Escape PHEV TechInfo

Technical information on the Ford Escape useful when designing a Escape PHEV conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to Hybrids Plus.

Traction battery

Specs

• Cells:
  • 250 Sanyo NiMH 'D' cells, divided into 50 modules of 5 cells each
  • 325 V nominal @ 1.3V/cell (Ford says 330V)
  • 5.5 Ah
• Electronics:
  • controller
  • DC-DC converter to charge traction battery from 12 V battery ("Jump Start")
  • Contactors and pre-charge relay / resistor
  • Current sensor
  • Blowers
• Connectors:
  • 12 V power and control (40 circuits)
  • HV (4 circuits)
  • AC/DC (2 circuits, unused)
• Mechanical
  • 87 kg (192 lb)
  • 102 x 80 x 15 cm (40 x 31-1/2 x 6")

Performance

Voltage vs SOC

Voltage vs SOC cycle, parked

When the car is parked, ignition on, the engine cycles off and on over time, to keep the battery within certain SOC levels. This plot of Battery Voltage vs Battery SOC shows that cycle.

• When the engine is on, it charges the battery at about 13 A, and the battery voltage jumps up (due to its internal resistance) and starts climbing.
• When the SOC reaches up to 51 %, the engine stops charging at high current
• The engine stays on a bit longer, to finish warming itself up, charging the battery at lower current (hence the battery voltage drops, though the SOC still increases)
• The engine turns off, and the battery voltage creeps down as the battery is slowly discharged by the car's loads (the headlights were on during this test)
• When the SOC reaches down to 41 %, the engine comes on and the cycle repeats

Voltage vs SOC, no load

When the car is parked, key on / ignition off, the battery is discharged until 35 %, when the car starts using its 12 V battery instead. This plot of Battery Voltage vs Battery SOC shows that; it starts from a relatively high SOC (after coming down a mountain).

• To speed-up the test, the headlights are on, and then also the fan (drawing between 0.6 and 2 A, still considered "no load").
• The perturbation in the middle is because, after some time, the car switched to the 12 V battery, so the test had to be stopped, and then started again later
• The temperature is between 30 and 32 °C
• The voltage is approximately: 245 [V] + 1.75 [%/V] * SOC [%]

Internal resistance

From the delta in the voltage (27 V) charging (13 A) and a no current, we derive that the battery has a resistance of 2.1 ohm.

Assuming an average current of 50 A during operation, that's 5 KW of wasted heat! No wonder the battery needs air conditioning!

Removal

From the hatch opening:

• Remove the carpet in the hatch compartment floor, to reveal the battery
• Turn the orange safety plug from LOCK to UNLOCK and pull it out
• Remove the black plastic air coupling on the rear-left
• Remove the bolts on either side of the battery (3 bolts on each side)
• Lift the bottom of the rear-right passenger seat and move it forward
• List the strip of carpet to reveal the metal cover over the high voltage cables
• Remove the 2 (not 3) nuts holding the black metal cover
• Flip the seat forward to see the other end of the black metal cover
• Remove the 2 bolts holding the other end of the black metal cover to the battery
• Disconnect the battery:
  • From the rear right seat, remove the orange HV connector on the right (flip the lever)
  • From the rear left seat, remove the big black signal connector on the left (unbolts with a 10 mm socket wrench)
  • From the rear left seat, remove the small connector next to the signal connector (snaps)
• Remove the battery
  • Remove the 6 bolts, 3 on each side of the battery, bolting it to the floor (1/2" socket)
  • Hook an engine hoist to the two round holes in the black metal on either side of the battery
  • Hoist the battery out of the car

• 

  Battery pack lifted out of vehicle

• 

  Trunk after the battery was removed

To open the battery:

• You need a #35 security Torx driver, and a #35 Torx driver
• Remove all the screws in the 2 top covers:
  • Cover over the fans
  • Cover over the batteries and electronics

• 

  Battery pack opened, rear view

• 

  Battery pack opened, front view

Component locations

Component locations

The battery includes (as seen when in the vehicle):

• Air blowers in the rear compartment
• NiMH cells in the center
  • 2 layers of cells
  • each layer in a left and right group
  • the groups in the top layer have 13 columns of 5 cells in series
  • the groups in the bottom layer have 12 columns of 5 cells in series
  • total: 2 * 13 * 5 + 2 * 12 * 5 = 250 cells
  • nominal pack voltage: 1.2 V * 250 = 300 V
• controller on the right side
• contactors and HV connector on the right-front corner
• HV safety plug on the right-rear corner. The current sensor is inside it
• the Converter on the left side

Cell array

These pictures show the two layers of cells, separated. The upper layer is removed and upside-down. Note the electronics potted in the middle of the layer. All indications are that these electronics provide insulation, and that therefore all the wires coming out of the cell pack (other than the high voltage wires) are at low voltage.

• 

  Lower cell array

• 

  Upper cell array

• 

  Cell array detail

Disconnect

The safety disconnect includes the current sensor: Microchip PowerSmart Systems PS3190-256 PowerShunt. This part is not available: it must be custom made for this battery. It is a combination resistive shunt, current sensor, A/D converter and digital communication.

• 

  Safety disconnect socket and plug

• 

  Safety disconnect socket showing shunt

Contactors assembly

This assembly includes 2 high power contactors, a low current precharge relay, and a precharge resistor (dangling, in the picture)

• 

  Contactor assembly '05 to '08

• 

  Contactor assembly '09, opened

Note the precharge resistor (white box) the 3 contactors (gray box) sense resistors (small black potted boxes at the end of thr orange wires

Block diagram

Block diagram of battery

This block diagram shows the main components of the battery pack, and how they interface to the vehicle

• The NiMH cells store energy
• The battery controller controls the battery pack
  • It communicates with the vehicle through the CAN bus
  • It monitors the air intake temperature, it controls the intake air flow and source, and it drives to DC blowers to blow air into the cells
  • It monitors the cells' voltage, including in intermediate points of the pack ("taps")
  • ...
• The DC-DC converter receives power from the 12 V battery and boosts it up to 300 V, to charge the traction battery when it's dead and the user presses the Jump Start button (by the driver's left foot)
• The Safety Disconnects opens the pack mid-voltage
• The HV Output section
  • It has a connector with 2 high-current contacts to connect the battery voltage to the vehicle
  • It has a pair of wires to determine if that connector is connected or not
  • It has contactors (high power relays) to connect or isolate the pack voltage
• The blower compartment has 2 DC blowers to blow air into the cells

Wiring diagram

Wiring diagram of battery.

