Regenerative Braking Rate Comparison

[Zulu67MP]

Hi All,

I've not spotted this twist amongst other threads, so here goes...

Which provides a greater rate of charge equivalence, Level 5 for x seconds, or Level 1 for 5x seconds?

Or is the charge rate curve linear across the B range (always found it curious that you can have a linear curve!)

Does anyone know, or more to the point has anyone noticed, if there's any useful difference that can help save on running costs by few fractions of a monetary unit?

(2017 2.0 5hs UK)

 

[Zulu67MP]

The above didn't seem to make it to the daily email circulation, so this is just to try again. Any responses?

(If I'm posting incorrectly, will someone please let me know how? Ta.)

 

[AndyInOz]

There's nothing wrong with your question, I'd assume the silence is because no one has tried to map it.

You'd need an ODBII dongle and specialised software to capture that information.

Some members have stated that they get better mileage by keeping the car in B0 and gaining the benefit of freewheeling. This makes sense because there are losses when regenerating, and it eliminates unnecessary slow downs. And, if you anticipate your stops, you still get the benefit of regenerative braking unless you stomp on the pedal and use the physical brakes.

I prefer to use higher levels (B4 or B5) when driving in traffic because it is easier to deal with the stop/start nature of the traffic around me.

 

[Zulu67MP]

Thanks Andy,

I drive at B0 when braking's unlikely and at higher levels similar to yourself in traffic. My right foot appreciates the Adaptive Cruise Control, though it seems to be limited to around B2, so doesn't include 'cruising' at B0. (This may simply be a safety feature to simulate engine braking, especially for former ICE/automatic drivers who might otherwise just run into each other thinking the car will slow down sooner.)
This then requires conscious disengagement when inclines call for B0 for fuel-saving, which at least helps keep me awake and aware!

I guess you're right about measuring for comparative B output levels... I was just wondering if someone might already have the answer. More an academic question than one with any savings potential, I suspect .

 

[littlescrote]

Adaptive Cruise Control can use regen braking way beyond B5 levels if it needs to

 

[littlescrote]

This then requires conscious disengagement when inclines call for B0 for fuel-saving,

Can you explain that statement please?

If it's a constant incline you will be transmitting power to the motors, not regen at all, so what does it matter what B mode you are in?

Each to their own, but there is absolutely no reason not to use B5 all the time and just use your right foot to change how much acceleration you get (either +ve or -ve, of whatever magnitude you desire).

 

[Zulu67MP]

Thanks for responding, Littlescrote.

An 'incline' both rises and falls, depending upon your direction of travel. As it would clearly be pointless to engage B5 when ascending, unless intending to slow down, the context of my statement obviously refers to the opposite, when B0 offers an evident benefit. Likewise, my B2 reference applies to the lowest regeneration level that appears to be available when ACC is engaged; not the highest.

As for higher-than-B5 levels being possible when descending, that's an interesting observation. I've not noticed it via the Power meter, which has seemed to max-out at the same level regardless of the gradient, but I'll look for it the next time I practice plummeting down a 1:4. Thanks for the insight.


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[littlescrote]

Thanks for responding, Littlescrote.

An 'incline' both rises and falls, depending upon your direction of travel. As it would clearly be pointless to engage B5 when ascending, unless intending to slow down, the context of my statement obviously refers to the opposite, when B0 offers an evident benefit. Likewise, my B2 reference applies to the lowest regeneration level that appears to be available when ACC is engaged; not the highest.

As for higher-than-B5 levels being possible when descending, that's an interesting observation. I've not noticed it via the Power meter, which has seemed to max-out at the same level regardless of the gradient, but I'll look for it the next time I practice plummeting down a 1:4. Thanks for the insight.


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I'm even more confused now.

I wasn't saying that higher than B5 levels of regen are possible when descending, I said they're possible when ACC is engaged. I've seen it send the power dial all the way anti clockwise in traffic. I've not tried to use it for that purpose when descending.

I recently had opportunity in The Alps to try all sorts, but as it was hovering around 0°C, usually less, the regen available was very poor in any mode.