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  1. After 1200km holiday trip I would like to write down my experience: - ABRP did work good for the whole tour with only one freezing screen (thank you for the september update) - Volume: it took me 200km to realize that you can change the volume of the voice right in the moment when speaking. It would be good just to have a menue to change it - dark mode seems to me much too dark. It is not easy to see anything especially when it is not really dark outside - Zoe is not connected to ABRP so I had the problem when finishing charging and wanted to continue the trip that ABRP still wanted me to charge. I just could not continue the trip with the planed tour. It would be good to manually enter "Charging finished" and set the new percentage of battery. - Sometime when starting, ABRP told me that I need Premium version although I am subscribed. It then worked after a few minutes. - Generally I would like to have ABRP more flexible on the road. Changes of a planed route was not really possible for me. (maybe I just did´t know how to) Removing a waypoint becasue it is not needed anymore not possible Adding waypoints while already on the trip is very complicated or not possible I really would like to have a button that lists me nearest charging stations. It is not always possible to plane everything in advance. Thank you - overall ABRP did a great navigation job, I just would like to be more flexible.
    3 points
  2. I don't understand why you'd withhold a feature from the world's most common mobile OS if it's ready. In the US, developers are always withholding their iOS apps from Android users, or nerfing their Android equivalents. If it's ready for Android, please just release it. Thank you. - a 2nd class Android citizen
    3 points
  3. One of the things that makes A Better Routeplanner special is that all of us who work on the project drive EVs ourselves and use them (and A Better Routeplanner) to take road trips. We use our own trips to debug, dream up features, and try to design the tools we want to use driving an EV. Recently we took a trip in my VW ID.4 from Texas to California and back again for a family member's wedding, and I thought it’d be informative to document the trip and how I used A Better Routeplanner (and how we envision A Better Routeplanner would integrate into anyone’s electric road trip). The trip was over a total of 2.5 weeks, and covered more than 4700 miles. We decided to road trip instead of fly to minimize the risks to our two young children who couldn't yet be vaccinated against COVID-19. Our ID.4 in all its not-dirty-from-the-trip-yet glory To get an idea of the trip, here’s the route we took: The route we took from Houston to California and Back again. I-40 on the way out, I-10 on the way back. One of our main goals with A Better Routeplanner is for it to be an easy tool to pick up and plan the day’s travels without a lot of forethought. Many of us gung-ho EV enthusiasts love planning out every little stop along the way, and knowing exactly what we’re getting into at each charge stop, but many consumers want to plug in their destination and start driving. I think we’re pretty close to that, and that’s what I tried to approximate on this trip: Set all settings possible to ‘automatic’ (Consumption, SoC, weather, traffic, etc) Live Data connected via Bluetooth OBD Planned each day’s drive when we got in the car each morning using Android Auto I recognize that for a lot of users that middle bullet is probably a bridge too far, but we are working on other solutions that should simplify the Live Data setup. The goal of this writeup is not to sugar-coat the trip, or A Better Routeplanner, but to give a real glimpse into what driving an EV is like, and some of our thoughts on our own use of the app. Pretty much all of our charging was done at Electrify America stations and slow chargers / destination chargers at our overnight stops. This is due mainly to the way A Better Routeplanner picks chargers. Not only do we try to find the fastest charger, we also give bonus points to chargers with multiple stalls because there’s a lower likelihood all of them will be broken. Electrify America generally has more stalls than the alternatives, and their chargers are well-placed near freeways. Day One - Halfway to Albuquerque The first day of the trip we hit the road excited. I’d driven many miles in our old Bolt EV, starting out before Electrify America had any stations of their own, and I couldn’t wait to see how the ID.4 held up on a really long trip. The drive in the ID.4 was great. If you haven’t driven one, the ID.4 is a very quiet and comfortable ride. This is perfect for facilitating naps for the kiddos. Travel Assist was quite nice (though not quite as good as Autopilot or OpenPilot in my experience). For those interested, the ACC was quite good, though fumbled on cut-ins sometimes. The auto-steer was also quite good on well-marked roads, but there seems to be a relatively low torque limit, limiting the tightness of turns you can take at a given speed. I really do hope VW continues to improve it over time. The ID.4 even has enough range to warrant some stops