This wiring diagram shows how the components of the battery pack are wired together.

• High voltage wires are red.
• Connectors are marked with their color and the number of positions
• Sets of wires are shown together. The slash at one end indicates the number of wires
• The function of sets of wires is shown above the wire
• The wire colors are shown below the set of wires
• Shaded squares indicate that wires are bundled together
• The orientation of the components is shown as seen when looking from the hatch

This reverse engineering drawing is not guaranteed to be accurate and is offered as-is. Please direct corrections to DavideAndrea.

Connectors

AC/DC connector (left) & Control connector (right)

The battery has 3 connectors, with a total of 34 wires:

• C4227A - 40-circuits, 28 wires - control
• C4227B - 6-circuits, 2 wires - low power, 24v DC from the AC/DC converter
• C4227C - 4-circuits, 4 wires - traction HV, interlock signals

AC/DC converter connector: C4227B

Pin-out. Looking into cable (left) and looking into battery (right)

The AC/DC converter connector has 2 circuits, with the following names and functions.

Group	Ckt	Pin(s)	Ext. color	Int. color	Name	Function	Notes
AC/DC converter in	3000	1	Vio	Red	AC/DC in+	To connect 24v DC to the traction battery, part of the engine block heater option	Ends in hood, by coolant tanks, unconnected and capped	OK
	3001	6	VioOrg	Blk	AC/DC in-			OK

This connector is on one end of a cable. The other end of the cable (C1468) is capped, under the hood, on the right, in front of the 2 coolant tanks, fastened to its own harness. It is only used with the Engine Block Heater option, which includes a small 115 Vac to 24 Vdc converter. Ford's part numbers for the block heater option are 4M6Z-6B018-AA WIRE ASY, F5RZ-6A051-B HEATER ASY, 5M6Z-10B689-AA CHARGER ASY. When the engine block heater is plugged into the 115 VAC, a "Y" splitter sends some power to the AC/DC converter, and then to the traction battery. It might only charge when the HV battery reaches a low SoC or it may simply be a battery warmer, because under normal battery conditions and room temperatures, zero power is sent to the traction battery pack. The engine block heater is rated at 115v AC and 400 watts. The AC/DC transformer outputs 24v DC under no load and when plugged into a cold battery draws 75 watts. Upon initial testing, a 7'C HV battery was warmed to 32'C in about 3 hours.

Control connector: C4227A

Pin-out. Looking into cable (left) and looking into battery (right)

• The control connector has 40 positions, but only 24 circuits
• To disconnect it, turn the bolt, which draws the connector out
• To remove the bulkhead male from the battery, remove the black shroud, squeeze the 2 gray snaps left and right, pull into the battery body
• To remove a pin form either mate, look on the mating surface, find the white, rectangular, plastic retainer, use a small flat screwdriver to lift the little snaps, lift the retainer. On the wire side, pull on the wire for that pin, while, on the pin side, use the small screwdriver to release the gray plastic snap holding the pin. Pull the wire and the thin out.

Names and functions.

Group	Ckt	Pin(s)	Ext. color	Int. color	Name	Dir	Function	Notes
12V pwr	57	35,36,37	Blk	Blk	Ground	IN	Power ground		OK
	570	30,31	BlkWht	BlkWht	Ground	IN	Signal ground		OK
	3800	4,5,6	LtgrnBlk	Red	+12 V	IN	Power +12V	Always on	OK
	16	10,11	RedLtgrn	RedBlu	+12 V	IN	Low power +12V	Always on	OK
	3206	19	LtgrnYel	TanRed	Voltage supplied in Start and Run	IN	Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running)	From the ignition switch. Overload protected	OK
	3997	14	Dkgrn	Tan	Power sustain relay out	IN	Receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off	Fed by the Powertrain Control Module's Power Relay, located in the Battery Junction Box. The Powertrain Control Module is located under the hood, in the rear-center	OK
Air intake	3703	21	BrnWht	BlkBrn	Battery compartment thermistor signal	IN	Senses air intake temperature	All are located inside the column at the rear-left corner of car, inside air intake ducts	n.a.
	3704	25	DkgrnWht	WhtBlk	Battery compartment thermistor return	IN			n.a.
	698	34	Red	RedBlu	Mode door actuator motor +	OUT	Moves a flap controlling air flow		n.a.
	699	26	Org	BlkYel	Mode door actuator motor -	OUT			n.a.
	1129	17	BrnWht	RedGRn	Mode door actuator potentiometer +	OUT	Senses position of flap		n.a.
	1130	20	PnkLtgrn	BluBlk	Mode door actuator potentiometer wiper	IN			n.a.
	1128	24	GryLtBlu	BlkWht	Mode door actuator potentiometer -	OUT			n.a.
	698	34	Red	RedBlu	Zone Valve	OUT	Solenoid selecting air source		n.a.
CAN BUS	1908	29	Wht	YelRed	High speed CAN bus +	I/O	Communicates with vehicle	See CAN section below for messages	OK
	1909	28	Blk	YelWht	High speed CAN bus -	I/O			OK
Jump start switch	176	16	PnkLtgrn	BrnWht	Jump start switch feed	IN	When grounded, lets 12 V battery jump charge-up the traction battery a bit, through DC-DC converter in battery pack, enough to start the car	The switch is located to the left of the driver's left ankle, behind a black plastic panel	OK
	179	12	OrgRed	GrnBlk	Jump start switch illumination +	OUT	When at 12 V, it lights-up the switch		OK
Emergency control	3003	8	VioWht	Tan	Battery power off signal	OUT	0-12 V square wave, 50% duty cycle. If all OK, 2 Hz. If problem, 6 Hz. From the Traction Battery to the Power Train Control Module	The Power Train Control Module is located under the hood, in the rear-center	OK
	877	7,23	Wht	RedBlk	Fuel pump feed / Inertia Sw input	IN	Normally receives 12 V when the ignition switch is in either the On or Start positions (even if engine is not running) and for 2 seconds after the ignition is turned off; no voltage when the ignition is off, or in case a crash opens an inertia switch	The High Voltage Cutoff switch is located in the right-rear column of the car	OK
	212	27	Dkblu	BlkBlu	Immediate shutdown 1	OUT	The Traction Battery tells the Transaxle Control Module that all is OK by sending 12 V (same duration as the Sustain line). If both lines are open, the Transaxle Control Module starts a fault	The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"	OK
	213	13	DkbluYel	BlkRed	Immediate shutdown 2	OUT			OK
Unused	n.a.	18	n.a.	TanRed	???	???	???	Connected to controller, not used in vehicle	??
		32		YelBlk					??

