Can anyone (or everyone) list some x-gauge codes for the HyHo? I have had the scan gauge for years in my avalanche and so far, have not had much luck with the hybrid tahoe. I would like to measure SOC, max charge, max discharge, and possibly torque in anyone has those codes. I am looking to have gauges that will indicate how far I can push the truck with out switching to ICE (i.e. acceleration, etc). Thanks


JT

 

First your "scanner" needs to operate on 2-wire communication at 500k baud rate. Pins 6 and 14 on the diagnostic connector under the dash. Your old device may not work so check that first. It could be the old lower baud rate and on different pins.

As far as how far you can push EV.. short answer about 15% pedal. It is all about power required to move the vehicle + power to run accessories + reserved power to start the engine = power limit of battery at that time.

It will start the engine any time above 28 or so mph even rolling down a hill.

 

Thanks for the info. I was aware of that information. I am using a current version scan gauge 2 with x-gauge. It reads all of the standard values fine, so I would guess that it is reading the correct pins and the correct speed. I had thought that was standard as mandated by the same regulation that requires an odb 2 connector be present on all vehicles sold in the United States and Canada. Interestingly, if I work it right, I get to exactly 30 on battery power whether up, down, or level ground. I am lighter on it than need be to get to that point though. I believe the computer in the tahoe hybrid is set for 25% throttle, 100 lb/nm torque, or one other possibility that I can't recall right this second (whichever comes first) will switch to ICE regardless of SOC. SOC runs through a separate computer that has priority and will also trigger the ICE at a certain level, depending on which "firmware" version you have installed in the vehicle. The battery manufacturer changed their recommendation at one point and chevy changed its' recommendation at one point based on information gathered from vehicles and customer reports. I suspect they probably monitor this site and similar sites, since they are a wealth of well informed consumers. Unless the engineers drive the vehicle as their primary vehicle, they cannot learn as much as we can tell them. Plus the soccer mom and dad that have not idea why "the gauge next to the speedometer says auto stop on it" are already weeded out. That being said, rather than try to monitor all those parameters simultaneously (all though I would like to be able to if someone has the scan gauge codes), there is a simpler way. If you monitor the current draw on the battery (Mxd i believe, though I have been up for 2 days), it will give you a combination of all of the above components in one. I think the magic number is about 50 Amps in the tahoe, though I would have to test it (various digital handling of the data could cause a variation). As you depress the pedal further you call for more acceleration, requiring more Amperage. Accelerating going up hill or with a load / tow requires more torque which requires more Ampreage. Anyways, you can see where I am going with this. I need the scan gauge codes to monitor these values, such as SOC, Mxc, Mxd, etc.....



Thanks again if anyone can help.

JT

 

my ICE kicks in at 22mph, not 30mph?

 

Interesting - I can get to 29 under battery.

I'm also interested in using my Scangauge to monitor SOC, regen, etc.

Maybe if our friend from GM is still reading posts, she might be able to gather some information that would let us pull the values from the bus.

I have checked out some hardware/software that looks like you can monitor all activity. You then have to figure out which codes are for the parameters you are interested in. Since it runs $1k+, I haven't gone that route yet.

 

OK! At long last we have them!!! Giving credit where credit is due, Linear Logic (The company that makes scan gauge) is absolutely phenomenal when it comes to customer service and their chief Engineer James is truly brilliant! Here are the codes and what I know so far about them.

Hybrid Battery Current (Amps)
TXD: 07E72240D2
RXF: 0462454006D2
RXD: 3010
MTH: 006400140000
NAM: HBA – Just decided Hybrid Battery Amps might work best

HBA is THE gauge that you must have. Depending on which version of the scan gauge you have it will display one of two things. If you have a new scan gauge (version 4) It will display a negative value for discharge (power draw on the hybrid battery) and a positive value battery charging. If you have an older scan gauge (such as 3.15) it will not display a negative value here. With the older versions, when it is charging the gauge will display a value around 3740 - 3780. With either version, the important thing to know is how much current you can draw before the truck switches from battery power to ICE. I believe the magic number is between 66-68 amps. So you can accelerate as fast as needed as long as you keep the current draw below about 66 Amps without switching into ICE mode.