between fast charges so the kids can stretch their legs. We were consistently getting ranges of 220-240mi on the guess-o-meter at the quite high interstate speeds in the barren stretches of Texas (Often traffic is flowing at 85+mph, though we kept it to a limit of 80-85 mph). To be honest, it's extremely easy to speed in the ID.4, the smooth quietness of the drive makes it easy to forget how fast you're going. Like it was developed with the German Autobahn in mind. A typical Texas Interstate, traffic moving along at ~80mph, faster in the left lane. Unfortunately, my experience in the Bolt EV and using earlier versions of the Electrify America app actually gave me negative training for starting charges in poor-signal areas. I got our first charge started easily enough, swiping the stall in the app, but at our second charge stop I had very poor cell signal, so by the time my swipe made it from my phone to the charger, the car had timed out. I eventually got it working, and we were on our way. This, however, was a prelude to the next charge stop, where it really came to a head. My phone’s connection was extremely poor, and I couldn’t get the charger to start. I switched stalls, tried the old 'hold the cable' trick from the Bolt, and after a frustrating 20 minutes I called support. The representative shared the "secret sauce" for starting charges - NFC! NFC was by far the most reliable way to start charging at Electrify America stations, and I used it mostly successfully throughout the rest of the trip. For anyone interested in using this, make sure you have "Pay with NFC" set up in the Electrify America app: Accounts > Payment > Pay with NFC, then just tap your phone on the charger's NFC pad (grey with a wireless card / phone symbol) to start the charge. Doing it this way was basically instantaneous for me on the trip. This was also the first charger where we encountered a charger issue we found to be common in the hotter regions of our trip: cooling-challenged chargers. Sometimes these would start out at the normal rate for the ID.4 (125kW) then take big step-downs as the station found it couldn’t keep the cable cool. Sometimes these would just start at 30kW and stay there. I suspect a major contributor to the cooling problems with these chargers is the fact that they’re baking in the hot southern sun all day every day. We’d pull into the charger and the cable would already be hot to the touch just from the sunlight. Not only that, but being exposed to the hot sun while fruitlessly trying to start a charge just adds to the frustration. Thankfully, I was always able to find a charger at each of these stations which could keep up with the thermal load and provide full charge speeds. This first day was fraught with frustration, and it was the only point on the trip where I found myself thinking that maybe I should have just spent the extra $18k and bought a Tesla. It really underscores the need for Plug & Charge, almost all of the issues that brought huge frustration were in just getting the charge started. In fact, later in the trip I ran across stations which had been set to free, and started charging immediately after plugging in. This was a fantastic experience, and a nice preview of what’s to come for Plug & Charge. We ended the day at a hotel in Vernon TX, plugged in, and ready to rest. Day 2-3 - To the Grand Canyon via Albuquerque With the second day I left the hotel determined to have a good charging experience armed with knowledge. And it worked! All of the charges on the way to Albuquerque started without any issues. Our first stop of the day was at a rest area in the middle of the Texas Panhandle without charging. It stood out to us because they had an excellent play structure for the kids. These rest areas would make excellent charging locations. This rest area needs a fast charger or ten. Our navigation with A Better Routeplanner isn’t as good as the big players, but it never led me wrong. The main thing I encountered on the trip was extraneous instructions, such as ‘False Forks’. These are still a thorn in our side as we’re figuring out how to properly identify them and ignore them. The Texas Panhandle is extremely flat, empty, and boring to drive through, but it's great to see a small part of what makes Texas the highest producer of wind energy in the nation. Having your navigation take your SoC into account is a really good experience, and Day 2 is a perfect example. Leaving our first charge stop we had charged more than expected (kids take a while to eat lunch and run the wiggles out), and had more of a tailwind than originally accounted for with the planner's Live Weather forecasts. So within 15 minutes of leaving, A Better Routeplanner was proposing we save half an hour by skipping the next planned charge stop and catching a later one. I was happy to take it! We pulled into Albuquerque with time to spare, and stopped for a very nice river walk and dinner before pulling into our hotel. After spending a day and a half getting through Texas, it was a surprisingly short drive through New Mexico and Arizona to get to the Grand Canyon. We took a hike near Albuquerque before heading west, and saw a ton of millipedes