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OP
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Yes I have a suite of additional data read outs.No I'm not sure that it matters, but @GPSMan tends to state a lot of stuff like it's a fact so I wanted to clarify if it's actually just an assumption or if he's getting a readout from the OBD2 sensor that shows it somehow. Since we're in a <checks notes> Myths Busted thread
Cars, machines, technology, hobby of mine.
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What does that look like in series hybrid situation?
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Must start the AM commute to work.
For people of the non troll species seriously interested, I'd love to chat more but its gotta be later.
For people of the non troll species seriously interested, I'd love to chat more but its gotta be later.
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gotcha, is that normal for a car battery? I know for my iPhone I only charge it to 80% and don’t let it get below 30% and I have 100% battery health after a year.
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That's the main idea, yes.
Looks like as manufacturers gained more confidence in battery longevity data and maybe better materials as well, they have slightly widened the space used in the middle from 14% in 2005 to about 40% today.
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Some things on the ODBII reader you can watch directly. Battery volts. Battery amps. Direction of flow, positive or negative.
Other data you can infer. Such as by watching HV battery temperature. In stop and go I've seen HV battery temperature rise 30 degrees F in 30 minutes. On the highway I've seen HV battery temperature rise 3 degrees F in 3 hours. Both situations were "about" 65 degrees outside. It is reasonable to infer the battery is working hard in stop n go so it heats up. It is reasonable to infer the battery is not working very hard on the highway because it does not heat up. This "theory" is further supported by watching HV battery percent state of charge. In the stop n go, with frequent EV sections, the % charge changes as much as 15% in 1 minute. On the highway, it is more like 1% or 2% change in a given minute. But there are exceptions to everything. And I mean mostly flat, not significantly climbing or descending. This is the general rule only.
Other data you can infer. Such as by watching HV battery temperature. In stop and go I've seen HV battery temperature rise 30 degrees F in 30 minutes. On the highway I've seen HV battery temperature rise 3 degrees F in 3 hours. Both situations were "about" 65 degrees outside. It is reasonable to infer the battery is working hard in stop n go so it heats up. It is reasonable to infer the battery is not working very hard on the highway because it does not heat up. This "theory" is further supported by watching HV battery percent state of charge. In the stop n go, with frequent EV sections, the % charge changes as much as 15% in 1 minute. On the highway, it is more like 1% or 2% change in a given minute. But there are exceptions to everything. And I mean mostly flat, not significantly climbing or descending. This is the general rule only.
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The eCVT is simple to build. The idea, the "invention" is 100 years old. But it is difficult to control. Takes sophisticated programming and fast computing to make it practical. What I had on Escape Hybrid, I've not yet found on Maverick Hybrid: the temperature of the traction motor, and temperature of the generator motor. It's there. I just need the codes to put into the ODBII scanner.
We think of a "transmission" as transferring or "transmitting" the power from the engine to the wheels. The eCVT does this and more. It's really a "power split device" and a "power combining device".
Three (or more) devices in a hybrid can generate torque, where as in a traditional vehicle, it's just one.
Myth: Hybrids never run on just gasoline alone.
False. Hybrids can go into a gasoline only mode, but it's not that common, and usually it is for brief periods.
In the power split eCVT device, IF THE GENERATOR is stationary, 100% of the engine torque will be transmitted to the wheels. If load conditions are light, and speed is acceptable, you can drive on gasoline only. Generator won't spin, and the traction motor will just freewheel.
We think of a "transmission" as transferring or "transmitting" the power from the engine to the wheels. The eCVT does this and more. It's really a "power split device" and a "power combining device".
Three (or more) devices in a hybrid can generate torque, where as in a traditional vehicle, it's just one.
Myth: Hybrids never run on just gasoline alone.
False. Hybrids can go into a gasoline only mode, but it's not that common, and usually it is for brief periods.
In the power split eCVT device, IF THE GENERATOR is stationary, 100% of the engine torque will be transmitted to the wheels. If load conditions are light, and speed is acceptable, you can drive on gasoline only. Generator won't spin, and the traction motor will just freewheel.
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