Notes

• Green OK: function is understood and confirmed
• Red ??: function is not understood, or not yet confirmed
• Gray n.a.: PHEV conversion can work without this function

Immediate Shutdown

With these two lines, the battery tells the Transaxle Control Module that all is OK.

• Whenever there's 12 V on the Start / Run, and all is OK, the battery sends 12 V to both Immediate Shutdown lines
• The load in the Transaxle Control Module on each line is 1.2 Kohm
• If *both* lines are open, the Transaxle Control Module shows a fault (if only one line, then all is OK)

HV connector: C4227C

HV connector

Pin-out. Looking into cable (left) and looking into battery (right)

Part specs: Yazaki

• Male (on battery) P/N 7325-6498-02 or 7325-6499-02
• Female (on cable) P/N 7325-6490-51
• Spec sheet (pdf)

The HV connector has 4 circuits, with the following names and functions.

Group	Ckt	Pin(s)	Ext. color	Int. color	Name	Function	Notes
HV	3180	+	Org	n.a.	HV+	Battery power	To Transaxle Control Module	OK
	3181	-	Org		HV-			OK
Interlock	3130	1	Gry	Blu	Traction Battery Control Module Interlock +	Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.	To Transaxle Control Module	OK
	3181	2	Red	Wht	Traction Battery Control Module Interlock -			OK

The electrical circuit for the HV Interlock. The circuit goes from the battery, through the Transaxle Control Module, and back to the battery. If either wire is opened, shorted to +12 V or grounded, both the Battery and the Transaxle Control Module detect a fault.

Electronic Components

• 

  The controller

• 

  The controller, opened. The low voltage board is at the bottom, the high voltage one at the top

• 

  The Jump Start Converter

Battery cooling system

Battery HVAC air flow
exhaust, forced air flow, outside air intake, exhaust inside vehicle

Battery HVAC

The Cooling System controls the temperature of the NiMH cells in the traction battery.

Its components are located:

• in the rear-left column
• in the traction battery itself

When used in a closed loop, air flows:

• from the empty spaces in the battery pack
• out of the rear-most grille in the rear-right corner of the battery pack
• into a duct in the rear-right column of the vehicle
• up the rear duct in that columns
• through the Mode Door that controls the air flow (unconfirmed)
• through the Zone Valve that selects the air source (unconfirmed)
• forward through a heat exchanger
• down the front duct
• out of the rear-right column
• into the front-most grille in the rear-right corner of the battery pack
• into the battery pack
• into 2 ducts, one for each blower
• into 2 blowers, one for each duct
• into each set of cells (left set for left blower, right for right)
• through the cells and into the empty spaces in the battery pack
• completing the cycle

The heat exchanger is chilled by the vehicle's air conditioning system. This is done through two metal pipes, which run from the bottom left corner of the vehicle, then forward, behind (to the left of the) black plastic ducts, and up to the heat exchanger. Condensation collected in the heat exchanger flows into two rubber tubes below it, through a Y into a single rubber tube, through the floor, to let the condensation drip on the ground.

When using outside air:

• air is taken from a vent in the rear-right window
• down a duct
• flows through an air filter
• through the Mode Door
• into the heat exchanger
• then following the same path as above

Now that extra air has been taken into the system, air has to be let out of it

• air from the pack flows into the rear duct
• the Zone Valve opens, letting out air from the rear duct into the open space in rear-right column
• from there, air flows into the rear storage area

To monitor the temperature, thermistors are placed:

• 1 in the rear-right ducts
• 2 by the blowers, one for each blower
• 2 in the left block of cells, 2 in the right block (unconfirmed)

To control the air flow and temperature:

• the blower's speed is variable
• the Mode Door's position is continuously variable from closed to fully open
• the Zone Valve selects the air source

The vehicle varies the blowers' speed based on the battery temperature. However, their speed is reduced when the vehicle is otherwise quiet (engine off, low speed or stopped), presumably to prevent them from annoying the passengers. Source

• 10 % when stopped
• from 10 % to 80 % as the car speed goes between stopped and 25 mph, with the engine on
• 80 % if in EV Mode or the car speed is between 25 and 39 mph
• 100 % if the speed is 40 mph or above

Contactors

The Traction Battery uses 3 contactors (high power relays) to connect the battery voltage to the HV output.

• The contactors are located just behind the HV output connector
• The enclosure includes 1 precharge resistor and filter capacitors

• The purpose of contactor K1 is to precharge the capacitors in the Motor Driver slowly
• Contactor K2 connects the B+ of the battery to the HV connector
• Contactor K3 connects the B- of the battery to the HV connector
• The circuit includes the interlock which detects if the HV connector is disconnected.

Sequence:

• The CAN Bus activity starts 25 ms after the ignition is turned on
• At 150 ms after the ignition is turned on, A CAN message (422h, byte 1 = 1Eh (models '05 through '08) or 2Eh (model '09)) tells the battery to turn on its relays
• Then the precharge and B- contactors (K1 and K3) are turned on, to precharge the Motor Driver capacitors. There's a spike in the current reflecting the inrush. The time constant is measured to be about 35 ms. Given that the precharge resistor is 10 ohm, we derive that the capacitors in the inverters are 3.5 mF (that's 3.5 milliFarad).
• At 416 ms, the B+ contactor is turned on (K2) to apply the full battery voltage to the Motor Driver. There's a small step in the current, as the precharge resistor is no longer in the circuit.
• At 496 ms, the B+ contactor is on, the precharge contactor is no longer needed, so it can be turned off.
• The battery puts on the CAN Bus a message (300h, byte 3) that the contactors are on and all is OK.