Hybrid Battery SOC (%)
TXD: 07E7222411
RXF: 046205240611
RXD: 3008
MTH: 006400FF0000
NAM: SOC

The SOC is the second most important gauge. With our trucks, the vehicle will switch from battery to ICE mode at 47%. It will charge to about 50 - 52% before going back to battery mode. The highest that I have observed is 72%.



Hybrid Battery Charge Power Available (kW)
TXD: 07E72240EF
RXF: 0462454006EF
RXD: 3010
MTH: 0001000A0000
NAM: CPA

Hybrid Battery Discharge Power Available (kW)
TXD: 07E72240EE
RXF: 0462454006EE
RXD: 3010
MTH: 0001000A0000
NAM: DPA

CPA and DPA are also relevant, but I haven't figured the exact number yet. When you first start your truck (maybe on a cold morning or whatever) it will not go into battery mode right away. This is partly due to the temperature, and partially due to how readily the battery can charge and discharge given a certain formula that is irrelevant here (but temperature is a variable in the equation). So in the same way that it is simpler to monitor the current draw than to watch the incline, acceleration, load, etc, you can monitor the CPA and DPA which takes into account a number of factors.



Hybrid Battery Inlet Air Temperature (Degrees F)
TXD: 07E7224107
RXF: 046205410607
RXD: 3008
MTH: 00090005FFD8
NAM: BIT

Hybrid Battery Outlet Air Temperature (Degrees F)
TXD: 07E72224109
RXF: 04620524109
RXD: 3008
MTH: 00090005FFD8
NAM: BOT

Hybrid Battery Cell Temperature Maximum (Degrees F)
TXD: 07E7222416
RXF: 046205240616
RXD: 3008
MTH: 00090005FFD8
NAM: MAX

Hybrid Battery Cell Temperature Minimum (Degrees F)
TXD: 07E7222417
RXF: 046205240617
RXD: 3008
MTH: 00090005FFD8
NAM: MIN

Hybrid Battery Cell Temperature Average (Degrees F)
TXD: 07E7222417
RXF: 046205240617
RXD: 3008
MTH: 00090005FFD8
NAM: CTA

Before the truck will switch into battery only mode, the battery must be warm enough to support charging and discharging current at a fast enough rate. The temp seems to be about 70 CTA, but I am still researching an exact number and it may have to wait until the fall.


Hybrid Battery Module 1 Temperature (Degrees F)
TXD: 07E722240D7
RXF: 0462052406D7
RXD: 3008
MTH: 00090005FFD8
NAM: M1T

Hybrid Battery Module 2 Temperature (Degrees F)
TXD: 07E722240D9
RXF: 0462052406D9
RXD: 3008
MTH: 00090005FFD8
NAM: M2T

Hybrid Battery Module 3 Temperature (Degrees F)
TXD: 07E722240DB
RXF: 0462052406DB
RXD: 3008
MTH: 00090005FFD8
NAM: M3T

Hybrid Battery Module 4 Temperature (Degrees F)
TXD: 07E722240DD
RXF: 0462052406DD
RXD: 3008
MTH: 00090005FFD8
NAM: M4T

Hybrid Battery Pack Calculated (Volts)
TXD: 07E72240FE
RXF: 0462854006FE
RXD: 3010
MTH: 000100010000
NAM: BPV

The calculated volts corresponds to the state of charge more or less. The values are about 336 +/- 36 volts.


