ScanGauge II Extended PIDS: Capacity and Specific Energy

According to one of their presentations, the voltage can be as much as 700 V if not higher.

 

Adding on to this, this report. It analyzes the previous Accord hybrid (a little of the BMW i3), including motor and inverter efficiencies. Various pictures including inside the inverter. It is an Oak Ridge Labs analysis.

https://www.google.com/url?sa=t&source=web&rct=j&url=https://www.energy.gov/sites/prod/files/2016/06/f32/edt006_burress_2016_o_web.pdf&ved=2ahUKEwi-tuT9vcLcAhXFtlkKHUxnBnwQFjAAegQIAxAB&usg=AOvVaw2zOZSRgZx_-Rcus9B1XQ54

 

Wow, great work!

I agree with your estimate above.

Don't forget, many State laws require Honda to warranty the battery for 15 years or 150K miles.
Unless Honda is planning to go bankrupt ;-), Honda has to plan and to be sure that that at ~15years/150K, the battery failure rate has to be below "~1 sigma" of the approximate bell-curve life/failure rate.

 

Great investigative work! I love all the info you come up with on here.

 

I appreciate the work that is being done here. I certainly don't understand a lot of it, but what I do understand is that we are trying to gain some important information about how our Clarity's operate, and hopefully eventually information about battery health and longevity. I have a Nissan Leaf, and important information about battery health was learned from an OBD ii app called LeafSpy.

 

Hi AnthonyW - just curious if you have any update on the ScanGauge II capabilities. I am considering getting one, and I am curious what data it can access on the Clarity PHEV. Also, does it log the data in any way, or is it just displayed. If it is logged, how do you access it afterwards?

 

Unless the latest firmware upgrades have added this ability, I've never seen any data logged - it's instantaneous. But for those who'd like to know things like coolant temp, RPM, etc. it's a great device. Seems like it's taking them a long time to get Clarity x-gauges up and running, though. Having one, I'm kind of bummed since it's pretty much dead in the water until they create some x-gauges that work.

 

A search of the SAE site for 'honda clarity' came up with this link for 'diagnostic communication protocol' stuff.

https://www.sae.org/standards/content/j2809_201710/

Not certain it is useful, as there is no direct mention of the Clarity in the information shown on the page, and it says it only applies to some Honda models.

 

@AnthonyW

I ran a EV 0 test yesterday. The SGll numbers are below

HBV 342 volts full charge
HBV 292 volts when kicked on ICE
MXS 96.4% after full charge
STC 99.7% after full charge

Notes:
STC fluctuated Essentially between 8% and 10%...appeared to me the ICE was throwing charge to battery as often as it could to maintain ~10% SOC
HBV fluctuated ~3% Essentially between 290v and 300v
Hondalink showed 8% charge remaining versus STC 8.65% at end of test.

If you want to see 5 pics of SGll during test run https://bdacomputer.homestead.com/

Hope this helps.

 

Not sure where to post this, but I have been using a Blue Driver scan tool, and recording engine data. Seemed like I got the 'angry bees' when the engine RPM went to 4,000. First time, I took it out of HV mode, and drove in EV... Second time, I was going to be on the highway too far, and needed the HV range. RPM's came down, and seemed to respond well to the hills after that. Was hoping to get some discussion on these charts. Seems like RPM's jump up too quickly.

 

ClarityBill:
Thanks for the data ! I love data !

Some thoughts and lots of questions -

1. I assume the X-axis is minutes in both cases? (one plot states that on the title, the other blank).

2. It sure looks like this is the bees... Plot1 is nice because it shows the entire event (the bees only last for a few seconds though). In Plot2, the bees are already swarming at the start. Would you have considered the bees to be swarming during only the first minute (~4000), or would you have called it bees during the much longer stretch ~3000 RPM? Do you have any Plot2 data just before the event in order to see more about the condition that triggered this?

3. What is "Battery"? Is this the state of charge for the traction battery (% units)? In Plot1, this goes from 80% to 50% in only 10 minutes. This seems implausible. Could there be a scale factor issue? Plot2 is steady, presumably because you are in HV mode.

4. What is 'Temp'? Plot1 is 30-40, Plot2 is 10... Is this Degrees C? It doesn't look like engine temperature based on what was going on.

5. The RPM's in Plot1 make sense to me. In Plot2, the RPM's are much more erratic than I would have expected. The 'high' RPM's last for a very long time here. Was your charge really at a steady 40% as implied on this plot?

6. With Plot 2, you were running at ~74 MPH for 28 minutes (35 miles?)... Was this mostly a flat stretch? There are two segments where direct drive may have been engaged (11.6-14 minutes, and 19-27 minutes). I assume you were on cruise control through most of this? I might have expected more direct drive, but maybe it couldn't do it at 74 MPH. I wonder if the two segments where it was direct were downhill grades?

Related to your setup:

1. Is your scan tool "Clarity Aware", or did you choose a different vehicle to get this far?

2. Did you have to define any custom PID's in order to get 'Battery', and 'Temp'? I have been using Torque, and it knows nothing about the Clarity. I could get engine RPM's, but nothing about the battery (other than the 12V battery). Temperature was also non functional. I have been trying to define some custom PID's based on some work that AnthonyW has done with ScanGauge, but have not been successful yet.

3. Can you obtain the PID parameters for 'Battery', and 'Temp' from your tool so I can try them in Torque?

4. Can you access other 'hybrid' parameters? In particular, traction battery voltage, current, power consumption?

 

MrFixIt: My bluetooth OBD scanner provides EV battery SoC% as standard on Torque Pro without adding any custom PIDs (https://www.amazon.com/BAFX-Products-Bluetooth-Diagnostic-Scanner/dp/B005NLQAHS/

Also a 30% SoC drop in 10 minutes could be real. If we take ~38 miles as a normal winter range, then 30% of that would be ~11 miles, which is about what would be covered in 10 minutes given the higher speeds at the beginning; also not sure about the use of heat or other factors.

 

Ray B: Thanks. I do have SOC in the menu, but I am pretty sure it wasn't working for me. I'll try again and maybe upgrade to Pro in case it is an issue with the Lite version.

Do you get any other EV-unique stuff? I would like to see traction battery voltage / current...

interesting observation about the SOC. I am still thinking excessive though. The 30% decline occurs between 0 and 7 minutes. Even if the average speed is 60 during that time (it is probably lower) then that would be only 7 miles. At 30% depletion, that represents only a 23 mile total range. Not out of the question, but seems unlikely.

 

EV battery SoC% (actually called "Hybrid Battery Charge (%)" ) is all that I can see on the list that would be different than normal ICE car parameters.

I have been hesitant to add any other extra PIDs manually yet. (I'm referring to the ones mentioned in this http://www.cleanmpg.com/community/index.php?threads/50474/ that was linked in this thread, https://www.insideevsforum.com/community/index.php?threads/scangauge-ii-obdii-extended-pids-temperature.4435/). Let me know if you have attempted to enter any of those extra PIDs into Torque...

 

Lots of good information. It would be really cool if we could sideload torque on the headunit and then display gauges there.