Quote:
Originally Posted by wwest
"...room temperature for optimum effect..."
Engines are VERY hard to turn over for starting after a night setting out in the cold in the wintertime in Anchorage...
The room temperature may not have any meaning insofar as the battery alone is concerned at all. For "optimum" jump starting I would want the engine "warm" and the battery "cold", so room temperature seems to be a reasonable "optimal, in the middle, optimal point.
And, if the battery were to perform best at 140F why waste fuel running the A/C to cool it? Anyone know at which point, hybrid battery temperature, the A/C begins cooling the hybrid battery?
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Willard, we know the desired range of the battery temperature is from 77F to 100F from the manuals. The climate control system is used to maintain that specific range with two internal variable speed fans in the battery housing.
As the outside temperature gets colder, the need for the A/C compressor is reduced or eliminated. The HVTB monitor controls if fresh air or recirculated air is to be used and activates the battery mode door motor accordingly. It all depends on level of charging and the outsde temperature for the need for the A/C compressor to assist in cooling. With the use of repeated fake shifts in "L" to charge the HV battery for max EV use, I hear the compressor kicking in at a low outside temperatures of 60F sometimes. One HVTB climate control PinPoint test is to check the center cabin A/C vent temperature for an output of 32F - 48F. This may suggest that enough heat in the battery may require at least 48F air for cooling it down to the desired range at times.
The mileage I get depends on the temperature of the HVTB and related electrical motors and equipment because of my heavy use of EV mode. So far, a outside temperature between 50F and 60F, gives me the best FE possible. Of course this is taking into the effects of both the ICE and EV mode operation for overall performance. Not just the battery.
GaryG