Notes:

• Initially, the contactors are powered by the full 12 V voltage. After a bit, since they are already actuated, their coil voltage can be halved without dropping off the contact, to reduce their heating.
• Initially, the supply voltage is 12 V. Later, the DC-DC converter that keeps the 12 V battery charged is turned on, so the 12 V supply jumps up to 14 V

Contactor control message

The vehcile controls the contactors through message 422h (50 ms, 2 bytes), data byte 1.

• Contactors off: 00h
• Contactors on: depends on year model.

For '05 to '08 models:

• Contactors on: 1Eh

For '09 models: Contactors on sequence:

• 1A: 0001 1001
• 2D: 0001 1101
• 2E: 0001 1110

Clearly, the vehicle controls each contactor directly:

• bit 0: K1 (precharge)
• bit 1: K2 (negative)
• bit 2: K3 (positive)

Battery compartment

SolidWorks 3-D model of cavity containing the battery (useful for designing replacement batteries).

Media:Escape_trunk.zip

Battery current

• The Main Fuse in the Battery is 100 A. Therefore, we assume that the battery current is at most +/- 100 A. If the assumptions of CCL (12) and DCL (13) are correct, the range is actually +/- 78 A.

Here are some numbers:

• Engine off, stopped: 1.2 A
• Engine off, stopped, low beam: 1.9 A
• Engine off, stopped, high beam: 2.7 A
• Stopped, charging, headlights off: - 3.6 A (normal SOC) or -14 A (low SOC)

When stopped, with the engine on, the charging current depends on the reported SOC.

If the engine has no other reason to stay on (such as the air conditioning being on, or the catalytic converter is cold), then the engine comes on when the SOC drops to 39 %, and turns off when the SOC goes above 42 %.

SOC

• SOC ranges at least from 35 % to 60 %
• When stopped, a SOC of 39 % makes the engine come on to start charging
• When stopped, a SOC of 42 % makes the engine go off to stop charging, unless the engine is on for some other reason

Below from gpsman1@yahoo.com

• When the key is in "RUN" (does not matter if the car has been "started" or not) the HV battery will provide power via DC/DC stepdown converter for all 12v accessories first, and for as long as it is able. Only when depleted to a certain level, will some relays open, and the power source will be handed over to the 12v under hood battery.
• The HV battery cuts off and allows the 12v battery to take over at a lower limit to protect itself from over discharge.
• The exact SOC is unknown, but believed to be in the 35% to 39% range.
• The HV battery will cut out, and hand 12v accessories ( lights, fans, radio ) to the 12v battery when the voltage drops below 305 volts and the car has not been started with the key ( just in run ) or the car cannot automatically re-start for some reason, such as the car is in Neutral, or out of gas.
• Otherwise, the engine will start as needed to keep the HV battery charged above this threshold, and 12v accessories will usually not be run from the 12v underhood battery at all.
• The 12v battery is only required to close the HV battery contactors. Once closed, the 12v battery may be disconnected or removed from the car, and the car will still start and be allowed to drive away.
• Driving without a 12v battery in place produced a "check brake system" message.

CAN bus messages

The battery communicates to the rest of the vehicle through the CAN bus. The

• Kvaser has a simple explanation of the CAN bus.
• wikipedia article on the CAN bus

CAN Tools

• A generic adapter between the CAN-bus and a PC. It is convenient to use a USB port, though the serial or parallel or Ethernet port may be used as well. Examples of USB adapters:
  • Peak's PCAN-USB also sold as the GridConnect's GC-CAN-USB
    • Note: disconnecting this product's USB cable seems to create significant problems for Windows XP (immediate shut-down, or even the "blue screen of death"). You must use the system tray's "Remove hardware" icon first.
    • They charge extra for a logger. You can use a free logger instead:
      • Attila Vass' My CAN Project
      • Hybrids Plus' CANUSB logger
  • Grifo's CANUSB
  • Systec's USB-CANmodul
  • CAN232 is a CAN to RS232 device used by Attila Vass with his early My CAN Project.
  • The CAN-View should not be confused with this CANview product (notice no dash in the name), which is a CAN to RS232 device.

• These adapters have a DE-9 DSUB connector, so you'll also need an adapter to the Prius' OBD connector. For example:
  • GridConnect's CAN to OBD2 Cable
• The Prius' OBD (On Board Diagnostics) connector is located under the dashboard, below and to the right of the steering wheel, facing down. A.k.a.: Data Link Connector 3 (DLC3)
• Alternatively, tap into the CAN bus directly. Use a short cable to the CAN adapter.
  • CAN -: black wire
  • CAN +: white wire
  • GND - chassis

CAN bus protocol

• The CAN bus is active only when the vehicle is in on (Start or Run position of the ignition key), and for a few seconds after the vehicle is turned off.
• baud rate: 500 kbits/s (if you use the wrong rate, the vehicle will complain and store a DTC fault until the DTC codes are cleared)
• Standard: CAN 2.0A ("standard CAN", 11-bit identifier)
• Remote frames: not used
  • this means all the data are volunteered and none are requested; that is, that every component on the vehicle broadcasts its data periodically; no component puts out requests for data

CAN bus messages

The CAN bus has only 24 messages.

This screen capture was taken with the ignition on On, engine off, on a '07 Hybrids Plus' Escape. The '08 Hybrid Escape has more messages: 41h, 350h.

