Does brake ECU reprogram change regen?

I can try to answer question #1, I would say from watching the HV Amps on the ScanGauge that once the HSI indicator gets over to the regen area (far left) it tracks the Amps to the battery pretty well. I'll take a close look tomorrow and see just how many Amps I can regenerate, I haven't had the fix. The rest of the HSI indication (everything to the right of the regen area) seems to be an indication of power required from both the battery and the ICE.

My question, that I've asked in a couple of other topics, is not so much how the amount of regeneration is effected but how controllable it will be with the brake pedal compared to how it is now.

 

When I was testing this pothole before and after the fix:

I found:

• Before A0B: entry showed ~75% charge bar, exit showed ~20%
• After A0B: entry showed ~50% charge bar, exit showed ~50%

These are informal observations, without units, but my impression is any regeneration lost on entry is made up on the exit as far as charge rates are concerned.

This is just a rough calculation that assumes the ratio of observed regeneration bar is approximately the percentage of kinetic energy recovered:

	Column 1	Column 2	Column 3	Column 4	Column 5	Column 6	Column 7	Column 8
0	mph	km/h	KE watts	75% to 25%	50% to 50%
1	20	32	5	544	4	158	2	772
2	19	30	5	004	3	753	2	502
3	18	29	4	491	3	368	2	245
4	17*	27	4	006	3	004	2	003
5	16	26	3	548	887	1	774
6	15	24	3	119	780	1	559
7	14	22	2	717	679	1	358
8	13	21	2	342	586	1	171
9	12	19	1	996	499	998
10	11	18	1	677	419	839
11	10	16	1	386	347	693
12	9	14	1	123	281	561
13	8	13	887	222	444
14	7	11	679	170	340
15	-	-	-	19	152	19	259

*-threshold speed difference from my testing. Before A0B, there were hundreds of milliseconds when there was no braking force.

This is a somewhat flawed model because the regeneration bar is not a ratio of energy capture to kinetic energy. A more accurate model would use the elapsed time to calculate the regeneration energy Whr. However, I suspect the results will be similar.

Bob Wilson

 

Pothole! That's not a pothole; that's a freaking meteor crater! What sort of roads do you have, man?

Tom

 

Thanks Mad-Dog and Bob W. for the information it appears, from initial reports, as if the ECU change has done the job.

 

Looking at that pothole, the sky may have indeed been falling and thats where it landed!

 

I can't stop laughing, man!!! HELP!

 

LOL! Did I mention the "slip-n-slide" surfaces? Seriously, black ice and a rain-slick Huntsville street ... not a whole lot of difference.

Bob Wilson

 

Someone with a SGII should be able to see if anything has changed.

Looking at AMPs and RGO should give you an indication of how much power is going into the battery. Maximum regen available is determined by how much power the battery can take (charge into the battery.)

From what other members are seeing, I have a feeling there will be no difference.

 

All that is happening so fast that I can't imagine anyone picking up on the changes via SGII. If there was someway of logging those values (quick refresh) over time, perhaps you could get a good comparison.

 

True, it's pretty low-res ..... but regen force actually plateaus at about 15mph to 7mph due to the max .. I have a graph somewhere and I was hitting about 720nm during those speeds... You can see this plateau on the SGII as the number holds steady through those speeds. If the max regen force were affected, you would at least see it.

I need to make some more graphs with my laptop, especially for comparison before getting the upgrade.

 

If some of the xgauges could be turned into passive CAN listens
instead of active queries, I bet that would be much faster.
But I haven't looked at the latest gen3 table, so for all I know
there might be some "old-skool Atilla" style stuff in there.
And there might still be some hope for tapping a few wires for
an analog approach.
.
_H*