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Discussion Starter #1
I am looking for some reliable way to read the remaining KWh on my Bolt EV for long distance driving after I have stopped for a DCFC.

I like to rely on the Energy Used (substracted from 60KW) and Mileage Remaining (on my Nav) to calculate in my head the miles remaining on the battery, especially if I know the upcoming topography.

But once I have used a DCFC, the Energy Used is not so helpful!
 

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I asked a similar question about my Volt. Does the Bolt not give you an estimated range based on battery charge level even after a partial charge?
 

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Discussion Starter #3 (Edited)
Yes, of course, but it uses an algorithm based upon "past" driving habits and of course not upcoming driving!

I find the Energy Used (subtracted from 60KW) and Mileage Remaining on the Nav the best predictor of how many miles I have remaining in the battery, if I have an idea of what the upcoming topology is. This is especially true if this is a repeat drive.

But once the DCFC has been used, the Energy Used cannot be subtracted from the full energy available, since I do not know what that is.
 

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Discussion Starter #4 (Edited)
For example I did a test drive to and from LA to Las Vegas.

On the return from Las Vegas to Victorville, I was using cruise control to drive mostly 70 MPH and it left me with 3% battery when I reached the DCFC.

I knew from my driving habits that I was 5 miles ahead of the Mileage Gauge when it stopped showing me actual miles, so I was pretty confident that I would make it to the DCFC. And the 3% remaining confirmed this.

Since I had started the drive the day before in Los Angeles and used the DCFCs in Victorville to make it to Las Vegas and again that morning in Las Vegas to make it back to Victorville, the Energy Used was accurate, but I did not have a full amount to subtract it from.

So an actual energy remaining would of course be helpful, if not mandatory, on changing my driving habits, if I was running behind instead of ahead!
 

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Treat the Bolt's battery gauge like you would an ICE gas gauge. When you know you're going to be going uphill the overall range will be decreased. Downhill likewise will increase the range. In other words look at the estimated range left and the charge level and make the adjustments from this information, ignoring the energy consumed/available screens.
 

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Discussion Starter #6 (Edited)
I do what you say except ignore the energy consumed/available screens.

In an ICE world, I can pull over and refuel a bit more easily.

That is the point of this thread!

Knowing how much KW is left so I can use it judiciously to the next DCFC.
 

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It's imprecise, but you could just look at the bars on the battery charge gauge to get a rough percentage.

And this video shows a DCFC charger displaying the battery SOC% as well on the screen inside the Bolt. Idk if that feature ubiquitous among DCFC chargers, but that'd be another possible option. https://www.youtube.com/watch?v=FJKfDXutfxc
 

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Actual KWHr remaining is Also a variable, based on history, temperature, and present power draw. Volt/Bolt never let you use, what it thinks, is 100% of the battery. The battery has lower total capacity at higher discharge rate.
 

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Usable SOC is available in the phone app and is 5x more precise than the green bars in the car. Multiplying that by 60 will give you remaining energy in kWh.
 

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Discussion Starter #10
Usable SOC is available in the phone app and is 5x more precise than the green bars in the car. Multiplying that by 60 will give you remaining energy in kWh.
I saw an email that also said there are some new capabilities in the MyChevy app so I'll check it out, thanks!

Problem here is that MyChevy is not Apple CarPlay friendly and my iPhone is teathered to the USB so that I can have the missing Nav that GM CEO Mary Barra promised me in her 2016 CES Keynote speech!

So, checking that app while driving will not be the safest step to take. Wonder if they are doing any work on getting it to work in CarPlay?
 
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