Mach E web series Part 4 - Performance and Charging

[ChasingCoral]

What DC to DC charger are you referring to? The 400 volt to 14 volt on board converter or the one inside the DCFC stations?

My question was the 400 to 12v on board converter.

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[trutolife27]

Here is the corrected version that includes the full length of the webinar:

Good job.
Go to the 1:08:16 mark.
like I been saying.
very few spots if any to get a Mache order in and get it next year. Only the GT left but even those numbers might be crazy high. I don't know gt reservations numbers yet.

So all I can say is if you want one better get it done. Once this thing hits the street and people see it and test drive it. It's going to a long wait then.

 

[SnBGC]

My question was the 400 to 12v on board converter.

What would you like to know? It's a power converter that is electronically controlled and has it's own module address (CAN I believe....). It is liquid cooled and is located on top of the AC/DC charger. It is capable of some diagnostic routines and has it's own series of DTCs. Either a 20 or 30 amp circuit.....Having trouble remembering right now but I can look it up if you would like.

 

[SnBGC]

Will it damage the battery if we charge to 100% with our Level 2 charger on a routine basis? The battery chemistry is not negatively impacted if the battery is charged to 100% via Level 2 charging. If I drive 50 miles a day, is it better to charge daily or every few days? Charging at home is the most convenient form of charging. Replenishing the charge used daily is ideal so that you optimize range available for use daily. my plan is to charge overnight 2-3 times per week.

Thank you for posting all the Q and A topics. Very helpful.

And there we have our answer. We don't have to worry about setting the charge level or waiting days to charge etc. Drive it. Plug it. Repeat.

Thanks Why didn't Ford choose to use heat pump technology for battery cooling? Wouldn't this have helped with cabin heating by scavenging hear instead of using electric strips which drain the battery?

Not sure who's question this was but maybe I can help....
Heat pumps are not the most efficient way to cool the battery. The air conditioner compressor chills the coolant which circulates through the battery tray.

The thermal management system in the MME is able to scavenge waste heat from the battery and under certain conditions the heating elements in the PTC (Positive Thermal Coefficient) won't need to draw any power. If ambient temps are appropriate, then the front louvers will be closed and the A/C compressor will be off. In that scenario the coolant valve to the chiller will redirect flow to the cabin heat loop. If the coolant is warm enough then the heater core will exchange heat into cabin via liquid to air transfer. Additionally, the heated coolant from the motors and electronics can also circulate through that same loop bypassing the radiator and chillers. All the heat from the battery, motors and electronics is able to be routed through the cabin heater if conditions allow.

Under these conditions, you can maximize range by using your heated seat and keeping cabin temp just barely warm enough to keep the windows from fogging over and the occupants comfortable. In the Focus Electric, Ford provided a power consumption gauge for climate control so you can see when that PTC heater is turned on. I presume the MME will have the same or similar feature. If that heater comes on and you want to maximize range then just manually adjust the cabin temp until power consumption is where you want it.

Of course the window where you can operate in these conditions is limited. Here in Arizona the overnight temps dip into the high 20s and can be low to mid 30s during my morning commute so I can use the vehicle without that PTC coming on hardly at all. Those of you that live in colder places won't have much choice but to use the PTC heater unfortunately. A heat pump would increase the cost of the vehicle by about $2500-$3000 by some estimates. I think Ford should consider offering it as an option for you folks that have freezing temps.

I hope this helps.

 

[jhalkias]

I'm very disappointed that I went zero for 3 on my questions this week.

How long can it hold the 150kW charge speed?

This was in the answers I posted:

"Will charging the Mach-E have a taper toward the end of charging and at what SOC will the taper take place? The charge will begin to taper at 80% SOC."

Now . . . if that is true and correct, that is pretty significant. If it can hold the 150KW all the way up to 80%, it seems to me that is pretty good, and you will primarily charge during road trips at DCFC between 10 and 80%. Some cars begin to taper their speeds much sooner.

