Intentional cold soak -15

[TaxmanHog]

Saturday morning, no overnight or early morning spontaneous battery conditioning, again temps were in the low 20's overnight, what changed? I had not planned to drive the Lightning today, I had eliminated the Saturday afternoon departure time, that normally runs while the truck is off-plug sitting in the drive after morning coffee run.

It seems the trucks BMS logic noted my lack of planning to drive according to a particular schedule and didn't bother warming the battery at all, I'm certain all residual heat in the pack had bled off as yesterday afternoon when I parked her it was already showing limited power to motors at 92%, at an SOC of 57%, of course being that low the motor reduction is not uncommon even in warmer temperatures.

Here is the interesting event, plans changed for the day, I'll be taking the mrs. to church in the afternoon planning to leave the house at 3:45, so I decided to program a departure time to be ready at 3:35, knowing it'll prepare the battery earlier and warm the cabin 5 minutes prior through 10 minutes after appointed time.

As soon as I saved the plan, the truck immediately started battery conditioning, only a short stint of 11 minutes as we have seen in prior days, the cabin warming didn't occur, you can tell it's not happening when the animated fan icon is not active.

This is the energy flow for the event, 1.76 kWh to touch up the battery heat.

I'm going to let DT run full effect later this afternoon, to prepare the battery for full weekly charging, we will be driving the Mrs. car all day Sunday to give her a good work out, it's been 2 weeks since driven.

 

[TaxmanHog]

No spontaneous battery warming today, I did the bulk of weekly charging last night, the warmth acquired and milder temps yesterday through early this morning helped keep residual heat in the pack.

Next week we are expecting single digit temps overnight, a snow storm Sunday into Monday, so I'm going to maintain battery levels at 90% each early morning 6 am to 8 am window, we don't need much for daily travels

I expect I'll still see some spontaneous conditioning on the very cold mornings.

This first week, I used about 40 kWh for two departure timed conditioning sessions, several spontaneous battery warming sessions and daily morning cabin prep.

The traction energy came to 51.8 kWh of level 2 and 14.0 kWh of DCFC to drive 97 miles, the traction and drive overhead efficiency is 1.47 MPK.

Including all energy gross supply and battery conditioning and cabin prep. was 105.5 kWh, composite costs of L2 & DCFC was $37.16 at 35.22 cents a kWh and a net/net efficiency of 0.9 MPK

Next week's efficiencies will be worse with extreme temperatures and change to daily charging.

Level 2 energy:

 

[TMND]

How low can you go?

still feel like the temp gauge for the motors is just a dummy gauge -27 only 16% power available, but the motors were right in the middle according to the gauge

 

[TaxmanHog]

How low can you go?

still feel like the temp gauge for the motors is just a dummy gauge -27 only 16% power available, but the motors were right in the middle according to the gauge

Now that's CooooooolD!!

I've noticed the motor seems to only register when exceeding an unknown base limit that's much warmer than ambient.

No overnight battery conditioning here last night, temps did get down around 16 ° and now 20°

Tuesday & Wednesday morning should show interesting data!!

 

[PJnc284]

Well it's a balmy 20F with a windchill of 10F here. Currently plugged into the mobile power cord (120v) and noticed that the fordpass app is showing that it's preparing the cabin and battery for departure since about 5am even though I have no departure time set (and none set previously). Went out to the truck to check the battery temp and noticed the dash says conditioning the battery. Battery is showing 41F so I'm guessing it's just pulling power to keep the battery above freezing.

 

[TaxmanHog]

Battery is showing 41F so I'm guessing it's just pulling power to keep the battery above freezing.

Just barely keeping pace, but that is indeed what is happening.

 

[TaxmanHog]

This morning January 21st, we have 2° temperatures as I write this. The BMS didn't call for any energy for battery warming from the time I plugged in yesterday afternoon until 5 am this morning, my charging session was set for that time and it commenced on schedule and pulled full power for 47 minutes and took in 13.6 kWh to raise the SOC 5%, there was a LOT of overhead energy to warm the pack during the initial charging phase.

I will double check, after we unplug, but 5% should be 6.6 kWH or gross of 7.3 kWh, the extra 6.3 was warming the pack, this is a good example of timing your charges daily to precede drive time. I'll double check these values and edit later this morning as needed.

Here is the FCSP & FordPass charging records, only 5% and a rounded 7 kWh of traction energy deposited onto the HVB. The 15.339 kWh was for heating, charging and 15+ minutes of cabin remote start warming.

The charging analysis shows the impact of in process pack warming as the pack is recharged, note I deducted the 1.9 kWh Emporia & FCSP recorded for the cabin warming just to get down to the efficiency measures of charging in extremely cold conditions.

 

[mr.Magoo]

I was tinkering with my BlackBox V2 and figured I'd share this log that captures the effect of temperature vs. available capacity and the effects of conditioning the battery pretty well.

I came home from work and plugged in at 8.27pm, it's only 5F outside so no comparison to the -27 posted earlier, but even so...

I only have a 40A setup so all the availible power goes to the heater for the first 30 minutes to heat the battery from 15F to 60F ( bet all the squirrels are camping out under the truck tonight ) but as you can see, while the state of charge remains the same, but the availible capacity goes up from 61kWh to 74kWh, this from using approximatley 4.5kWh to warm it up.

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