[Feggui]

I've been using EVNotify to monitor charging and have seen a few instances of very odd behavior with the system. Most specifically, the Battery Temp (Min) value jumping around.

Latest example was yesterday. Charging in Washington, DC on a 40amp 208v charger (8.3kW in) with 96F Outside air temp. I pulled up EVNotify and see the battery is at ~min:28.25C, max:32.625C and the inlet is at 37C. Charger is putting out 8.3kW, battery is only getting 5.97kW. 2.3kW going somewhere else? Is it really running the heater to warm the battery up?

With an inlet temp of 37C, I believe it was trying to warm the battery up. Outside air temp was 96F at that time.

I watched the battery for a bit and the min temp was jumping around.

At the end, when the battery cold temp finally stabilized, the charge power went up (8.3kW in, 7.12kW to the battery, what I would expect for AC off) and inlet temp went down. As I said, makes me think it was trying to warm the battery when it was VERY HOT outside. Wasting power. WTH?

Thoughts?

Does anyone have a specific definition of min/max temps from EVNotify?

Any idea why this would be jumping from 28C to 32C?

Thanks,

Jeff

 

[VW Dave]

Any idea why this would be jumping from 28C to 32C?

Not to be a smart*** but perhaps that’s the normal allowed range? Are you expecting it to maintain an exact precise temp?

There’s such a thing as being armed with too much information.

 

[SunWizard]

At those temps (battery temp above 86F) it would be running the AC compressor to cool the battery. That plus the radiator fan and coolant circulating pump could account for 2.3kw power. One way to tell is touch the AC condenser to see if its warm.

 

[VW TECHNICIAN]

You should not have to be worried about Air conditioning heat exchanger using some power to keep battery at sweet spot....there are thermostats that will do mixing from electronics loop to the battery loop if BMS is calling for warming up battery modules....at your reported outside temperature it will not use HV DC battery coolant heater....
And app that you are using is completely wrong PIDs for ID4....when i checked last time they are advising to use ID3 pid addresses....
There is big difference between 82 kWh pack on ID and PIDs set for small battery on ID3...
In very cold weather when traction battery heater is running and you are using cabin heater it will not be out of ordinary to see going 8+ kwh in some instances and you see 2+ Kwh Going to HV DC battery. ICE cars are no different in winter they use 2 times more fuel and takes more time to heat up than ID4 battery

 

[VW TECHNICIAN]

I've been using EVNotify to monitor charging and have seen a few instances of very odd behavior with the system. Most specifically, the Battery Temp (Min) value jumping around.

Latest example was yesterday. Charging in Washington, DC on a 40amp 208v charger (8.3kW in) with 96F Outside air temp. I pulled up EVNotify and see the battery is at ~min:28.25C, max:32.625C and the inlet is at 37C. Charger is putting out 8.3kW, battery is only getting 5.97kW. 2.3kW going somewhere else? Is it really running the heater to warm the battery up?

With an inlet temp of 37C, I believe it was trying to warm the battery up. Outside air temp was 96F at that time.

View attachment 4628

I watched the battery for a bit and the min temp was jumping around.

At the end, when the battery cold temp finally stabilized, the charge power went up (8.3kW in, 7.12kW to the battery, what I would expect for AC off) and inlet temp went down. As I said, makes me think it was trying to warm the battery when it was VERY HOT outside. Wasting power. WTH?
View attachment 4630

Thoughts?

Does anyone have a specific definition of min/max temps from EVNotify?

Any idea why this would be jumping from 28C to 32C?

Thanks,

Jeff

To satisfy your question...example radiator fan is called to start cooling electronics loop and while it is doing it it will move warm air that will eventually heat up sensor for inlet and battery loop coolant pump is not running. This sensor is only looked by onboard management when AC heat exchanger is running and watching it so it doesn't go very cold on the coolant inlet side.
If this is something you see wasting power....my only advice to you is. You should start looking at air cooled HV DC battery pack....if my memory serves me right Nissan Leaf still have it.
Nothing personal just trying to explain how this systems work....
Try to search Tesla 3 and Y when they need battery heating they will use over 7.5 kWh by running inefficiently motor controller and stator
. And you should be lucky you have dedicated HV DC battery coolant heater for winter .

 

[John411iD]

Battery in ID4 is measured at 18 temperature points, values can be accessed with another app, Car Scanner ELM OBD2 for iOS and Android. There is also voltage in each battery cell and a bunch of other useful values (A/C sensors are way off, though).

ID.3/ID.4/Enyaq profile should be selected.

 

[VW TECHNICIAN]

Battery in ID4 is measured at 18 temperature points, values can be accessed with another app, Car Scanner ELM OBD2 for iOS and Android. There is also voltage in each battery cell and a bunch of other useful values (A/C sensors are way off, though).

ID.3/ID.4/Enyaq profile should be selected.

View attachment 4633


View attachment 4634

This app wasn't tested far enough for all PIDs addresses on ID4 and many are rolled over from ID3 and different battery configuration...
Obdeleven is if my memory serves me right only with as close to VW factory scanner tool. This developer should be informed and have assigned beta testers to confirm PIDs.