out searching for morning dew. We also stopped at the Petrified Forest National Park. I knew from looking at our route that morning that there was a slow charger at the visitor center, so we sat down and had lunch, picking up an extra 10% charge. ABCs of an EV road trip - Always Be Charging! Don’t stress about making sure every stop has a plug, but if there’s a charger - plug in and get a few more electrons. One major success for the trip was charging every night at our hotel, or at RV parks near the hotels. It definitely sped the trip up starting each morning with a full charge. After lunch we took the scenic drive through the Petrified Forest, though the kids quickly fell asleep and we didn’t get to spend as much time exploring as we’d have liked. Next time! Day 4-5 - The Grand Canyon This blog post is about the journey, not the destinations, but I absolutely have to plug the Grand Canyon. It’s fantastic, and visiting mid-week we had the place almost to ourselves. Plus, I got a fantastic shot of our ID.4 on the rim which looked like something out of a commercial. Having a charger at the lodge made exploring the Grand Canyon an absolute breeze. The shuttles were also very convenient for exploration when there was no parking at trailheads, though made us a little uncomfortable with the enclosed space with a bunch of strangers during COVID. The drivers did do a very good job enforcing the mask requirement, so that added some comfort back in. Glamour shot at the Grand Canyon We need to add a proper 3D map mode to really highlight the amazing landscape we can drive our EVs through Day 6+ - To California! The last driving day was similarly uneventful, and it’s a testament to the awesome efficiency of the ID.4, we only needed two charge stops from the Grand Canyon to my parents’ house in Southern California. As we got into California we started seeing a lot more EVs at the chargers we stopped at. We even saw an absolutely gorgeous Porsche Taycan charging, and I chatted with the driver. He works for Porsche driving around the country testing Electrify America stations and identifying problems to help make the Porsche charging experience top-notch. Driving around California was really quite interesting, for the first time we had real choices on charging, instead of having to stop at the pre-ordained next Electrify America station along the interstate, we could choose to charge early or late. It really drove home the need for us to prioritize adding the “Alternative Next Chargers” button to Android Auto, so that’ll be in work in the coming weeks. It was also really cool seeing so many other EVs charging, probably the craziest stop was at Harris Ranch, with six Electrify America stalls next to a row of twenty Tesla Superchargers, with pretty much all of them full. We need more! More EVs, and definitely more ultra-fast chargers to go with them. That fourth stall was filled shortly after this photo by a Hyundai Kona. Everywhere we stayed in California we were able to plug in overnight, and even the AirBNB we rented for the wedding had just recently installed a NEMA 14-50 plug for that express purpose. It's very encouraging to see interest from the most unexpected places in supporting EV infrastructure. Our ID.4 overlooking the Pacific Ocean, enjoying a beach day in California. Day E-3,2,1, Home! The drive back home to Houston was more or less uneventful from a charging perspective. We ran into two more stations in Arizona with a few stalls which couldn’t keep up with the heat and charged at ~30kW max. It didn’t help that we were still getting very high temperatures, and these chargers were baking in the sun in 110°F heat. Electrify America isn’t the only one with these problems, even Tesla’s Superchargers slow down in the heat on occasion. In Arizona I talked with some new EV drivers and got to help them figure out the charging station, and introduce them to A Better Routeplanner. One person I met even had A Better Routeplanner installed on his phone, but had forgotten why he’d installed it. He was enthused to learn how easy it made the trip planning. It was also interesting to see how few people I met randomly knew about A Better Routeplanner. I think we are definitely an enthusiast's tool to some extent. The people who are really into their EVs and like to pre-plan their trips use A Better Routeplanner. We need to figure out how to reach those who don't do that, those who want to just plug in their phone and go. Part of the fun was in bringing up the name of our app, it often resembled a rendition of the classic "Who's on first" sketch. On the way back, we learned another cardinal rule of road trips - not only is it very important to have a slow charger at the hotel to top up overnight, also make sure they have a pool! After pulling into the hotel at the end of a long day of driving the kids often have a lot of energy to burn. Burning that energy in the pool made bedtime a lot easier. We finally pulled in at home with electrons to spare. A long lunch break on our last day filled us up more than we needed, and we cruised home with no problems at all. We set to the task of unloading, settling back in and making sure all the toys still