What will get shorter life as a result of your mad scientist solution?
Like I stated yesterday, I ran my PB w/PPOB with around 1500w on both A&B circuits w/HVAC Off. The minute I turned on the HVAC and had the fan on 7 (Max Air). My ICE would start and stay running and not cycle anymore. My truck would turn off and go back to normal cycling once I turn off the HVAC.
I am ready for that. What do you think V2 will look like?
Actually that might square with @Snakebitten observations since we know now the truck HVAC compressor can pull up to 2,000 watts from the HV battery. So turning off AC with blower at 5 or above gives headroom before hitting 12 amps @ 280 volts from the HV battery.
So 12A x 280V = 3360W (100% duty cycle of 0Hz)
I think that is were we are based the work to date.
Makes sense to me.
So glad we are able to figure out why the ICE stays running w/PPOB. I can monitor the HV Battery System Current Amps and make sure I'm under 12 amps when I'm using my PPOB overnight while camping. I'm just glad I was able to help all the smarter people here with my limited testing and findings. Nice job Snakebitten, TurboPilot, & HammaMan!
I wish the PPOB would producedIt's the magic of "the forum".
Or I call it The power of the collective.
This forum is one of the best at such things too. I think part of it is the very nature of the Powerboost itself, and the type of owners that it might attract? It's such a geeks treasure. Lol
Add to that the fact this forum early on took on a certain flavor, if you will, by folks like Jesse, livnup, Iceman, tonesto, rugedraw........ (others)
It developed a chemistry!
There's not many makes/models of vehicles in the world that have accumulated more owner information with real substance as quickly as this one has. I've found the whole thing, including the truck itself, fascinating.
Amazing how an historical weather event (The Texas Freeze) unfolded for me. I was rolled up in a sleeping bag in 12F INSIDE my RV, without power, when I read the first article about this insane truck with a plug in the back.
The rest is history.
For what it’s worth - in 36k miles of my Powerboost on factory battery I had read and known about all these things with the 12V battery, but never felt the need to do anything about it. Year round I left the HVAC in auto and never used a battery tender…for generator mode the few times I used it I just turned the hvac off in the truck and locked it up. Didnt pay a lick of attention. Yet I had 0 battery issues even when taking 10 day long work trips where it got left in the garage.No doubt that if you want to have or maintain a 90%+ SOC for the 12V Powerboost batteries, you are going to be in an ongoing wrestling match with Ford's native charging strategy.
I would like my 12V battery to be at 12.7-13.x volts, just like any other sane person. But with my factory battery still in the truck (499 days today), I've accepted that 12.4 and up is going to have to do. Which is easy enough if I drive it daily (~50 miles). But for the last 6 weeks it's sat in the barn for the most part, and so I accept the responsibility of charging it externally. Otherwise I am 100% certain that I'd experience some of the jekyll/Hyde behavior these trucks can exhibit when they get below 12.3
Yea, I'm thrilled that the collective diligence of chasing PIDs has at least revealed that we now CAN abstract the amount of current being consumed by ProPower Generator by looking at the HV DC/DC, the HVAC compressor, and the HV Battery System Current PIDs.
Of course the Sync4 screen turns out to be a pretty accurate display itself.
But it's nice to see the 4 electricity consumption values all seemingly supporting each other.
I dare say that after better than 2 years of nerd digging by a group of fine fellas, in my book, this crazy concoction of electrified F150 is starting to make sense?
Just in time for Ford to reveal Powerboost V2 and relegate our trucks obsolete!
