Trip and charge logging iPhone app for the Lightning

[SFsparkie]

Awesome information recording, display and filtering. I’m imagining all the advantages for trip planning compared with guess-O-meter . I look forward to TestFlight beta. Sure beats my excel sheets.

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[Jiji]

Awesome information recording, display and filtering. I’m imagining all the advantages for trip planning compared with guess-O-meter . I look forward to TestFlight beta. Sure beats my excel sheets.

If only I could find where the GOM is located on the CAN bus, I have so many ideas on incorporating it in some analysises. I searched every address in the IPC module but couldn’t find it there. Anyone?

App is really for entertainment purposes only but filtering by location would let you compare the numbers from previous trips. I’ll add it to the to-do list.

 

[SFsparkie]

App is really for entertainment purposes only but filtering by location would let you compare the numbers from previous trips. I’ll add it to the to-do list.

When you are ready please send the TestFlight invitation redeem code.

 

[Antimater]

That looks like a very useful app! Add me to the testflight beta too if you don't mind.

 

[Jiji]

When you are ready please send the TestFlight invitation redeem code.

I'll start a new thread with the TestFlight details as soon as it is accepted.

Right now plowing thru the last of the 'must have' features like database trip seeding so those without an OBDLink MX+ can run the UI if they wish to give it a try.

 

[Jiji]

Detour this weekend into letting you know the app is recording in the background so it now has support for Notifications and Live Activities.

The optional notifications allow your Apple watch or phone has connected to the scan tool and when a trip or charge starts - no need to visually check the phone.

And if you keep your phone in some sort of holder, you can see what the app is doing in the Dynamic Island. These displays vary but you can count on the red recording indicator to let you know a trip or charge is being recorded in the background.

The lock screen shows even more detail, here are the trip and charge live activities rendered hion the simulator:

You can see the trip duration, distance travelled and weather conditions (left screenshot) where the arrow is your headwind indicator, here you are currently driving in a quartering strong headwind. The arrow rotates as your course changes where the size is an indication of the wind speed (light, moderate, string) and turns green when you have a tailwind.

On the right is the charing lock screen with elapsed time, SoC, and current power, Ford users won't see the range added since I don't know where it is in the Ford Can bus universe.

With this out of the way I can spend this week working on getting the bits and pieces needed for the TestFlight submission.

 

[Jiji]

Sorry but some bad news to report that requires some new software engineering. I have been busy with adding Notifications so your watch can signal a trip is starting, Live Activities so status is available on the Dynamic Island and Lock Screen, sample trip/charge seeding so populate the database even if you don't have an OBDLink MX+ scan tool, and debugging logs to record the events when something goes wrong.

The bad news is that I have been using the Energy to Empty DID and it has been close to that reported by the Ford Trips applet on our 2022 Mach-E GT so didn't notice this. I have been wondering why my Lightning has been more efficient that my Mach-E and did a deep dive into the data.

For example, here is my morning commute today in 4℉ temps:

Only in my wildest dreams would I see 5.3 miles/kWh, maybe descending the Rockies with a tail wind, so I look to the HVB battery temperature for ideas and see:

SoC down 5% - check, EtE down 1.4kWh - impressive, battery temperature up 5℉ after an outdoor overnight soak - check.

What I did not realize is how much the reported Energy to Empty depends on the HVB battery temperature during this trip:

which is leading to inaccurate efficiency calculations.

Ford is skimpy on reporting energy values, even the HVB power has to be calculated by reading the HVB voltage and current and multiplying to get the power. This leads me to think the proper solution is to do that and then integrate the power to calculate my own energy value.

The same holds true for charging, I charged to 100% overnight and the ending Energy to Empty was 124.8kWh at 57℉ and the next morning when I left Energy to Empty was 111.7kWh with the battery at 30℉. Maybe a silver lining in all of this, what if I could calculate a range estimate from Energy to Empty?

So hopefully back in a few days with these changes and see if this can be resolved.

 

[chriserx]

Actually, at those speeds, but granted not that temperature and completely flat terrain, my GOM has reported 4-8.8 mi/kwh so it may not be that insane.

 

[Jiji]

Actually, at those speeds, but granted not that temperature and completely flat terrain, my GOM has reported 4-8.8 mi/kwh so it may not be that insane.

Could be but efficiency is, or at least should be, a real value based on an actual measured event that can be trusted.

On the other hand, the GOM is estimating the remaining range which depends on events yet to happen and so can be all over the place. And now that you know the range is tied to battery temperature, it will be changing before your eyes as the battery warms and cools.

 

[BhamDCam]

Super interesting. Really appreciate the work you’ve put into this. Excited to try it out one day.

All good though. Take your time on this.

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