worked the same as when we left. Within 5 minutes of pulling into the driveway, our oldest had already gotten his electric tractor out and begun patrolling the back yard to make sure everything was still in order. Hardware for a Successful Trip Cargo Box - We have a hitch-mounted Thule cargo box, and it sits inside the wind shadow of the ID.4. Aside from the extra weight going up over mountains, it had effectively no impact on our efficiency. Our calibrated consumption before leaving was 270Wh/mi, and on the road it hovered right around 260-280Wh/mi. Jesla Jr - The Jesla Jr I bought years ago for our old Chevy Bolt is still the best EVSE I can find on the market. For those unaware, it's a standard Gen 2 Tesla UMC with the plug converted to a J1772. I have almost every NEMA adapter, and some that Tesla doesn't make like a TT-30 adapter. We used this repeatedly on the trip to charge at RV parks, or on outlets with the friends and family we stayed with. TeslaTap Mini (60A) - This one turned out to be useful twice, and is a nice item to have on hand for this kind of long road trip. Many of the hotels we used had Tesla Destination Chargers, which are often installed side-by-side with Clipper Creek J1772 EVSEs. When those were in use, the TeslaTap gave us a backup option. Bugs Encountered This trip was made while we were implementing the “Reference Images” for highways and interstates, and I’m always running development builds of A Better Routeplanner, so I ran into a few visual glitches. The nice part about being on the dev team is being able to either fix these yourself, or know the right person to talk to about getting them fixed. The extra nice part about being on a dev team which resides mostly in Europe is you can report some bugs before passing out at a hotel and have a fresh build in the morning before heading out again with the bugs fixed! Instructions, while not bugs, are another area we could definitely use improvement on. The bulk of the instructions worked really well. Some lack detail, which is due to varying availability of details on Open Street Map. For example, in rural areas a lot of information is often missing, like lane details. Some are bugs in our routing engine, mis-identifying what should be a fork, or just ignored as an offramp we’re not taking. The biggest source of ‘bugs’ is our relative lack of a true offline mode. A large portion of my trip off-interstate was in areas with poor cell coverage. At the Grand Canyon, and in the mountains and foothills in California cell coverage can be quite sparse. Some of these bugs were easy to solve, and are already live. But really, we need to think on this and come up with a much more cohesive offline framework to help you get off the grid with your EV. Final Thoughts Aside from the issues I mentioned, A Better Routeplanner worked fantastically well across the whole road trip. Having a consistent and accurate State of Charge prediction gave both me and my wife (who is a lot less familiar with all of this than I am) confidence on the long stretches of interstate with few chargers. Charger reliability issues are greatly overplayed, but understandably. When a charger issue does happen it can be incredibly frustrating. The incident on our first driving day sticks with me, and if that was my only (or first) charging experience I definitely would have been turned off to the whole idea. I personally think Plug & Charge is an absolute must-have technology to make it accessible to the general population. Charging is a big departure from the gas station flow with a lot more points of potential failure which can be frustrating. A gas station merely needs payment to begin flowing fuel. A charging station has to establish communication with the car, authenticate, test the safety of the connection, and also process payment. And it has to do this all before the car decides to time out and give up. Most of the time this works great, but sometimes your phone has a bad connection, and you can't get the "go" signal from your phone to the pump. This is a large part of why I'm not so enthusiastic about Tesla's 'easy' solution of having non-Tesla drivers start the charge from the Tesla app on their phones. Finally, Charger locations could use some improvement. A lot were pretty great, in fact we even saw a few at rest stops in California which was incredible! But many were at barren parking lots at big box stores (I’m looking at you, Walmart) with not much to do. It didn’t help that we stayed outside as much as possible to keep our youngest’s exposure down (too young to wear a mask). That aspect I’d hope to see improved for future trips where that’s not a concern. Would we do this trip again? Definitely. I would want to add some more down days between the driving days, to see more sights. The driving/charging cadence was perfect, if not a bit too quick. We were never really waiting on charging to complete, the car was always done charging to the goal set by A Better Routeplanner 10-20 minutes before the kids were ready to get back inside. I don't think this trip would have been any more convenient if we had taken a fossil car. I heartily look forward to our future electric road trips!
