It is expected that while in HV Charge mode that mpg will drop way down, but at the same time you are building EV range for later use, so it generally should work out to similar overall mpg, just slightly lower.Yes my gas millage on a long trip(Ontario to FL) was around 42MPG but when we tried the charge mode it went down to the low 30,s so it is not practical to ever use!
What we did do was find a old motel on way down that had doors to our room,on main floor, ran plug cord inside and charge battery over night.
Are you converting from MPL to MPG?Yes my gas millage on a long trip(Ontario to FL) was around 42MPG
I agree that in situations where running HV Charge puts the engine higher on the power curve than it would be otherwise, that this could more than offset the inherent losses that occur when storing and retrieving electricity in the battery. There are also mechanical losses from using ICE to turn the starter/generator motor to create electricity, as well as losses when the electricity is used to turn the traction motor, however that does not really factor into this equation because HV mode does exactly the same thing.I think it's a little more complicated than that. Current battery technology is pretty impressive with respect to efficiency (something like 99%). Generators and alternators are pretty efficient - they need to be since the vast majority of electricity is produced by converting some form of rotational kenetic energy into electricity (maybe in the 85-90% range?). Internal combustion engines have notoriously poor efficiency (so there's significant room for improvement) and their efficiency is a function of RPM. Although the continuously variable transmission can adjust drive ratio to get the RPM for the best efficiency of the ICE at the current HP requirement, the RPM may still be at a point where higher HP (and corresponding RPM) would be more efficient.
I haven't been able to find actual efficiency numbers on any of the components in question. Even if we had them, HP requirements are going to be a function of speed, road, and even rolling resistance of the car. I wish the data was published, but apparently it's a secret.
With those unknowns, the car might be cruising along at a HP requirement where the resulting RPM corresponds to a point on the efficiency curve where higher RPM would result in lower efficiency or higher efficiency. Suppose it's a case where the efficiency of the ICE when operating in normal HV mode works out to 20% but with the higher load from HV charge mode the CVT can push the RPM up to a point where the ICE efficiency was 22%. If the batteries are 99% efficient and the generator/alternator is 80% efficient, you're ahead.
The problem can get even more messy if you expand the system. Suppose a tuck-under garage and an air conditioned house. Traveling the last 5 or 10 miles on electric would allow the ICE to cool before parking it in the garage, which reduces the heat dissipated into the garage and then into the house - which is then pumped out of the house via the AC.
Basically, without real numbers for efficiency of the interesting components, all someone can do is gather some empirical data and see how it looks.
Yeah, I really wish Honda made some of that data available. Does the storage system have efficiency comparable to that of home PV system storage batteries? What's the efficiency vs RPM graph look like? Sure wish that wasn't a secret.... (hint, hint)I agree that in situations where running HV Charge puts the engine higher on the power curve than it would be otherwise, that this could more than offset the inherent losses that occur when storing and retrieving electricity in the battery. There are also mechanical losses from using ICE to turn the starter/generator motor to create electricity, as well as losses when the electricity is used to turn the traction motor, however that does not really factor into this equation because HV mode does exactly the same thing.
I wonder if we're talking about different years/models. Based on the feel and what I've found on the web, my 2018 does. See the section on Acceleration and Power.Clarity does not have a CVT.
Is that the display that shows an outline of a car, an engine, wheels, and a battery and shows the energy flowing into and out of the battery? I've never noticed it. Where will the gear icon be?By the way for anyone who doesn't know, you can tell when ICE is running in gear mode by the tiny gear icon that sometimes appears on the energy distribution display. Gear mode is used only when driving at steady speeds above 45 MPH or so.