Odd charging session.

[ZedThou]

My wife came home at the usual time yesterday, 3:30pm, at the usual battery capacity (~80% remaining after daily commute) and plugged the car into the L1 charger. More than seven hours later, according to the charge log, the battery capacity had only increased 2%, but the energy had been flowing the entire time. This also agrees with our Enphase Enlighten energy consumption monitor which shows that we were consuming the expected amount of electrical energy that entire time, assuming the car had been charging.

Around 11pm I noticed the issue. Unplugged the charger, plugged it back in, and then a few hours later it had reached the target 85% charge.

So, what in the world happened here?

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[bshaw]

So, what in the world happened here?

FordPass happened...

 

[ZedThou]

This appears to be occurring again tonight. Now that temperatures are plunging again, is there any chance those first hours of electrical energy are going into heating up the battery or something? I didn't witness this last winter, but I wasn't really watching it closely then either.

 

[bshaw]

I’ll try and say it another way.
FordPass is buggy. If you already have an energy monitor, why are you double checking the FordPass numbers? It’s not connected to the car and just gets approximate data from the Ford cloud servers.
Trust your energy monitor, if it is measuring current directly on that circuit.

One other thing to keep in mind, 120v is the least efficient charging method. You lose a lot of energy when the car has to convert that up to 400v.
If you are obsessed with counting electrons, then a 240v L2 at home should be your investment.

 

[ZedThou]

I’ll try and say it another way.
FordPass is buggy. If you already have an energy monitor, why are you double checking the FordPass numbers? It’s not connected to the car and just gets approximate data from the Ford cloud servers.
Trust your energy monitor, if it is measuring current directly on that circuit.

One other thing to keep in mind, 120v is the least efficient charging method. You lose a lot of energy when the car has to convert that up to 400v.
If you are obsessed with counting electrons, then a 240v L2 at home should be your investment.

I must be missing the point. In the first charge log, both the Enlighten energy monitor and the FordPass app say there have been 7 kWh energy delivered , but the battery charge only increases by 2%. In the second charge log, the battery capacity increases as expected.

One thing I haven't mentioned is that just prior to this, Power-Up 6.6.0 was installed. I've no idea whether that is relevant.

 

[Maquis]

I must be missing the point. In the first charge log, both the Enlighten energy monitor and the FordPass app say there have been 7 kWh energy delivered , but the battery charge only increases by 2%. In the second charge log, the battery capacity increases as expected.

One thing I haven't mentioned is that just prior to this, Power-Up 6.6.0 was installed. I've no idea whether that is relevant.

Did the instrument panel also show a 2% increase?

 

[ZedThou]

Did the instrument panel also show a 2% increase?

Yeah, the instrument panel and the app have always agreed on the battery charge level.

 

[Maquis]

Yeah, the instrument panel and the app have always agreed on the battery charge level.

I think the IPC % SoC is accurate. If so, your assumption that the power was being used for something other than charging the HVB is probably correct. I’ve never used 120V charging in cold temps, so I can’t be of any further help.

 

[Schmedlack]

I have a problem which could be related. I have a 2021 CR-1 which is on rev 6.6.0. My L2 charging has started and stopped during a charging session but only a few times over several hours. Also, the % full calculation in the car and on Fordpass is now inaccurate. Example - today I added 9KWh of power (measured by my ChargePoint). The Fordpass charge summary displayed the total charge added was 5% and the estimated distance added was 50 miles. I also get the accidental unplug message after I stop the charging session in Fordpass. Since these calculated numbers are inaccurate, I don't know how much power is really in my HV Battery! I hope that like a nasty zit, the charge/milage anomaly will clear up over time. Please let me know what you find out.

 

[ZedThou]

What I'm seeing is that after plugging in, the SoC typically declines as much as 5%. So I might arrive in the garage at 80% charge showing, and a few minutes after connecting it's showing 75% SoC. From there it goes on to charge at the expected linear rate.

 

[ZedThou]

This has become increasing frustrating. As far as I can tell, after plugging into the L1 charger the electrical energy flows for hours into heating the battery to something like 70° F (Car Scanner data show the HV battery temperature increasing, and the SoC decreasing). If left long enough, the HV battery SoC will eventually increase again until reaching the 85% threshold.

Take the car out again to work, just a few miles. The SoC will decrease a couple of percent and HV battery will again be back to ambient temperature (say, 30° F). Plug it in again, and the SoC again plummets. The L1 charger then spends hours getting the battery back to 70° F before recharging the battery.

The bottom line is that it takes something like 10 kWh charge to drive four miles. At my electrical energy cost of 25 cents/kWh, this is the equivalent of 5 mpg if gas is $3/gallon.

The only solution I can think of is to let the battery deplete even further between charges, so that the HV battery heating cycles are reduced.

Am I getting something wrong here?

 

[sid234]

This has become increasing frustrating. As far as I can tell, after plugging into the L1 charger the electrical energy flows for hours into heating the battery to something like 70° F (Car Scanner data show the HV battery temperature increasing, and the SoC decreasing). If left long enough, the HV battery SoC will eventually increase again until reaching the 85% threshold.

Take the car out again to work, just a few miles. The SoC will decrease a couple of percent and HV battery will again be back to ambient temperature (say, 30° F). Plug it in again, and the SoC again plummets. The L1 charger then spends hours getting the battery back to 70° F before recharging the battery.

The bottom line is that it takes something like 10 kWh charge to drive four miles. At my electrical energy cost of 25 cents/kWh, this is the equivalent of 5 mpg if gas is $3/gallon.

The only solution I can think of is to let the battery deplete even further between charges, so that the HV battery heating cycles are reduced.

Am I getting something wrong here?

I am having the same issue after 6.6 w Lvl1, there's another thread on here where it's been brought up

https://www.macheforum.com/site/thr...heating-during-charging-on-l2-after-ota.32486

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