    3 points
  4. Description: Maps is constantly jumping around while driving and using wireless Apple CarPlay (see the attachment). Very annoying indeed. Type: iOS App Replication Steps: Make a route, start to navigate Video 19.9.2021, 9.54.28.mov
    2 points
  5. Description: when I just set up the route and I see the "step by step ", I wish there would be an easy option to choose a different charger (with more commodities for example) Use Case: Yesterday I had to drive a long trip, and ABRP planed a charging session in a not very convenient place as I prefer to use the charging session to go to a restroom and drink a coffee I had to manually find another charger with these commodities and add it as a waypoint. Having such a feature would make our like easier as many chargers are in the middle of nowhere and some are cheaper or faster or more convenient
    2 points
  6. Flag shows the whole route, the other one shows route to next waypoint. If you only have one waypoint/destination both modes will show the same but if you have a charge stop in-between you will see a difference. These modes are exactly the same as in the app and not AA specific. There is no extra documentation right now. But we try to align it as close to the app as possible so the features behave the same.
    1 point
  7. My family has a teen planning to tour colleges this summer. We have a few road trips mapped, and would like to pause for college tours. The only way I can see to do this is to run the mapping, see what time we arrive at a school, then manually set the departure to 1-2 hours later. What I would like is to say "we'll be here 1 hour" and then, if we change our initial trip departure time or add a charge/coffee break, it will recalculate using the time range set. Many of our days are 10+ hours of driving, ending at 8 or 9 pm with breaks for charging, meals, and tours. These are complicated days, especially for the couple that have actual guided tours at a specified time (not too many of those this year!). We will have hotels booked in advance, and I am trying to stick to a pretty ambitious schedule. Love this app for all it's flexibility, but this is one gap that really concerns me. The current tools only let us define an amenity, but then it changes the name of the stop to match that amenity. And of course, the map then takes us to the amenity, not the school. It seems to me that adding time without an amenity should be easier than adding an amenity (with the associated awesome search tools). Am I missing something? Is there a way to pause at a stop, without manually keying in a departure time?
    1 point
  8. For a lot of people, the main purpose of using abrp is the annual vacation trip and maybe 3 or 4 other occasions, where they need navigation planning with charging and stuff. For those, a close to 50€ price per year or 5€ per month, might seem to be to much for the benefit gained or simply too much to spend. So I would like to suggest a third premium option: One time usage for 1,2,3 or 4 weeks, no reoccurring payment. Starting at 1€ for 1 week 2 for 2 4 for 3 and 8 for 4 for example. The service should be available for booking up to 3 times per year, so it won't challenge the monthly subscription by booking week after week. Numbers are of course just examples for description purposes. What do you think?