Hybrid Battery Pack Fan (RPM)
TXD: 07E72240E7
RXF: 0462854006E7
RXD: 3008
MTH: 001900010000
NAM: FAN



For all of the following Hybrid battery volts, you can check the voltage of each individual cell. This would help you find a problem with the battery early on. Each one should be about 16.7 volts when charging or not in use (it seems to always be charging or using - never idle) and about 14 volts under load (battery mode or hybrid mode)

Hybrid Battery 1 (Volts)
TXD: 07E72240E4
RXF: 0462854006E4
RXD: 3008
MTH: 000100010000
NAM: B01

Hybrid Battery 2 (Volts)
TXD: 07E72240E5
RXF: 0462854006E5
RXD: 3008
MTH: 000100010000
NAM: B02

Hybrid Battery 3 (Volts)
TXD: 07E72240E6
RXF: 0462854006E6
RXD: 3008
MTH: 000100010000
NAM: B03

Hybrid Battery 4 (Volts)
TXD: 07E722410B
RXF: 04628541060B
RXD: 3008
MTH: 000100010000
NAM: B04

Hybrid Battery 5 (Volts)
TXD: 07E722410C
RXF: 04628541060C
RXD: 3008
MTH: 000100010000
NAM: B05

Hybrid Battery 6 (Volts)
TXD: 07E722410D
RXF: 04628541060D
RXD: 3008
MTH: 000100010000
NAM: B06

Hybrid Battery 7 (Volts)
TXD: 07E72240F0
RXF: 0462854006F0
RXD: 3008
MTH: 000100010000
NAM: B07

Hybrid Battery 8 (Volts)
TXD: 07E72240F1
RXF: 0462854006F1
RXD: 3008
MTH: 000100010000
NAM: B08

Hybrid Battery 9 (Volts)
TXD: 07E72240F2
RXF: 0462854006F2
RXD: 3008
MTH: 000100010000
NAM: B09

Hybrid Battery 10 (Volts)
TXD: 07E72240F3
RXF: 0462854006F3
RXD: 3008
MTH: 000100010000
NAM: B10

Hybrid Battery 11 (Volts)
TXD: 07E72240F4
RXF: 0462854006F4
RXD: 3008
MTH: 000100010000
NAM: B11

Hybrid Battery 12 (Volts)
TXD: 07E72240F5
RXF: 0462854006F5
RXD: 3008
MTH: 000100010000
NAM: B12

Hybrid Battery 13 (Volts)
TXD: 07E72240F6
RXF: 0462854006F6
RXD: 3008
MTH: 000100010000
NAM: B13

Hybrid Battery 14 (Volts)
TXD: 07E72240F7
RXF: 0462854006F7
RXD: 3008
MTH: 000100010000
NAM: B14

Hybrid Battery 15 (Volts)
TXD: 07E72240F8
RXF: 0462854006F8
RXD: 3008
MTH: 000100010000
NAM: B15

Hybrid Battery 16 (Volts)
TXD: 07E72240F9
RXF: 0462854006F9
RXD: 3008
MTH: 000100010000
NAM: B16

Hybrid Battery 17 (Volts)
TXD: 07E72240FA
RXF: 0462854006FA
RXD: 3008
MTH: 000100010000
NAM: B17

Hybrid Battery 18 (Volts)
TXD: 07E72240FB
RXF: 0462854006FB
RXD: 3008
MTH: 000100010000
NAM: B18

Hybrid Battery 19 (Volts)
TXD: 07E72240FC
RXF: 0462854006FC
RXD: 3008
MTH: 000100010000
NAM: B19

Hybrid Battery 20 (Volts)
TXD: 07E72240FD
RXF: 0462854006FD
RXD: 3008
MTH: 000100010000
NAM: B20

Hybrid Battery 21 (Volts)
TXD: 07E722414A
RXF: 04628541064A
RXD: 3008
MTH: 000100010000
NAM: B21

Hybrid Battery 22 (Volts)
TXD: 07E722414B
RXF: 04628541064B
RXD: 3008
MTH: 000100010000
NAM: B22





If anyone has anything else, please add it. I will keep adding more gauges as I find them or James comes up with them.

