in the EV sub menu?

 

[Dan H]

Anyone get pre conditioning to work?

I've only had it work one time. Noticed it because the battery lightning bolt changed something else and seemed to reach a higher kw at station.

Since then I've had no success. I set dc electrify America station as the destination but nothing changes on battery icon and can't reach anywhere close to 150kw or 350kw.

Mine seems to be working and definitely does seem to substantially help DC charging speeds, although I have not yet attempted to DC charge below zero Fahrenheit.. Looks like it won't turn on until you are a certain distance or time from the charging station (makes sense). Not sure what the parameters are.

 

[upa]

This info was gathered from EV Odessey's video for the EV6. and recently reposted on the Ioniq 5 forum
It seems mostly relevant for the GV60 and mostly consistent with my observations.

Requirements for pre-conditioning to start are:

• Battery Pre-Conditioning has to be enabled
• DC FAST CHARGER set as a destination in the satnav
• high voltage battery temp below 21°C
• high voltage battery SOC at least 24%
• time to reach optimal temperature LESS THAN = travel time to charger ( I am not sure I entirely agree with this one)
• distance to destination less than available range

pre-conditioning will stop or not start at all if:

• Battery Pre-Conditioning is disabled
• HV-Battery-temperature GREATER THAN = 21°C
• HV-Battery-SOC LESS THAN =20%
• disable the navigation to the HPC
• Time to reach optimal temperature greater than travel time to charger

I have to note that my observations indicate that the temperature requirement for initiating and continuing pre conditioning is dependent on the coldest battery module and there interestingly can be a variation as much as 10-12C when heating the battery between the coldest and warmest battery module. The colder the initial battery temperature the larger the variation. This has implications in that the battery will also stop heating(unlikely) and the car will derate power output(possible)if the hottest pack gets too warm .

There is definitely a time or distance to DC charger requirement for pre conditioning. I am not sure what it is but I'm not convinced its as simple as "the time to reach optimal temperature( heater turns off at 21C but in reality ideal temp is not until 25C) is less than travel time to charger". When the battery is very cold it can take 60+ minutes to reach ideal temperature.

 

[Dan H]

This info was gathered from EV Odessey's video for the EV6. and recently reposted on the Ioniq 5 forum
It seems mostly relevant for the GV60 and mostly consistent with my observations.

Requirements for pre-conditioning to start are:

• Battery Pre-Conditioning has to be enabled
• DC FAST CHARGER set as a destination in the satnav
• high voltage battery temp below 21°C
• high voltage battery SOC at least 24%
• time to reach optimal temperature LESS THAN = travel time to charger ( I am not sure I entirely agree with this one)
• distance to destination less than available range

pre-conditioning will stop or not start at all if:

• Battery Pre-Conditioning is disabled
• HV-Battery-temperature GREATER THAN = 21°C
• HV-Battery-SOC LESS THAN =20%
• disable the navigation to the HPC
• Time to reach optimal temperature greater than travel time to charger

I have to note that my observations indicate that the temperature requirement for initiating and continuing pre conditioning is dependent on the coldest battery module and there interestingly can be a variation as much as 10-12C when heating the battery between the coldest and warmest battery module. The colder the initial battery temperature the larger the variation. This has implications in that the battery will also stop heating(unlikely) and the car will derate power output(possible)if the hottest pack gets too warm .

There is definitely a time or distance to DC charger requirement for pre conditioning. I am not sure what it is but I'm not convinced its as simple as "the time to reach optimal temperature( heater turns off at 21C but in reality ideal temp is not until 25C) is less than travel time to charger". When the battery is very cold it can take 60+ minutes to reach ideal temperature.

Certainly makes sense.

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[Looney100]

There is definitely a time or distance to DC charger requirement for pre conditioning. I am not sure what it is but I'm not convinced its as simple as "the time to reach optimal temperature( heater turns off at 21C but in reality ideal temp is not until 25C) is less than travel time to charger". When the battery is very cold it can take 60+ minutes to reach ideal temperature.

