siai47 wrote:None of that is correct. It applies only if you have the optional quick charge port or warming system and as I mentioned it is only active under certain conditions when charging. I have two I-MiEV's---one with the battery warming system, the other without. Both are SE's. If you take the motor room cover off and look at the top rear of the battery pack you will see the fan connector and wire on the car with the warming system. The other car has only a rubber plug to fill the hole where the wire would go----no fan. Looking at the center console on the drivers side where the heater duct exits, you will see a actuator mounted on the duct to divert air into the pack on the car with the warming system. There is no such duct on the other car or the actuator. Looking under the car with a flashlight, you can see where the duct from the heater connects to the battery pack through a rubber connector. There is no such connector on the car without the warming system. As I said before, if you have a car without those options there is no airflow in or around the battery. If you want to dig deeper, go to your dealership and look at the salesmans training information for the I-MiEV--it spells it out quite clearly. In addition I have the service manuals and the technical information manual for the I-MiEV which also lays out what is in the car and what is not. The optional systems are the same in design with the warming system turning the heater on prior to charging in -4F temperatures and directing heated air into the pack to raise the temperature before starting the charge. If you have the QC port, in addition to the warming function, the system can be used to use the car's A/C system to cool the battery if the temperature exceeds 86F during the charge. The system never operates except in those to modes---in fact it cannot. Even when you hear the fan running for a few seconds when you plug in the EVSE there is limited airflow to the pack as the damper door by the heater is sealed. It only opens when requested during warming or QC cooling.
I was really unhappy with this as I live in a warm climate. I leased the original I-MiEV and when I found it had a cooling system (that could be easily modified to make it work all the time) I tried to buy out the lease. However, the residual was stupid money so I bought a second car. To my suprise, the other car did not have either option, therefore no fans, ducts, acutators, etc. I went back to the dealer who also thought all I-MiEV's had some kind of airflow system in the battery pack---non of their remaining cars had either option so I was stuck with what I have. What's really stupid about this whole thing is The warming option is only $175.00
You are bumming me out. You're right, but you are still bumming me out.
I have learned the hard way that the Mitsubishi dealers, including sales people and mechanics, know very little about the i-MiEV. I was told by the dealer that the DC Quick Charge option could be added. Wrong.
I could understand the lack of knowledge at the dealer since the electric vehicle is like nothing they have ever seen, but what really surprises me is the wrong information about the battery cooling on the Mitsubishi website.
But how would you air cool a battery when it is 100 degrees out?
If your i-MiEV is parked in the sun, then the inside temperature of the car is probably over 100 degrees.
You wouldn't want to use that air to try to cool the battery.
You wouldn't want to use the outside 100 degree air to cool the battery either.
The only option would be to run the air conditioner and use the conditioned air.
But how much would you want to run the air conditioner during a six hour charge? Would it turn into a 9 hour charge?
I'm thinking that the i-MiEV's 3.3kW charger does not raise the battery temperature significantly during charging.
However, the DC Quick Charger probably does raise the battery temperature significantly during charging, which is why the air conditioner is used to help cool the battery.
I don't have much faith in the Mitsubishi dealers or Mitsubishi Motors North America, but I still hold out hope for the Mitsubishi engineers.
Even the Tesla Model S, with a liquid cooled battery, does not cool the battery when the vehicle isn't charging.
If you're parked all day in 110 degree heat, then your battery is at 110 degrees all day.
Also, looking at Ben Nelson's videos on YouTube, it does look like there is separation for air flow in the i-MiEV's four and eight cell modules, so that each of the 88 cells has room to dissipate heat.
Finally, is there a way to tell what battery capacity loss there is with the i-MiEV?
Can we tell by hooking up the Mitsubishi MUTIII tester?
I have almost 18,000 miles on my i-MiEV and I am curious to know.