    1 point
  9. Interesting! I see the same very strange behavior. Thanks for alerting us to this issue, while we wait for it to be fixed
    1 point
  10. Does anyone have any idea when the MG5 LR will be added ? The SR alpha version is too pessimistic to be of any use.
    1 point
  11. Description: ABPR (and Tesla website) still incorrectly lists the former temporary Supercharger Villach-Ost as available.(https://www.tesla.com/de_DE/findus/location/supercharger/villachostsupercharger). This SuC was closed, while a new secondary SuC in Villach is under construction. Secondary confirmation: see https://supercharge.info/ (no direct link possible) Please remove the charger from the ABPR, as the false existance together with false charging power (250kW vs. actual 120kW in the past) leads to significant false planning. Thanks and keep up the great work!
    1 point
  12. Awesome. I'm diving in then!
    1 point
  13. I think the below ideas have been mentioned before, but just to give some more motivation: - It would be very helpful if the part of the route that has already been driven would change color on the map display (say from blue to gray). I often plan a trip back and forth at once, since it gives the optimum charging plan for the whole trip, not just each leg on its own. In this case, the map view is quite confusing with the outgoing and returning routes overlapping and everything in the same color. - The map display could be used more effectively while navigating a route, for example by displaying alternative charging stops along the route, with real-time availability information visually presented, for example by color (real-time availability information is after all one of the unique selling points of ABRP). For this to be really effective though, it would also need to be easier to update a route from the head-unit while navigating it.
    1 point
  14. The ABRP app on my iPhone 6 (iOS 12.5.5) crashes immediately after starting it. I have reinstalled the app with no change. Gary
    1 point
  15. Gridserve suggest they are open to it according to Twitter.
    1 point
  16. Evnotify works on iPhone. Only be aware that it needs to be in the foreground to keep running. Can be combined with running ABRP on carplay.
    1 point
  17. Related to It seems the planner tool we use does not work well with the modelling of that road. There is an open issue on that planner issue board linked in the other bug report in that thread. Unfortunately there is not so much we can do about it right now, but i will forward it again to see if we can workaround it somehow.
    1 point
  18. Settings - Add my car (but I suppose it cannot be done in the Lite version, so it needs to be done in a non Tesla browser)
    1 point
  19. Since updating my iPad this week to iOS 12.5.5 the App refuses to load from the icon. Have binned it and reloaded but to no avail. Anyone else affected like this?
    1 point
  20. My bad, sorry. For whatever reason the Type 2 chargers had been disabled in my "Slow chargers" settings: The biggest issue here seems to have been the user in front of ABRP....
    1 point
  21. This is on purpose to show that it is not an important instruction you always have to look at. So it is not a bug.
    1 point
  22. Hi @cent This is a feature we already thought about and will implement eventually. Samuel
    1 point
  23. Description: An Minimum Charger Arrival SoC that adapts to the density of chargers Use Case: We have often heard of the phenomena range anxiety. Today I would say I have occupancy anxiety. I don't feel afraid that I would not reach the next charger as both the onboard computer and ABR is planning with enough margin. But, I'm always afraid the charge pole(s) will be broken or in use. Therefore I need enough margin to be able to move to another fast charger. In an area with a lot of chargers that is not a big issue and I can set a low Minimum Charger Arrival SoC. But when traveling in neighborhoods with low density of chargers I need to increase the Minimum Charger Arrival SoC so that I'm always certain to be able to reach the next fast charger (avoiding getting stuck on a 11kW AC charger, totally destroying travel time estimation). This is very hard for a human to optimize, but for ABR this would be doable. /Henrik O
    1 point
  24. Description: Car play shows Mapbox navigation instead of Apple Maps Type: Car Play Link to Plan: Not applicable. Replication Steps: Yes Select ABRP using the car play screen. App on iPhone shows route using Apple Maps.