Spreadsheet with all messages

CAN Network Module Communication Message Chart

From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

Key: Inst = Instrument cluster 4wd = 4wd control module ABS = ABS module BSCM = ? Brake System Control Module ? TBCM = Traction Battery Control Module TCM = ? Transmission Control Module ? PCM = Powertrain Control Module PSC = ? Power Steering Module ? SJB = Smart Junction Block
Broadcast Message	Originating module	Receiving Module(s)	ID	Byte(s)	Function
418-00-7
ABS/trac event in progress	ABS	Inst, PCM
ABS/trac indicator on request	ABS	Inst
ABS/trac system configuration	ABS	Inst
ABS/trac system status	ABS	Inst, PCM
418-00-8
Actual torque	PCM	ABS
Anti-stall active	PCM	ABS
Axel ratio	PCM	ABS
Barometric pressure	PCM	ABS, Inst, 4wd
Barometric pressure (gateway)	Inst	SJB
Brake deactivator switch status	ABS	Inst, PCM
Brake fluid level status	ABS	Inst
Brake indicator on request	ABS	Inst
Brake switch status	ABS	PCM, Inst, 4wd
Brake thermal intervention active y/n	ABS	Inst, PCM
Catalyst protection active y/n	PCM	ABS
Charging system status	PCM	ABS, Inst, 4wd
Clutch pedal position	PCM	ABS, Inst, 4wd
Door ajar status	SJB	Inst
Drivetrain type	PCM	ABS
Electronic brake distribution status	ABS	Inst, PCM
Engine coolant temp	PCM	ABS, Inst, 4wd
Engine off timer	PCM	ABS, Inst, 4wd
Engine RPM	PCM	ABS, Inst, 4wd
418-00-9
Failsafe cooling mode	PCM	ABS, Inst, 4wd
Fuel cap off indicator request	PCM	ABS, Inst, 4wd
Fuel flow data	PCM	ABS, Inst, 4wd
Fuel level input status (filtered)	Inst	PCM
Fuel level input status (instant)	Inst	PCM
Headlamp status	SJB	Inst
Key-in-ignition status	SJB	Inst
Maximum available torque	PCM	ABS
Minimum available torque	PCM	ABS
MIL warning indicator on request	PCM	ABS, Inst, 4wd
Odometer count	ABS	Inst, 4wd cont
Overdrive indicator status	PCM	ABS, Inst, 4wd
Park lamp status	SJB	Inst
PATS indicator status	PCM	ABS, Inst, 4wd
PATS key status	PCM	ABS, Inst, 4wd
PATS key status (gateway)	SJB	Inst
Perimeter alarm status	SJB	Inst
Shift and converter status	PCM	ABS
418-00-10
Throttle position	PCM	ABS, Inst, 4wd
Torque reduction request	ABS	PCM, Inst, 4wd
Torque transfer actual	4WD	ABS, Inst
TPMS sensor status(LF,RF,RR,LR)	SJB	Inst
TPMS system status	SJB	Inst
Transmission gear ratio	PCM	ABS
Transmission selector range	PCM	ABS
Transmission selector range (gateway)	Inst	SJB
Turn signal indicator	SJB	Inst
Vehicle speed	ABS	Inst, 4wd
Vehicle speed (gateway)	Inst	SJB
VIN information	PCM	ABS, 4wd
Wheel speed output (RF,LF,RR,LR)	ABS	4wd
4WD indicator request	4WD	ABS, Inst
418-00-48
A/C clutch status	PCM	TBCM
ABS/trac event in progress	BSCM	Inst, PCM
ABS/trac indicator on request	BSCM	Inst
Accelerator pedal mode	PCM	TBCM
Accelerator pedal position	PCM	TBCM
Accelerator torque requested	PCM	BSCM
Barometric pressure	PCM	Inst
Barometric pressure (gateway)	Inst	SJB
Battery % available	PCM	Inst
Battery % available (gateway)	Inst	CANtoACP gateway module
Battery a/c request	TBCM	PCM
Battery caution warning indicator on request	PCM	Inst
Battery caution warning indicator on request	TBCM	Inst
Battery charge power capacity	TBCM	PCM	310h	5	#12
Battery current	TBCM	Inst, PCM, TCM	300h	0-1	#2
Battery discharge power capacity	TBCM	PCM	310h	6	#13
Battery freeze condition yes/no	TBCM	PCM
418-00-49
Battery hazard warning indicator on request	TBCM	Inst
Battery R mode enable	PCM	TBCM
Battery R mode enable	TBCM	PCM
Battery R mode target charge power	TBCM	PCM
Battery refrigerant solenoid state	TBCM	PCM
Battery state of charge %	TBCM	Inst, PCM	320h	3-4	#17
Battery temperature	TBCM	Unst, PCM	310h	4	#11
Battery voltage	TBCM	Inst, PCM, TCM	300h	2	#3
Brake fluid level status	BSCM	Inst
Brake indicator on request	BSCM	Inst
Brake switch status	BSCM	PCM, TCM
Brake system status	BSCM	4wd
Brake travel sensor status	BSCM	4wd
Charge indicator on request	PCM	Inst
Charging system status	PCM	Inst
Contactor control on/off	PCM	TBCM, TCM	422h	2	00h = 0ff; 1Eh = On
Contactor status on/off	TBCM	PCM, TCM	300h	3	(4)
Door ajar status	SJB	Inst
Engine coolant temp	PCM	Inst, TCM
Engine estimated torque	TCM	PCM
Engine load %	PCM	TCM
Engine on/off status	PCM	TCM
418-00-50
Engine RPM	PCM	TBCM, BSCM, Inst, TCM
Engine RPM desired	PCM	TCM
Engine RPM desired	TCM	PCM
Engine cylinder sync counter	PCM	TCM
Engine torque commanded	PCM	Inst, TCM
Engine torque commanded (gateway)	Inst	CANtoACP gateway module
Engine torque min/max request	TCM	PCM
Engine/Generator mode	PCM	TBCM, TCM
Estimated engine torque	PCM	TCM
Failsafe cooling mode	PCM	TCM
Front a/c on/off status	PCM	TBCM
Fuel cap off indicator on request	PCM	Inst
Fuel cutoff request	TCM	PCM
Fuel flow data	PCM	Inst
Fuel level input status	Inst	PCM (DTC:Powertrain)
Generator brake command	PCM	TCM
Generator coil temperature	TCM	PCM
Generator error status	TCM	PCM
Generator inverter temperature	TCM	PCM
Generator speed	TCM	PCM
Generator torque commanded	TCM	Inst, PCM
Generator torque commanded (gateway)	Inst	CANtoACP gateway module
Generator/engine shutdown status on/off	PCM	TCM
418-00-51
Hazard warning indicator on request	PCM	Inst
Headlamp status	SJB	Inst
Inverter enable request	PCM	TCM
Inverter voltage request	TCM	TBCM, PCM
Jump start status	TBCM	Inst, PCM
Key-in-ignition status	SJB	Inst
MIL warning indicator on request	PCM	Inst
Motor coil temperature	TCM	PCM
Motor coolant temperature	TCM	Inst, PCM
Motor error status	TCM	PCM
Motor inverter temperature	TCM	PCM
Motor speed	TCM	Inst, PCM
Motor torque min/max request	TCM	PCM
Motor torque commanded	TCM	Inst, PCM
Motor torque commanded (gateway)	Inst	CANtoACP gateway module
Odometer count	TCM	TBCM, Inst
Over temp warning request	PCM	Inst
Over voltage protection active	TCM	PCM
Park brake status	Inst	BSCM, PCM
Park lamp status	SJB	Inst
PATS indicator status	PCM	Inst
PATS key status	PCM	Inst
PATS key status (gateway)	Inst	SJB
Perimeter alarm	SJB	Inst
Power steering malfunction	PSC	Inst
418-00-52
PRNDL direction	PCM	BSCM
PRNDL direction confirm	BSCM	PCM
Regenerative brake failure	PCM	Inst
Regenerative fault	BCSM	PCM
Regenerative torque limit	PCM	BSCM
Rolling direction	PCM	BSCM
Rolling direction confirm	BSCM	PCM
Speed control indicator on request	PCM	Inst
TBCM status	TBCM	PCM
TCM caution request	TCM	PCM
TCM hazard request	TCM	PCM
TCM status	TCM	PCM
Throttle position	PCM	TCM
Torque transfer percentage commanded	4wd	BSCM
Torque transfer percentage request	BSCM	4wd
TPMS sensor status (LF,RF,RR,LR)	SJB	Inst
TPMS system status	SJB	Inst
Traction battery fault status	TBCM	PCM
Transmission oil temperature	TCM	PCM
Transmission selector range	PCM	TBCM,BSCM,Inst,TCM,4wd
Transmission selector range (gateway)	Inst	SJB
Turn signal indicator request	SJB	Inst
Vehicle speed	TCM	Inst, PCM, PSC
Vehicle speed (gateway)	Inst	SJB
418-00-53
VIN information	PCM	BSCM, 4wd
Wheel speed output (RF,LF,RR,LR)	BCSM	4wd
4wd indicator request	4wd	Inst

