Day 3, Segment 2 of the Broomfield→Oshkosh leg (I-80 Option 1), covering North Platte, NE to the Aurora, NE Love’s (I-80 Exit 332) — the planned halfway fuel stop toward the Adel, IA KOA. One continuous OBDLink recording, 152.30 mi, 149.78 min (2.496 hr), average speed 61.0 mph — a steady, nearly constant-speed cruise for essentially the entire segment. Route is a gentle, consistent net descent (≈2,801 ft → ≈1,807 ft, TrackLogger altitude) rather than true flat plains, but grade variation within the segment is modest. OAT climbed to a segment peak of 93.2°F, consistent with the building I-80 corridor humidity/heat flagged in trip planning. No driver notes accompanied this upload.
ProPower BMS-cycled twice this segment (two ~32-min ON windows separated by a ~60.5-min OFF window), consistent with the documented hot-weather cycling pattern — not a deliberate Phase A/B test design. HV SOC fell substantially across the segment despite the two full-output charging windows.
| Metric | Value | Note |
|---|---|---|
| Total fuel | 9.697 gal | measured, Trip Fuel PID |
| Distance / duration | 152.30 mi / 149.78 min | avg 61.0 mph, 15.71 mpg (blended, incl. ProPower) |
| ProPower delivered (ON windows) | 6.240 kWh AC | two windows >3 kW threshold, ~64 min combined (42.7% of moving time) |
| ProPower duty | 42.7% | of moving time, BMS-driven on/off, not route-tied |
| SOC start → end | 54.3% → 41.4% (−12.8 pts) | ≈9.9 kWh net drawn from the 77 kWh pack despite 6.24 kWh in |
| Implied gross house/aux draw | ≈16.1 kWh over 2.50 hr (≈6.5 kW avg) | modeled: net HV consumption + ProPower-in; not a direct measurement |
The 12.8-point SOC drop on a hot (93.2°F peak OAT), humid I-80 day is consistent with the Thermal Load Management doc’s expectation that house loads (HVAC/canopy/etc.) can outpace ProPower charging between BMS cycles — not treated as a fault. Worth confirming canopy state at the next upload; Segment 1 noted an unplanned canopy-up condition for its first ~191 mi, and no canopy status was called out for this segment.
A continuous ~0.95–1.07 kW baseline was present on the DC/AC converter output channel even during BMS-off windows (≈1.53 kWh over 85.7 min this segment) — not counted as delivered ProPower energy above. This matches an unexplained baseline flagged on Day 1 (~0.94 kW, 8.24 kWh over that leg) and appears to be a recurring characteristic of this channel, not a one-off. Still unresolved whether it reflects genuine low-level trickle output or a sensor/converter floor.
Segment boundaries for ProPower follow the two BMS-driven ON windows rather than route markers — state explicitly so this isn’t mistaken for a deliberate test design.
| Basis | kWh AC | Conversion | Gal |
|---|---|---|---|
| (A) Measured — ÷7.70 kWh AC/gal baseline | 6.240 | KB baseline, ~22.7% full-chain | 0.810 gal |
Effective AC yield this segment is reported at the established 7.70 kWh/gal baseline by construction — this segment’s data doesn’t support an independent same-leg ON/OFF yield estimate (near-constant speed and no clean matched-condition OFF cruise segment at the same grade), so (B) modeled BTE rebuild is skipped rather than forced. No material divergence to flag.
| Term | Value |
|---|---|
| ProPower coefficient (b) | 0.0848 gal/hr per kW |
| Implied rate at 5.8 kW | 0.492 gal/hr |
| R² | 0.181 |
| Mass basis | measured, 6,949 kg (CAT scale) |
R² = 0.181 is well below the ~0.4 reliability threshold, and the implied 0.492 gal/hr at 5.8 kW sits below the physically plausible 0.55–0.75 gal/hr range from the round-trip measured baseline. Root cause: this segment ran at an essentially constant 61.5 mph cruise for nearly its entire length, so the speed³ term carried almost no variance to help the regression separate aero load from the ProPower and grade terms — the model is underdetermined here, not evidence the true rate is lower. Reported per standing instruction (caveated, not suppressed); do not quote this segment’s 0.492 gal/hr to LightShip as an independent estimate.
| Quantity | Value |
|---|---|
| Mean head/tail component | not collected this segment |
| Wind-adjusted expected yield | not computed |
| Residual after wind adjustment | not computed |
Wind cross-check skipped for this segment by driver request. The Section 03 measured yield above (÷7.70 baseline) and the GPH regression already carry their own caveats independent of wind, so this doesn’t block the rest of the report — but a large unexplained residual, if it existed, would go undetected here. No wind-loaded explanation is available for anything in this report.
No LightShip TrekDrive state, SOC, or draw-kW telemetry is present in the truck-side OBD dataset (standing limitation). Indirect signal: the electric AC compressor ran at >0 RPM for 99.96% of this segment’s rows — since the TrekDrive interlock disables HVAC and all 120V services while active, near-continuous HVAC operation indicates TrekDrive was effectively not engaged during this segment.
Section 04 is thin/empty this segment by design, not by gap: TrekDrive is being deliberately minimized on hot legs per the Thermal Load Management plan, to avoid stacking battery debt on top of thermal load. This segment’s 93.2°F peak OAT and sustained SOC drawdown (Section 02) are consistent with that plan being followed. No net TrekDrive fuel-savings figure to report.
λ threshold: sustained rich = λ < 0.98 at load > 50%, filtered for transient single-sample tip-out/DFCO excursions, restricted to episodes ≥20 s.
No qualifying sustained enrichment episode this segment. 649 individual rows met the raw λ<0.98 & load>50% filter, but the longest contiguous run was 8 s and nearly all were 2–6 s single/double-sample dips to λ 0.94–0.98 during steady 61.5 mph cruise — ordinary closed-loop trim noise, not protection enrichment. Peak IAT2 this segment was 134.6°F, comfortably under the 140°F Tier-3 throttle-closure threshold, and the gentle net-descent profile kept sustained high-load climbing out of the picture.
| Segment | Rows λ<thr (sustained) | Peak IAT °F | Mean rich λ | Est. penalty gal |
|---|---|---|---|---|
| North Platte → Aurora (full) | 0 / 0.0% | 134.6 | — | 0.000 gal |
Per protocol, State-A-vs-State-B-at-temperature comparisons are the priority target on the hot plains east of Denver — this segment doesn’t supply one (no TrekDrive engaged, see Section 04). No penalty reported from transients or insufficient load, as instructed.
StartTime header (10:12:41.26 AM) required a +1 hour correction to align with TrackLogger and with Segment 1’s confirmed North Platte arrival (11:06:04 CDT) — i.e. the header reads Mountain time while the vehicle was already in Central-time North Platte. Corrected anchor: 11:12:41 CDT, validated by GPS position match (first-row lat/lon lands at North Platte) and by TrackLogger duration self-consistency (8,988 s OBD elapsed vs. 8,992 s TrackLogger elapsed, <0.1% drift). This is the OBDLink/iPad clock lagging this time — the previously documented zone-lag bug was on TrackLogger/iPhone (Day 1, AZ). Recommend checking both devices' zone settings at every state-line crossing going forward, not just one.trip_ledger.csv currently holds only the Day 1 (Prescott–Williams-Salida) row. Day 2 (Salida–Broomfield), the TrekDrive calibration entry, and Day 3 Segment 1 (Broomfield–North Platte) all appear to be missing from the persisted ledger — flagging so this can be reconciled before end-of-trip synthesis, rather than silently working from an incomplete ledger.