    1 point
  25. To make it easier for non german speaking users, @Heinz_ABRP is asking why ABRP disappeared from his Renault Zoe.🙂
    1 point
  26. Hello I had the integration between EV notify and ABRP already running. But I need to use ID4 model in ABRP instead my car Skoda Enyaq, as ABRP does not give me the option of EV Notify for real time data at the Enyaq. Question 1: why no option for EV Notify with Enyaq? EVN meanwhile supports the Enyaq. Than I deleted the real time data link to EVN in ABRP, because I saw the opportunity to choose the car models during setup process at the first time. I thought I can reconnect and choosing the Enyaq than in the setup process. No only the instruction for EVN appears, when I want to reconnect EVN, but no connection starts. So it broke. Question 2: how do I reset connection either in EVN or ABRP Thanks
    1 point
  27. Description: Very ineffective route is planned if going over the Skuru bridge from east to the west Type: Both app and web Link to Plan : https://abetterrouteplanner.com/?plan_uuid=0424d363-1dce-4646-8627-672617363b98 Replication Steps: Plan a route from Björknäs torg, SE-132 40 Saltsjö-Boo to Trafikplats Skuru, SE-131 44 Nacka
    1 point
  28. Description: Great job so far and meaby these are already mentioned but here we go. Be able to plan a trip and prefer only highpower chargers like 100kw+/150kw+/200kw+ and so on. Be able to also chose a minimum charginstalls at stops or at-least prefer higher count where possible. Would be great if the (especially) fastchargers could show speed and amount of chargers/stalls already on icon on the map without having to click on the said chargerstation itself. Meaby hovering number above the charger icon like speed / amount for example 175kw/4 Have a feature that read batterystatus realtime via bluetooth dongles and adjust recommended speed/driving during a trip to be sure one can make it to the destination. Use Case: This should be very usefull for planing as more and more cars can charge at different and very fast, they meaby want to avoid 50kw and even 100kw chargers if possible. I myself was planing for roadtrip Sweden to Albania (will happen in 2022 instead) and would prefer to use highpower chargers for our ID3 instead of 50Kw even if it meaby means minor detours. The same can be said for the info on amount of chargingstalls at stops, i know i would like that feature during planing and prefer a chargingstop where there are 4 or 8 chargingstalls instead of meaby one there are only 1 or 2. Thats all for now hope it makes sense..... BR Bim
    1 point
  29. We should be able to flag incorrect speeds. I don’t know your data source for Spain but it looks sabotajed to benefit EndesaX network. Their 50kW chargers have been altered to 200kW and many charge sites from Iberdrola which really had 150kW chargers, have been deleted. You can see it in Electromaps.com or openchargemap.org
    1 point
  30. Any news? We really need this in our polestars and Volvo's as Google maps is rubbish for EV drivers. Would be fantastic to have ABRP on a full screen 🙂
    1 point
  31. I believe you have coded a way too optimistic charging curve for the MX-30. According to Fastned (and YouTube CarManiac's today's video), it charges at a max of 38kW and goes down after 55%, is at below 25kW at 80% and sinks further down to 15kW at 95kW. T ome this would make for an average of something like 39kW 0..80%. Battery net capacity is somewhere close to 32kW (35.5kWh gross) according to several sources, so charging 0..80% should take about 51 minutes (using my 30kW average assumption). I've set HPC-charging from 1% to 81% in ABRP and it yields a way too sporty 35 minutes for this. Plus I assume you have calculated the battery as 35.5kWh net, which apparently is it's gross size. https://support.fastned.nl/hc/de/articles/360012887838-Laden-mit-einem-Mazda-MX-30
    1 point
  32. Hi all! @Fatalix, @Andy57, @Galatian, @Klaus R., @Michschmitt, @AshOfIce Positive news, development for Android Automotive is in progress 😉 /Katya
    1 point
  33. Selecting my Model Y Long Range does not work on the Tesla browser in the car. It looks like ABRP wants to pop up a selectionbox in the upper left corner of the display (outside the browser window), but that only blinks on then disappears. On the same note: it seems like only the LITE version is supported on the Tesla browser. This is the latest model with fast hardware, why is ABRP holding back?
    0 points
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