I did in post 4 in the thread.
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I didn't say that a battery electric vehicle needs to dissipate as much heat as a internal combustion engine car.
I said that the proportional drag of the cooling system appears to be at least as high, if not higher, in battery electric cars as it is with internal combustion engine cars.
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Less thermal load, but equal or higher proportion? Given an equal mechanism, perhaps.
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Simply put, the amount of drive power available from the HV battery and whether it can be charged quickly depends on the charge level (SoC) and the cell temperature. This results in different temperature targets for the battery, depending on the initial state and the desired final state. The selected driving mode also plays a key role here. In Range mode, the drive, HV battery and minimal on-board power consumption are operated with the best possible efficiency (e.g. the speed of the coolant pumps is reduced). In contrast, in the Sport or Sport Plus modes the corresponding temperature targets for the coolant flow are selected for maximum performance of the electric machines and pulsecontrolled inverters.
The control range is considerably broader than for a conventional combustion engine vehicle, for example. The circuits used in the thermal management of the overall vehicle alone add up to more than 300 states in the Taycan. The optimum energy state at a particular moment is always calculated and adjusted from this. High availability targets, for example for Launch Control, are made possible by a significant and rapid decrease in the coolant temperature. Thermal pre-conditioning for extra quick charging at the calculated place of arrival or pre-calculated arrival time is also possible.
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https://e-performance.io/en/article/...mal-management
Without going into the differences between 400V and 800V systems; do the ICE systems control power output based on thermal load?
At least the ICE doesn't require cooling for onboarding fuel.