Battery CAN messages

These are the messages generated by the battery.

The Battery ECU (Electronic Control Unit) broadcasts the following messages. In this table, numbers in parenthesis (#) refer to the notes just below the table. Names in parenthesis are hunches.

ID (hex)	Period [ms] (1)	No of data bytes	byte 0	byte 1	byte 2	byte 3	byte 4	byte 5	byte 6	byte 7
300h	10	5	Current (2)		Voltage (3)	Flags (4)	00h
310h	100	7	constant (7)	constant (8)	constant (9)	constant (10)	Temperature (11)	Charge Limit (12)	Discharge Limit (13)
320h	100	5	(DTCs?) (14)	(DTCs?) (14)	Flags (15)	SOC (17)

Notes:

• h = hex value; d = decimal value; b = binary value;

1) How often this message is repeated
2) Battery current. Raw reading, relative to reading at 0 current (typically 05DCh), positive when current is sourced out of the battery. 12 bits Units: 100 mA. Range: +/- 100 A (the main fuse is 100 A). Examples (assuming that at 0 current the reading is 05DCh):

• 09C4h : 2500d : -100 A out
• 0708h : 1800d : -30 A out
• 0640h : 1600d : -10 A out
• 05FAh : 1530d : -3 A out
• 05E6h : 1510d : -1 A out
• 05DCh : 1500d : 0 A out
• 05D2h : 1490d : +1 A in
• 05BEh : 1470d : +3 A in
• 0578h : 1400d : +10 A in
• 04B0h : 1200d : +30 A in
• 01F4h : 0500d : +100 A in

Note: previous data were inaccurate because a clamp current meter was placed on a HV cable, and the cable is shielded, so the reading was wrong. These data are based on measurements with a ammeter replacing the Main Fuse.

3) Battery voltage. Relative to 180 V. Units: V. Range seen: 312 to 366 V. Examples:

• 78h: 300 V
• 96h: 330 V

4) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.

bit	7	6	5	4	3	2	1	0
function	0	0	0	Safety plug removed	0	Contactors On	Contactors Settled	0

7) unknown. Always 8Ch
8) unknown. Always 78h
9) unknown. Always 50h
10) unknown. Always 3Ch
11) Pack temperature. The value is: 2 * T [°C] + 80. For example:

• 50h = 00 °C, 32 °F
• 64h = 10 °C, 50 °F
• 78h = 20 °C, 68 °F
• 8Ch = 30 °C, 86 °F
• A0h = 40 °C, 104 °F

12) Charge Current Limit [A/2]. Typically 7Ch (62 A). Range seen 00hto 9Dh (0d to 157d = 0 A to 78.5 A) In cold temperatures, when first turned on, this item starts at a value, then drifts down to another value and stops. Turn off, turn on, and the item restarts at the same value where it started before.

Discharge Current Limit vs SOC

Discharge Current Limit vs Temperature

13) Discharge Current Limit [A/2]. Normally 9Ch = 156d = 78 A. Range seen: 19h to 9Ch = 25d to 156d = 12.5 to 78 A.

Related to both the State of Charge and to the Temperature (whichever value is lower).

