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Old 06-08-2021, 04:31 PM   #21 (permalink)
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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.

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Old 06-08-2021, 06:47 PM   #22 (permalink)
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Quote:
Originally Posted by Vekke View Post
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?
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Old 06-09-2021, 01:44 AM   #23 (permalink)
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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.
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Old 06-09-2021, 09:03 AM   #24 (permalink)
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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.
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Old 06-09-2021, 01:03 PM   #25 (permalink)
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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.
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Old 06-11-2021, 12:32 PM   #26 (permalink)
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efficiency at high power

Quote:
Originally Posted by cloowisa View Post
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.

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