Recent content by AAKEE

Yes, it does. We need to understand the magnitudes. The calendar aging will have a 10x impact compared to the cyclic aging during the first ~ 5-8 years of the battery life. For the 50-100% and 0-50%, we see a degradation in the worst case (50-0%) that equals about 1.25% cyclic wear in average...

Tesla use a 4.5% buffer that you could drive on below 0% displayed. It should be (it is) sufficient to counter small errors. The things described where the car stops well above 0% is not only nlirmal misscalculations.

I use 55% on a daily basis since 3years and 3,5 months. I often drive longer drives and have charged to 100% a lot, and also bern down to single digit a lot. From what I saw with the M3P it never diverted from the real capacity from being charged to 55% and drained to 25-45% most days, even if...

Lithium plating causes the OCV Voltage to not drop as fast as normal efter a charging session. The SOC can not be measured during a charge either. The energy needed to hit the SOC target need to be calculated, and the end result SOC need to be measured. If the OVC has shifted upwards for a long...

The energy screen is filled up with bullocks (as I have written before). If parked and the temperature drops the energy screen find out some lies to explain the loss of displsyed SOC. According to the BMS 0.0% was used. Same (true) SOC as when parked. On this, well dont even ger me going...

The running out of juice-issue must come from the fact that SOC can not be measured during the drive. It is calculated from the last known SOC (which could be of if the car was not sleeping or there was a load on the battery). Last known SOC = recalculated to a nominal remaining energy...

Power is limited higher up. PMax = ~ SOC x battery temp So at low SOC and low battery temp we get low pwr, if the battery is warmer at the same SOC we get more power.

Absolutely...and that the SOC was really 95% at that time. I wouldnt be that worried about the battery, but an own check with the energy graph would be fine.

312 x 288 x 100/95 = 94.600Wh. Thats good!

Use the [ average x calculated range] from the energy screen (set to ”normal range”) and divide with the SOC. [ average x calculated range x 100/ SOC % = capacity in Watt hours]. My 23 MSP doesnt have that energy graph part, so heres the corresponding from my former M3P:

Deep discharge is a term not really relevant to lithium ion batteries. Lead Acid batteries do not like deep discharge, but this is not lead acid. Its not how low you go with lithium ion, its the size of the cycle. I think I wrote that even doing the 5-15% (the same as 0-10% on the display)...

Degradation is very predictable. If you tell me the area where the car is and how the former owner mostly has charged (to what charging level), i can give you a guestimate. A quick googling about the Utah climate and the most normal charging behaviour, it sets the expected calendar aging aroubd...

As cycles wear much much less than calendar aging, charging to 50% (max 55%) any day when 50-55% will take you all the way home. That is, even down to 0%. When more is needed, charge only the amount needed (plus a margin to keep range anxiety at distance) and charge late, so the time at higher...

Yes, but a preconditioned battery is above 40C, which make it much less prone to develope lithium plating. The battery heating will be on for a part of the supercharging session. A completely preconditioned battery probably (as in: I never tested) use more battery heating in the Supercharger...

For the calendar aging, the lower SOC the better (all the way to 0%). There’s a sharp twist for NCA (you have) chemistry at 57% real SOC, which means 55% displayed. Calendar aging is = Time x SOC x temperature. Reducing time above 55% displayed is the absolute best way to reduce the degradation...