Volkswagen Golf GTE85 MORE: Hybrid multifuel SYCOMOREEN

[A.D. 44]

Hello,

3) when possible, the temperature of the battery should preferably be high (> 20 ° C), there in winter, I do not control (8 ° C)

??? Why is that ???

[Remundo]

AD44: extractable energy increases slightly with temperature. For example the area under the curves below represents the energy extracted e, function of the temperature



And here is the 14th batch of 100h in Golf GTE85 PLUS

5160 km traveled with only 3.1 L / 100 km of E85 and 8.7 kWh / 100 km

Actual costs for 100 km:
* Fuel: 3,1 L / 100 km x 0.55 € / L = 1.71 €
* Electricity: 8.7 kWh x 0.20 € / kWh = 1.74 €
Total: 3,445 € / 100 km

Financial savings compared to the conventional SP95 1,45 € / L for 6 L / 100km:
(1.45 € / L x 6 L / 100km - 3.445 € / 100km)
x 5160km = 271.16 €

CO2 emissions: reduction of one factor 7,

all the details in the FAQ 08/03/2020

The capacity of my battery is decreasing, and now it's around 50% of journeys that are made by electric (typically 30 km).

The summary table is updated

Good road to all GTE85

@+

[A.D. 44]

I thought that lithium withstood heat less well than cold.

[Remundo]

it depends ... first Lithium does not like very cold, nor overheating.

but:
1) if you want to keep a Li-On battery over the long term, it is better to charge it 3/4 and put it in the fridge (say at 5 ° C)
2) if you want to extract the most energy, you have to work around 30 ° C, it is in summer in hot weather that we have records with the Li-On, conversely in winter it is limited.

[Remundo]

the latest news from the GTE85 +

This morning, I completely drained my battery, 13,2 kWh / 100km for 37 km traveled, 15 ° C at 40 km / h on average.

So I extracted 4,884 kWh from my battery, which makes a 25% loss from original capacity

I crossed 105 km, the battery traveled 000/3 or 63000 km in electric propulsion,

on the basis of 5,5 kWh / cycle, and 15 kWh / 100 km, the pack has undergone approximately 1700 cycles.

Et a loss of around 14,7% / 1000 cycles.

On the heat engine side, nothing to report, it runs like a clock.

[sicetaitsimple]

Et a loss of around 14,7% / 1000 cycles.

Interesting. And do you have any previous readings that allow you to have at least an idea "to the ladle" of the pace of the curve?

Roughly linear depending on the number of cycles or a tendency to accelerate the loss of capacity, or even on the contrary a certain stabilization?

[Remundo]

to clarify Sic'tsple's remark

today, a new battery pack capacity test,

in VE mode, driving cool and a net of electrons on the end, 15 ° C and dry road.

Result: 46 km x 11,9 kWh / 100 km = 5.47 kWh

The point on the battery of the GTE85 +:

So I'm good at 5,5 kWh extractable capacity, loss of 1 kWh compared to the new performance, also 15%.

Cycling and mileage.
65 000 km, of which approximately 43 000 traveled in VE, which correspond to approximately:
* 6500 kWh consumed by the batteries (and 7 600 kWh withdrawn at the electrical outlet)
* 1100 battery cycles (based on 6 kWh extracts on average)

Loss rate
* 0,35% / 1000 km of loss,
* 14% loss for 1000 cycles.

Indeed I am on something which decreases in an affine way, with a slope of the order of 14-15% of loss for 1000 cycles, that from the beginning.

I also hoped for a settlement, to touch a horizontal asymptote on the extractable capacity, but it does not occur.

[GuyGadebois]

on the basis of 5,5 kWh / cycle, and 15 kWh / 100 km, the pack has undergone approximately 1700 cycles.
Et a loss of around 14,7% / 1000 cycles.

And you estimate how much the loss over 1700 cycles? Is it regular or do you notice an increasing loss?

[sicetaitsimple]

And you estimate how much the loss over 1700 cycles? Is it regular or do you notice an increasing loss?

He can not read, or is too lazy to put a post higher ......

[GuyGadebois]

He can not read, or is too lazy to put a post higher ......

Did I cause you?