 

[JamieGeek]

Of course the window where you can operate in these conditions is limited. Here in Arizona the overnight temps dip into the high 20s and can be low to mid 30s during my morning commute so I can use the vehicle without that PTC coming on hardly at all. Those of you that live in colder places won't have much choice but to use the PTC heater unfortunately. A heat pump would increase the cost of the vehicle by about $2500-$3000 by some estimates. I think Ford should consider offering it as an option for you folks that have freezing temps.

Except that a heat pump doesn't work very well below around 40F...

Can't pump heat from outside if there isn't any heat to pump.

 

[ajmartineau]

When he quoted my question he mashed it up with yours so it didn’t get answered. The same thing happened with the glass roof question.

 

[ajmartineau]

Too many variables with DCFC to give a firm answer to how long it will hold that charge rate. Every session is different so no two users will have the same results.

Highway efficiency same thing. Which highway? What speed? Which direction? Ambient temp? Climate control settings? Weather? Tire pressure? Tire type? Etc etc

What DC to DC charger are you referring to? The 400 volt to 14 volt on board converter or the one inside the DCFC stations?

Those weren’t my exact questions. There are very simplified versions.

I said assuming perfect grid and battery conditions how long...

I included that it was regarding the 12 volt battery.

 

[ChasingCoral]

What would you like to know? It's a power converter that is electronically controlled and has it's own module address (CAN I believe....). It is liquid cooled and is located on top of the AC/DC charger. It is capable of some diagnostic routines and has it's own series of DTCs. Either a 20 or 30 amp circuit.....Having trouble remembering right now but I can look it up if you would like.

My Leaf recharges the 12V battery at up to 1kW. What’s the power rating of the converter that charges the 12V battery from the high voltage battery on the Mach E?

I currently can use our Leaf to power critical home systems (computer, router, freezer, a few lights) in case of a power outage. I use a 1kW DC/AC inverter. Can the Mach E accommodate 1kW? More?

 

[ChasingCoral]

This was in the answers I posted:

"Will charging the Mach-E have a taper toward the end of charging and at what SOC will the taper take place? The charge will begin to taper at 80% SOC."

Now . . . if that is true and correct, that is pretty significant. If it can hold the 150KW all the way up to 80%, it seems to me that is pretty good, and you will primarily charge during road trips at DCFC between 10 and 80%. Some cars begin to taper their speeds much sooner.

Darren addressed this in his audio as well, saying something like as the battery heats up you can't continue to charge at the maximum rate, so it slows. He said all cars have such a curve. However, he did scoff at those who only hit their maximum briefly.

 

[ajmartineau]

It can not hold 150kW to 80%. Period, full stop. Not even close.

 

[ajmartineau]

I do what Mark does. I plug my Bolt and Mercedes into my house to power my important systems. I wanted to know about the capacity of the 400 to 12 volt charger so I can update my plan for power outages. I’m sure it somewhere around 1200 to 2200 watts. That is a big range though.
From my phone.

 

[ChasingCoral]

It can not hold 150kW to 80%. Period, full stop. Not even close.

Of course not. But does the Mach E hit 150 and drop like a rock or is it a gradual decline to 80% followed by a rapid taper?

 

[SnBGC]

Except that a heat pump doesn't work very well below around 40F...

Can't pump heat from outside if there isn't any heat to pump.

Agree. I wouldn't want to pay for one of those in my EV because its unnecessary in my region. Others seem to desire it so having the option would probably work. ??

 

[silverelan]

I understood Darren to say it'll do 20% to 80% in 38 minutes which is a weird place to start. With charging stations becoming more prevalent, owners will go deeper into the battery on road trips because they're confident on where they can recharge. The charging speed from 10% should be very fast at 150kW.

@dbsb3233 , have you had your mind changed yet on the 61 miles/10 minutes (52 for AWD) being the average over the charging session and not just the first ten minutes?

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