I think I mentioned it in another thread, but there's a free (as in beer) 100kW DCFC near my home that I've been using for the past 3 months or so. It'll turn into a paid station soon, but not before getting these neat charging graphs out of it. Charger doing 150A from the get-go was something I hadn't witnessed before, but apparently it can happen with the right battery temperature - around 25 to 26C.
I've made some analysis in my blog post, but I think much of the stuff are self-explanatory. We have the voltage creeping up, the current staggering down in steps (50% - 67% - 83% - 92% - 98%), the battery heating up at 150A charging and then subsequently cooling thanks to a lower ambient temperature, and the SoC curves doing a nice slope against the charging time.
In the video below (also max speed charging), the Bolt tapers at 70%, whereas in your graph (and some other graphs too) it tapers at 67%. I wonder what governs this...
In the video below (also max speed charging), the Bolt tapers at 70%, whereas in your graph (and some other graphs too) it tapers at 67%. I wonder what governs this...
My Bolt has always tapered at around 50% and 67% on DCFC, and I am jealous of those who get to 55% and 70+% before tapering. I would think it was a temperature issue, but Eric (NewsCoulomb) drives his car pretty hard, so I doubt his battery pack is nice and cool when he starts a charge, and he gets the later taper points than me on a normal basis.
I had my Bolt charged under all sorts of temperature conditions, and I've consistently gotten tapering at around 50% and 67% mark. It never extended to 55% or 70+% once. One possibility that could let this could happen is if the Bolt's BMS changed its mind about (i.e. reassessed) the battery SoC value mid-charge. But if this happens consistently for certain Bolts, then I'm curious to know what the actual cause is.
Just to throw in my experience, displayed SoC values have always been agreement between the car’s dashboard (bar moving at the exact 5% level), the MyChevrolet app (1% resolution), and the OBD-II sensor output (0.4% resolution). So they are apparently all working with the same data source. Also, the public chargers I used had the displayed SoC value that was in sync with the aforementioned value with a delay of a couple of seconds.
Further evidence.... I just recently noticed that my charging video shows the car drawing around 16 kW at “97%” state of charge. That’s very unlikely but would be consistent with a state of charge of around 88%. At a real SOC of around 95-97% the car would have reduced charging down to 7-11 kW based on my past observations.
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