[DATA] - HVBJB Mega Data Aggregation Thread

[DevSecOps]

For anyone following this thread, I've turned it into a mega data aggregation thread because I don't want to create a separate thread each month. I'll update it regularly here and make a new post when updated for alerting.

The OP has been updated with July and September (as of today) and language has been modified to support it being a mega thread, rather than for a singular month.

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[mkhuffman]

I am really curious about the current people are drawing when the failure occurs. So many are 400+ Amps when the failure was recorded.

I checked the data for a trip I took from my mom's house, and I rarely exceeded 400 Amps. It was usually well below that.

Todd, I know you were capturing data when your failure occurred. Did you look at the HVB Current for that trip and see how much you were pulling? I would love to see if it looks similar to mine, or a lot different. Of course we didn't take the same route, but I am interested to see if you were pulling more current over a long period of time.

My trip has a lot of hills and I go over a mountain. I was expecting to see much higher current draw as I went up the mountain, but it isn't obvious so I can't pick out exactly where that was.

 

[leeman]

If you want technical, here you go:

https://www.ti.com/lit/ug/tidudj6a/tidudj6a.pdf

Scroll down to page 8

Wow that's a very interesting document

 

[Arjan]

Is it possible to get this kind of information from my car ? r is this data that is logged in FDRS somehow. I cannot find how to pull this data.

 

[DevSecOps]

Is it possible to get this kind of information from my car ? r is this data that is logged in FDRS somehow. I cannot find how to pull this data.

I've updated the spreadsheet image which has your data on it. Look towards the bottom for the last 4 of your VIN

 

[dtbaker61]

I am really curious about the current people are drawing when the failure occurs. So many are 400+ Amps when the failure was recorded.

I checked the data for a trip I took from my mom's house, and I rarely exceeded 400 Amps. It was usually well below that.

Todd, I know you were capturing data when your failure occurred. Did you look at the HVB Current for that trip and see how much you were pulling? I would love to see if it looks similar to mine, or a lot different. Of course we didn't take the same route, but I am interested to see if you were pulling more current over a long period of time.

My trip has a lot of hills and I go over a mountain. I was expecting to see much higher current draw as I went up the mountain, but it isn't obvious so I can't pick out exactly where that was.

what I think would be VERY interesting would be the AC and DC Charger connection sensor temp readings at time of failures.... Unfortunately, Todd tells me that this data is not recordable in the logs 'at time of death'.

These two sensors are the closest to the HVBJB enclosure and contactors.... with the Temps presumably close to, but lower, than the internal temps of the contactors themselves since they are thermally connected to the bus bars.

I have seen these temps sitting at 150-155F after several hours of 32a charging, pre-heating the HVBJB nicely I'd guess. combine that with some WOT and 1-p regen, and I think that's the recipe for cookin contactors since there really is no active cooling in or under the HVBJB.

hhhhmmmmm, I wonder if *some* cooling could be obtained by adding a 'chill plate' with the battery coolant passing right under the bus bars/contactors on its way back to the battery pack?! This would most likely require further design of the HVBJB for a *real fix*. But I am convinced it would solve the heat issue and enable Ford to lift the '5-second cap'.

 

[Jimmy2]

Hoping OP continues this thread.

 

[DevSecOps]

Hoping OP continues this thread.

Sorry, I am no longer tracking the data.

 

[dtbaker61]

Sorry, I am no longer tracking the data.

thanks for all the time and energy spent starting and organizing the data... I think it was instrumental in demonstrating that the original HVBJB designs were failing across all trim levels, and failures were heat related with multiple possible contributing factors: ambient temp, charge current, repeat WOT/regen all triggering heat related failures to components inside the HVBJB.

Now that the re-designed HVBJB has been made available, and it seems to have eliminated failures, I don't think there is any need to track any more data from our side of the fence.

The only data I would be interested in is the cumulative count of replacements that have been done over time versus the 50,000 eligible for recall. But only Ford has that data.

 

[woody]

SO: either the HVBJB is defective or it is not defective. This is the only true concern of any MME owner. Most vehicle owners are not concerned w/ the technological nonsense. They have to go to work, take the kids somewhere, have hobbies or interests which provide them a reasonable source of satisfaction. They simply want a vehicle that works, after all, for that is what they paid their hard earned cash. They purchased the MME thinking they were getting a functional, hassle free vehicle - like the Bolt. (that story is on going) If GM could do it, Ford could certainly do it better.
Many vehicle owners (for many decades) have little or no "car" sense.
If the HVBJB is defective, it should be replaced by Ford as a recall.
If the HVBJB is not defective, then all of these failed HVBJBs must be fiction.

 

[AKgrampy]

SO: either the HVBJB is defective or it is not defective. This is the only true concern of any MME owner. Most vehicle owners are not concerned w/ the technological nonsense. They have to go to work, take the kids somewhere, have hobbies or interests which provide them a reasonable source of satisfaction. They simply want a vehicle that works, after all, for that is what they paid their hard earned cash. They purchased the MME thinking they were getting a functional, hassle free vehicle - like the Bolt. (that story is on going) If GM could do it, Ford could certainly do it better.
Many vehicle owners (for many decades) have little or no "car" sense.
If the HVBJB is defective, it should be replaced by Ford as a recall.
If the HVBJB is not defective, then all of these failed HVBJBs must be fiction.

Not that it matters at this point but not all of the HVBJB manufactured were defective. My understanding is there was a manufacturing tolerance issue. The issue was resolved basically as of June 2022. Sure I wish they would replace mine. I do not worry about it failing but in my case I really only drive around town so if it ever fails it will not be that big of a deal. Overall I would say most owners agree with you that they wish Ford would have performed a recall on the part versus the software patch but that is water under the bridge at this time.

 

[silverelan]

I'm just doing road trips in my '21 GT waiting for the HVBJB to fail. I hate the background anxiety but Ford says they won't replace the junction box until it fails completely.

 

[mkhuffman]

I stopped worrying about it over a year ago. I WOT daily but rarely exceed 80 mph. Per the data in this thread, the most common cause is high speed, 80+ mph driving, especially up a long incline. I don't do that. And maybe my HVBJB is one of the more tolerant ones. ?

 

[Logal727]

I stopped worrying about it over a year ago. I WOT daily but rarely exceed 80 mph. Per the data in this thread, the most common cause is high speed, 80+ mph driving, especially up a long incline. I don't do that. And maybe my HVBJB is one of the more tolerant ones. ?

Yeah also not worried about it. The only pain would be the dealership service experience and that’s the only thing I dread about this vehicle.

 

[troublebot]

This thread, while not perfectly scientific, has given me some comfort. It definitely feels from reading most threads on the issue that I'm the only one left who hasn't had to replace their HVBJB, but now it's looking like it's a lot less common than I realize.

I don't drive a ton but I have an important trip coming up in a couple months (Dallas to Vegas and back, overnights in ABQ), and I was considering not taking the MME even though it's a fairly EV-friendly route, charger wise. I'm a little less worried now.

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