engine 'power' and cooling load

[Vekke]

I got my new ross tech cable and I am now able to see some things happening in the ID3. at 120 km/h speed the cars battery cooling circuit pump is not doing nothing. Nothing means there is no need for cooling for the battery. Cell temps were +26 to 27,5 celsius. That was with mechanical grill block in place.

will see tomorrow what happens with the electric motor circuit is there any coolant flow needed there or inverter circuit.

While charging the car with my 11kwh home charger there was 40% battery cooling needed. when outside temperatures were +22 celsius.

[JulianEdgar]

Originally Posted by Vekke

I got my new ross tech cable and I am now able to see some things happening in the ID3. at 120 km/h speed the cars battery cooling circuit pump is not doing nothing. Nothing means there is no need for cooling for the battery. Cell temps were +26 to 27,5 celsius. That was with mechanical grill block in place.

will see tomorrow what happens with the electric motor circuit is there any coolant flow needed there or inverter circuit.

While charging the car with my 11kwh home charger there was 40% battery cooling needed. when outside temperatures were +22 celsius.

'Not doing nothing". Typo, or do you mean it was doing nothing?

[Vekke]

Unless there is no water flow the front radiator won't cool the battery as heat won't travel/conduct itself from battery to radiator. Ofcourse battery is air-cooled under the car. From the bottom plate surface area.

[California98Civic]

Really interesting, Vekke. It is broadly a little like an ICE at low load on a freeway: the radiator fan does not come on because aerodynamic pressure on the front of the car forces enough air through the radiator and the engine bay to cool the engine.

[Vekke]

I was talking about coolant pump of the battery pack. Engine is at the rear and batteries under the car. Under the hood is compressor and some other components.

[aerohead]

Originally Posted by cloowisa

Electric drivetrains get less efficient at high power.

Both Toyota and Tesla have electric propulsion systems which have engineered out, previously experienced high power, high-rpm, eddy-current, back-emf, reluctance-related motor inefficiencies found in less sophisticated systems.
Take a look at ' IPM synchronous reluctance' ( IPM SynRM ) motors.