This is great info. Thanks!
I agree that the time to reach temp criteria is a little shaky. How can the car determine this? It would be an awfully complicated calculation to get anything other than the most rudimentary of estimates. I'm sure I'm missing a few, but external variables would include ambient temperature, humidity, driving speeds, and how hard you were driving the car - that's on top of vehicle factors like actual battery temps vs. target, and heater power.
As you've experienced, time to reach optimal temp may be infinity in some conditions.

 

[Hermosahank]

As one poster mentioned, the yellow glow spiral on the battery is what I've encountered 1x attempting preconditioning.

However it seems that the reason for not getting preconditioning may be because I usually go to EA stations when I'm under 20% SOC.

regardless of preconditioned or not, I have yet to be able to receive close to the full kw (150 or 350) even though I arrive to stations at 20 or less SOC. wondering if anyone else had this issue and a remedy for it

 

[Skidoug]

My best charge rate (mid pack warm temps) is 174 at an EA 150 and 247 on an EA 350. The maintenance guy at the EV station told me that the 150's are actually capable of providing 175 and I have seen that several times. I just wish more people understood that it is their car that is limiting the rate and not the charger so I would stop seeing cars that cannot charge above 150 plugged into the 350 chargers.

 

[upa]

As one poster mentioned, the yellow glow spiral on the battery is what I've encountered 1x attempting preconditioning.

However it seems that the reason for not getting preconditioning may be because I usually go to EA stations when I'm under 20% SOC.

regardless of preconditioned or not, I have yet to be able to receive close to the full kw (150 or 350) even though I arrive to stations at 20 or less SOC. wondering if anyone else had this issue and a remedy for it

Outside of individual DC charger issues the main reason people don't get full rated speed is because the coldest battery module is not at the ideal charging temperature or your charging above 60% SOC. You really need to get an OBD bluetooth dongle and app like carscanner so you can actually observe that the coldest battery module has achieved 25C( optimal battery temperature) prior connecting to the DC charger. Just running your preconditioning for 10-30 minutes or more is otherwise complete speculation and it may or may not be sufficient.

 

[jeff585]

Requirements for pre-conditioning to start are:

• Battery Pre-Conditioning has to be enabled
• DC FAST CHARGER set as a destination in the satnav
• high voltage battery temp below 21°C
• high voltage battery SOC at least 24%
• time to reach optimal temperature LESS THAN = travel time to charger ( I am not sure I entirely agree with this one)
• distance to destination less than available range

I can tell you on my car I've seen the battery conditioning light on my car turned several times on when the SOC was down around 10%.

And it does appear the battery was being "conditioned". In the past week I used the same EA 150kw charger twice. Both times there was no one else at the charging station, the SOC was approximately 10%, and the ambient temperature was in the upper 40's (Fahrenheit). The first time I was shopping right down the street and there was no time to pre-condition the battery, and I saw a 72kw charge rate. The second time I arrived from approximately 30 miles away and saw a 132 kw charge rate.

 

[upa]

[/QUOTE]

I can tell you on my car I've seen the battery conditioning light on my car turned several times on when the SOC was down around 10%.

What light are you referring to?

 

[Skidoug]

When my battery conditioning is activated I see this little red curly thing in my battery percentage indicator on the main display. It only shows up when all the conditions are met and I’m going to a dc fast charger with the nav system.

 

[trebor27]

Yes symbol that ironically looks. A lot like the “diesel preheat” lamp is the battery pre-conditioner Working. I get it when I set the dc+ charge station as a destination. 150kw charger I have seen ~170kw, 350kw charger, I didn’t sit around to watch….

 

[Jfyfe91]

Best charge I've had in cold weather was about 140kw. It was around -7°. My preheating battery had turned off as I had to wait for over 45mins to get a free charger. Everyone else on the charger couldn't get more then 60kw. Because of cold temps. I started at 70ish but quickly jumped to 140ish. And stayed there until 80%. While they are 350kw chargers, the power gets shared if two people use at once which was the case here. So happy with those speeds.

 

[jeff585]

What light are you referring to?
[/QUOTE]
The red curly thing Skidoug showed in his pic above. Perhaps I incorrectly described it as a light.