I am specifically looking for a command or a gauge to check firmware version and stabilitrack on or off.

 

thanks!

 

Outstanding! Many thanks for your work in getting these codes.

Here is some of what I see on the 2010 Silverado:

Hybrid Battery Current (Amps). [HBA]
Mine seems to range from about 2 to about 655.
Maybe different scaling on the Silverado?

Hybrid Battery SOC [SOC]
I was stuck for two hours at an accident scene. I noticed the engine turned on when at about 42% SOC and off at 47% SOC. Haven't had the chance to see how it acts when driving.

I was told from the service engineer when I bought the truck, that the nominal value here was 50%, and that seems to be the case. I only got it up to the mid-60's and down to 42. Will keep watching this to see how the range changes. Does anyone know what the cycle range is supposed to be?

Hybrid Battery Charge Power Available [CPA]
Mine looks to always be at 32.0

Hybrid Battery Discharge Power Available [DPA]
Mime looks to always be at 30.0

Hybrid Battery Inlet Air Temp [BIT]
Mine was around 78 today

Hybrid Battery Outlet Air Temp [BOT]
Mine ranged from about 175 to 225 today
That seems quite high to me - maybe another scaling issue?
Also - it looks like when BOT is displayed, the SOC goes blank.

Hybrid Battery Cell Temp Max [MAX]
Mine was at 100 today

Hybrid Battery Cell Temp Min [MIN]
Mine was about 95 today

Hybrid Battery Cell Temp Average [CTA]
Mine was at 95 today

Hybrid Battery Module 1 Temp [M1T]
2 Temp [M2T]
3 Temp [M3T]
4 Temp [M4T]
These were all blank for me. Maybe my model year or vehicle has a different code for these?

Hybrid Battery Pack Calculated Volts [BPV]
Mine was 330 +/- as expected

Hybrid Battery Pack Fan [FAN]
Mine ranged from about 166 to 230

Hybrid Battery 1 [B01]
Only checked the first battery - it was 15.5v +/-

 

A little more playing with this today.

I have this 12 mile 7% grade downhill near me which I traveled over today.

SOC was interesting to watch, along with the HBA. One thing that was a bit odd - going downhill, the highest HBA values (around 650) where when I had my foot off the accelerator. When I braked even slightly the HBA number would go down. This was a bit of a surprise to me as I thought a very slight braking would just increase the amount of regen, but this didn't seem to be the case on my decent. Will have to experiment a bit more with this.

About 2/3's of the way down the hill, the SOC hit 69 and then just stayed there. Even though the HBA was showing 650 amps, the SOC didn't move, so I must have been dumping the energy to somewhere besides the battery.

At the bottom of the hill is a stop light and I got caught at the red light and sat for a few minutes - SOC remaining at 69. When the light turned green and I started to move, the SOC dropped to 60 within about 100 feet of movement. Clearly it didn't like that high of a number, and there's no way I burned off 10% SOC over the 100 feet, so there must be some way it just dumps the excess energy.

Starting to look to me like the battery is supposed to operate in the 40% to 60% SOC range. Clearly it can get higher, but it doesn't appear to able to make use of that extra energy.

After the downhill, I have a long flat stretch where it is 25 MPH. I was able to maintain 25 MPH using about a 35 HBA draw. A few times I noticed I was a high as 45 on slight inclines. Couldn't really tell at what draw it cut from battery to gas - somewhere between 45 and 85. Will have to do something more controlled to get a better number. SOC ran down into the mid-40's on battery. Will also try to get a better lower number on where SOC kicks from battery to gas.

Neat stuff!

 

Thanks for getting this data together and posting it. Hopefully somebody can make it a sticky.

I can confirm the codes work on my 2011 Silverado.

Seeing the amps coming off the Hi Volt Batt is very useful. I can see the draw from the A/C, the brake assist motor and even the headlights. Very interesting.

The only down side to the scan gauge is finding a good mount on the Silverado.