• Related to the SOC, according to the graph on the right, and these approximate formulas:
  
  • SOC < 18Ah (= 394d = 39 %): value = 1.57 * SOC - 470. Reaches 0 A at an SOC of 30 %
  • 18Ah < SOC < 19Dh : value = 18.52 + 0.33 * SOC
  • SOC > 19Dh (= 413d = 41 %): value = 155 = 77.5 A
• Related to the Temperature, according to the graph on the right, and these approximate formulas:
  
  • If Temperature > 35°C: 78 A - 1.2 A per degree above 35°C
  • If Temperature < 35°C: 78 A

14) DTCs?
15) Byte of flags. If the specified item is active, the bit is 1. Else, it is 0. 0 = unused or unknown bit.

bit	7	6	5	4	3	2	1	0
function	Safety plug removed	HV connector unplugged	0	0	0	0	0	0

SOC vs time, parked

17) State of Charge. Unsigned 12 bits. Units, measured with a 10 % accuracy: 4.88 mAH (close to 0.089% assuming a 5.5 AH battery). We can assume that the units are 0.1 %.

Range seen by Hybrids Plus, stopped: 349d to 482d. A different time: 484d to 525d (1E4h to 020Dh). When stopped, and charging, the engine stops when the SOC level reaches 01DEh and starts when the SOC drops to 01BDh = 445d. Ryan and Rich seem to have observed values ranging from a minimum of 01B0h (432d) at which point the ICE started while driving, to a maximum of 025Eh (606d) during heavy downhill regen at which point compression braking began. The value is 0000h if the HV safety plug is removed. If the SOC is too high at initial power-up (e.g.: 74%) the engine won't start.

Most significant nibble (top 4 bits) are usually 0h. It starts at 8h and then stays at Ah when the fan is running.

OBD-II Diagnostic Trouble Codes (DTCs)

The Battery ECU detects and reports many fault conditions.

• The Battery ECU places a Fault Code (DTC) in its message with an ID of ??
• The Engine ECU receives such DTCs (from the Battery ECU and from other devices as well)
• The Engine ECU lights the Malfunction Indicator Lamp (MIL) (a.k.a. "Check Engine Lamp") on the dashboard. (In some cases it does so immediately, in some cases after it receives the same DTC twice.)

Fault codes begin with one of four letters, depending of the 2 Most Significant bits (MSb) of the hex code:

• Ltr MSBs
• P 00 Powertrain: Most faults start with this letter
• C 01 Chassis: steering, brakes, other chassis systems. Faults in the transmission control ECU or electric power steering system
• B 10 Body: Smart entry and Immobilizer malfunction. The only DTCs are B1294 and B2799
• U 11 Network: Faults in the CAN network as well as any other networks (The Hybrid Control System cannot communicate with other components on the CAN bus0

All OBD-II diagnostic codes have five digits.

The first digit in an OBD-II DTC is always a letter, narrowing the fault to one of four different sections of the on-board diagnostic system: a P for powertrain, B for body, C for chassis, or U for network. At present, no other letters are used.

The second digit will be a number; SAE-defined codes, known as generic codes, are identified by a 0 (as above), 2, or 3. Manufacturer-specific codes, which are not defined by SAE, must use a 1 for the second digit. They can mean anything within the system defined by the first digit of the DTC.

PIDs

The battery responds to the following PIDs.

Function		REQUEST (e.g.: from ScanGauge)			RESPONSE (from battery)
ScanGauge	Name	ID	Len	Data	ID	Len	Data	Units
SOC	SOC	0745h	8	03 22 49 23 55 55 55 55	074Dh	8	05 62 49 23 xx xx 00 00	xx xx [100/2^16 %] (1)
TBV	Voltage	0745h	8	03 22 49 0B 55 55 55 55	074Dh	8	05 62 49 0B xx xx 00 00	xx xx [1/2^17 KV] (2)
TBV	Voltage (alt)	07E1h	8	03 22 49 0B 55 55 55 55	07E8h	8	05 62 49 0B xx xx 00 00	xx xx [1/2^15 KV] (3)
MDV	Module Delta Voltage	0745h	8	03 22 A9 11 55 55 55 55	074Dh	8	04 62 A9 11 xx 00 00 00	xx [50 mV] (4)
BTM	Temperature	0745h	8	03 22 A9 14 55 55 55 55	074Dh	8	04 62 A9 14 xx 00 00 00	xx [C -40] (5)
Tmx, Tmn, Tav, Txc	Module temperatures	0745h	8	03 22 49 11 55 55 55 55	074Dh	8	05 62 49 11 xx xx xx xx	xx [C -40] (5) (6)
MxC (CCL)	Charge Limit	0745h	8	03 22 A9 12 55 55 55 55	074Dh	8	04 62 A9 12 xx 00 00 00	xx [500 mA] (7)
MxD (DCL)	Discharge Limit	0745h	8	03 22 A9 0F 55 55 55 55	074Dh	8	04 62 A9 0F xx 00 00 00	xx [500 mA] (7)

Notes:

1. ) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
2. ) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
3. ) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
4. ) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
5. ) Temper [C] + 40 = (Temper [F] + 40) * 5 / 9; e.g.: 00 = -40 C = -40 F; 28 = 0 C = 32 F; 41 = 25 C = 77 F
6. ) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
7. ) Limit [500 mA]; e.g.: 8A = 69 A

Data bytes

...	Byte 0	Byte 1	Byte 2	Byte 3	Byte 4	Byte 5	Byte 6	Byte 7
Request	03 = No of data bytes following	22 = mode 22 request	ID of ECU	PID	n.a.	n.a.	n.a.	n.a.
1-byte response	04 = No of data bytes following	62 = response to mode 22 request	ID of ECU	PID	Value	n.a.	n.a.	n.a.
2-byte response	05 = No of data bytes following	62 = response to mode 22 request	ID of ECU	PID	Value, high byte	Value, low byte	n.a.	n.a.

Test data display

A variety of data are available through the instrument panel.

To start the test display:

• Start with the ignition off
• Press and hold the Trip Reset button on the instrument panel
• Turn on the ignition to ON (not Start)
• Wait until the display in the speedometer displays "test"
• Release the Trip Reset button

Each time you press the Trip Reset button a new set of data are displayed.

