Tesla is fast

Lithium batteries don't perform well in the cold, which trucks have to deal with. At -20 C the capacity is about 75%; at -40 C it is less than half. So those Tesla semis operating during the wintertime could see their range reduced to under 150/250 miles (depending upon the version). Of course, they could insulate the batteries and use a part of their energy to heat themselves (which would also reduce range).

Avoiding those temperatures will not require any effort on the road between Sydney and Melbourne. The technology may need tweaking for use in other locations.

Have you never heard of ABS braking?

There's just such a controller in every ABS. They don't seem to fail. If one of the sensors stopped working, there may be a get yourself home carefully mode. but I never ran into it.

The capacity you are talking about seems to be the capacity of the battery to deliver current, which does decline at low temperatures, rather than the energy stored in the battery which is what determines range, and doesn't decline in lithium batteries.

As usual, you don't seem to know what you are talking about.

Once a battery is delivering power, it is also warming itself up. Think internal resistance. As soon as you have got the truck moving, the power available to keep it moving will immediately increase. Using some of the power stored in the battery to warm it up might be necessary, if the truck needed lots of power to get moving at all, but that doesn't seem to be an actual problem.

Keeping the battery warm while you are recharging it does seem to be necessary, but it isn't going to use up much power or energy, and will have zero effect on range.

Tell that to the Canadian part of Walmart, who has ordered 130 of them.

No, YOU don't know what you are talking about. Lithium capacity AND current drop with temperature, SNIPPERMAN - LOOK IT UP! Using ANY energy of the battery for heating WILL effect range, idiot.

The fallacy here is that the battery temperature is what is important to the range, not the weather. When charging a truck will keep the battery warm as a by product of the charging, just like an ICE provides waste heat to the passenger compartment for keeping the passengers warm. This is also true when driving, the battery heats up from waste heat in the battery and motor.

I don't know about other cars, but Teslas have a mode where they will schedule the charging to end at a time of choosing, for the start of a trip, ensuring the battery is up to temp. No big deal.

So unless the vehicle can't be charged immediately prior to use, this is not a problem.

Both the time•current and the voltage is reduced reducing energy. You should know this from physical chemistry. That's where I learned it, also every battery discharge curve I've ever seen.

The battery also self heats when being charged. Tesla allows you to specify your trip starting time and will charge the battery so it is just done when you are ready to leave. This should be easy to do for trucks as well.

It's also free since the battery will self heat.

On Saturday, 16 April 2022 at 17:55:09 UTC-7, Flyguy wrote: ...

All modern EVs can heat or cool the batteries as needed. So after a short period of driving they will be at optimum temperature so they can be at full performance.

The batteries are insulated and can use waste heat both from the batteries themselves and the motors to keep within a reasonable temperature range so minimizing the battery power they need to use. They can also use wall power to condition the batteries to setting out.

Tesla's are very popular in Norway even in low temperatures.

kw

On Saturday, 16 April 2022 at 12:24:10 UTC-7, RichD wrote: ...

The main control parameter is torque not RPM. The RPM largely takes care of itself except when the ABS or the electronic stability control is active.

After all when going round a corner the outside wheels have to rotate faster than the inside ones and tire wear will also affect rotational speed. ... kw

As Rick C has also pointed out, this is known and has been measured. He seems to think that physical chemistry comes into this, and Gibbs free energy does depend on temperature, but not much.

But not much, You are a simple-minded idiot who can't do quantitative thinking, which does lead you to make moronic blanket claims, and to ignore what's actually going on.

Not trying to be pedantic, but not *all* BEVs heat/cool the batteries. I know this is an issue in the Nissan Leaf, but then you did say, "All modern EVs". They neither heat nor cool and the cooling can be a real issue at times, like when fast charging. I met someone who has one and he talked about several times when he was worried about the temperature, but continued to charge. Some of his stories were pretty desperate, like Ed Lee, trying to reach the next level 2 charger. What a crappy way to drive!

I don't think the batteries are insulated. I know my Tesla is not. The batteries have a lot of thermal mass, so driving will heat them up, but it's not a fast process. Likewise, charging will heat them up too, but again, not real fast. Home charging with a level 2 connection can warm them, but it will take some time for them to reach optimum temperature, which I think is around 90°F. Even bringing them up from Freezing to a temp where the regen braking works fully takes a while.

Yeah, I'm not sure how much to read into that. Norway is not as cold as some places in the US and Canada unless you are in the far north end. Most people live in the southern end.

I have a Tesla model 3, and when I plan the charging for longer trips, the car will preheat the battery to optimize charging

Cold is not a problem. Leaf batteries have cell heaters from the beginning.

It's just a reflection of how bad the charging infrastructure is. While towing 11 miles to find a charger, the driver stopped at 3 to 4 gas station to look for charger, so he can save some gas. If only every gas station has at least a level-2.

That is using power that is not waste power... maybe? In discussions this has always been treated as consuming battery power, but the Tesla batteries are cooled as well as heated. This might be done by simply reducing the cooling. However, the fact that this is not enabled when your arrival charge level is below 20% implies it uses active heating. Yes, I'm sure this is the case, because there is no difference between the optimal temperature while driving and the optimal charging temperature. So when navigating to a charger, the battery will supply power to heat the battery if it is colder than optimal.

I stand corrected. It's only overheating that is a problem, which can happen every time you charge.

If only, they would almost never be used. The world does not revolve around your bizarre use case of having almost no range and being unwilling or unable to effectively plan your trips to suit.

On Monday, 18 April 2022 at 07:52:26 UTC-7, Ricky wrote: ...

...

The Tesla Model 3/Y is unusual in that it doesn't actually have a battery heater.

The batteries can take heat from the motor cooling loop and if more heat is needed the motor controller operates the motor in an inefficient way to dissipate more power.

It takes as much power to do it that way but reduces cost by avoiding the need for adding a resistive heater to the battery as most (all?) other EVs do.

kw

I believe the heater is only on when temp drop to -20C or so, which probably never happen in the west coast. As far as cost is concerned, it's about the same as the fifth seat heater.

Not really a significant detail. The issue is whether the battery is heated by waste heat or intentional heat used in addition to the waste. I'm pretty sure the heat is additional heat, or there would not be any concern with the current state of charge of the battery. Waste heat is always available for any use you can find for it.