(Chart courtesy of gpsman1 AT yahoo)

Press	Prefix	Values	Range	Description
0	test	---	---	Initial entry into test mode
1	gage	---	---	Test Sweep of all gauges from min to max
2	---	ALL	Blackout	Prove-out of all segments on odometer display
3	---	ALL	Blackout	Prove-out of all segments on message center display
4	bulb	---	---	Lights all bulbs / LEDs ( look for "THEFT" bulb )
5	r	####		Returns all bulbs / LEDs to normal operation
6	nr	####		Hexadecimal code
7	EE	##		Hexadecimal code
8	dt	####		Hexadecimal code for manufacture date
9	CFI	##		Hexadecimal code
10	CF2	##		Hexadecimal code
11	CF3	##		Hexadecimal code
12	CF4	##		Hexadecimal code
13	CF5	##		Hexadecimal code
14	CF6	##		Hexadecimal code
15	DTC	nOnE		Diagnostic Trouble Code ( You want this to say nOnE )
16	E	###.#	000.0 - 127.0	Speed in English to the tenth of a MPH
17	---	###.#	000.0 - 205.0	Speed in Metric to the tenth of a kmPH
18	t	####	0000 - 7000	Tachometer to nearest 1 RPM
19	F	###	000 - 255	Fuel level analog/digital ratio input to intrument panel
20	FP	###	000 - 255	Fuel present level status as an amount out of 255 = full
21	CA	##.#	00.0 - 40.0	Kilowatt value being used (+) / produced (-)
22	SOC 1	##	00 - ?	CAN message status to message center 00 = normal
23	ET	###	000 - 127	Engine Temperature in degrees Celsius ( 'C )
24	BT	###	000 - 127	HV Battery Temperature in degrees Celsius ( 'C )
25	ODO	###	000 - 255	Rolling count used to calculate odometry
26	TR	##.##	00.00 - 99.99	Trip odometer in miles and hundreths of a mile
27	NCS-	#		Message Center Status
28	BAT	##.#	00.0 - 19.9	Standard battery voltage reading
29	D	###	000 / 124 / 255	Position of dimmer switch: 000 = up 124 = down 255 = off
30	RH5	##	00 - 21	Instrument cluster dimmer value: 00 = off 21 = max. bright
31	HLPS-	#	0 - 1	Status of parking / headlamps: 0 = off 1 = on
32	IIN-	#	0 - 1	Key in ignition: 0 = no 1 = yes
33	DOOR-	#	A or C	Driver door status: A = ajar C = closed
34	STBT-	#	0 or 6	Driver seatbelt status: 0 = buckled 6 = not buckled
35	PRND	##		Last value input to TRS from the PCM
36	PAR-	#	0 or 6	Status of park: 0 = in park 6 = not in park
37	CR-	#	0 or 6	Status of START: 0 = key in start 6 = key not in start
38	ACC-3	#	0 or 6	Status of ACC: 0 = key in ACC 6 = key not in ACC
39	Ch-	#		Chime: The chime that last sounded, or is currently sounding
40	ChE	##		2-bit MIL teltale data - Malfuntion Indicator Lamp
41	OPS-	#	0 or 6	Oil Pressure Sensor: 0 = on 6 = off
42	TT1	##		Hexadecimal code
43	TT2	##		Hexadecimal code
44	TT3	##		Hexadecimal code
45	THFT	##	(14)	Anti-theft visual indicator mode. THEFT LIGHT STATUS
46	4b4	##		2-bit 4x4 message ( if equipped )
47	361	##		Hexadecimal code
48	368	##		Hexadecimal code
49	3612	##		Hexadecimal code
50	369	##		Hexadecimal code
51	PA	##		Hexadecimal code
52	PADO	##		Hexadecimal code
53	PB	##		Hexadecimal code
54	PH	##		Hexadecimal code
55	PJ	##		Hexadecimal code
56	PL	##		Hexadecimal code
57	PCAN	##		Hexadecimal code
58	PT	##		Hexadecimal code
59	PUU	##		Hexadecimal code
60	BAT	###	000 - 255	8-bit value for standard battery voltage readings
61	AD2	###	000 - 255	8-bit value for dimmer readings
62	AD3	###	000 - 255	8-bit value for fuel level readings
63	AD4	###	000 - 255	8-bit value for oil pressure ( 150 - 160 = normal with stock oil )
64	gage	---	---	Goes back to start and cycles through all features again.

Engine, Motors, RPM's, and Ratios

MPH	Engine RPM	Traction Motor RPM	Generator Motor RPM
1	0 (EV)	128	-156
2	0 (EV)	256	-312
5	0 (EV)	640	-780
10	0 (EV)	1280	-1560
40	0 (EV)	5120	-6240
40	1000	5120	-2846
40	2000	5120	548
40	3000	5120	3942
40	4000	5120	7336
60	2000	7680	-2572
60	4000	7680	4216
80	2000	10,240	-5692
80	4000	10,240	1096

• Traction Motor : Generator Ratio = 1:1.21875 When in EV Mode
• Each 1000 Engine RPM Raises Generator Speed by 3394 RPM
• Traction Motor RPM is always relative to wheel speed
• Traction Motor Spec is 68kW (91 HP) in Ford's Service Manual ( 70kW / 94 HP in consumer brochure )
• Generator Motor Spec is 28kW (37 HP) in Ford's Service Manual ( 30kW / 40 HP in consumer brochure )

RPM chart and data courtesy of gpsman1@yahoo.com

General Disclaimer:   (HV) (DC) injury or death hazard,   use at your own risk,   may void warranty.

HV (High Voltage) DC (Direct Current) Warning: Traction Battery Packs, Motors, Chargers, and other HV sources could cause serious injury or death if proper precautions are not taken while working on or around such High Voltage Direct Current sources. Use this information at your own risk: There is no warranty expressed nor implied and we are not liable for any of your past, present, nor future actions. Even should you perform these modifications to the letter you could still damage any number of components in your vehicle causing it to no longer function. Even if it appears to function properly your actions may cause it to self destruct with collateral damage to surrounding properties other than your vehicle. By utilizing these ideas and instructions in an attempting to enhance national security, reduce gas consumption, vehicle "emissions", your carbon footprint, or smog, you do so at your own risk & peril. Warranty: In performing some of these modifications you may void your warranty with the vehicles manufacturer. See also our My wiki:General disclaimer talk:Disclaimer