Talk:Escape PHEV TechInfo
Does anyone know if we can upload and attach files other than images? I'd like to upload the excel file with all the CAN messages and use "Attach:". DavideAndrea 16:14, 12 January 2007 (CST)
- You can upload anything if you .zip it up first. We should be able to upload .xls and other extensions directly but the image processor tries to verify the files as images which fails, I'm working on fixing that. --Rjf 20:41, 12 January 2007 (CST)
CAN Message ID Discovery
The following discussion began at eaa-phev (at) eaa-phev.org, but I think belongs here. (RonG):
...here are some data points, ideas, suspicions, and a question:
- As a confirmation, message 300h, byte 2's measurement limits as per Davide's measurements are 180-406V, very close to the limits I've measured during driving.
- My guess is that SOC (message 320h, byte 4) is in %, with 0 as 0% and FFh as 100% (see attached graph). Then each count is 0.0039% or 21.57 mAh, and the range Davide's seen is from 4Ch = 76 = 30% = 1.64 Ah to D9h = 217 = 85% = 4.7 Ah.
- Davide: That's a better guess than mine. 21.6 mAh and 25 mAh are really close to each-other. I'll take an accurate measurement and settle this point.
- "Reported SOC" (310h, byte 6) would then be a straight line from 0 to 148 when real SOC varies from 17.5% to 54%, topping out at 155 at 62% SOC. To me this looks like the Escape's Discharge Current Limit in Amps (see attached graph). If so, it is 155A at SOC > 62%, tapering down to 0A at 17.5% SOC. If I am right, the plot should probably move to the right and down at low battery temperatures, though I can't predict what it will do at elevated temperatures. As a sanity check, if the battery's internal resistance, as per an informal measurement I made, is around 1 ohm at above 54% SOC, and open-circuit voltage at that SOC is 325V, then voltage at maximum discharge current of 155A would be 170V, close to message 300h, byte 2's minimum measurable voltage of 180V.
- Davide: That's quite possible. A driving test, with a current meter, should be able to confirm this. (We have yet to drive the car: it's been parked ever since the dealer delivered it, waiting for insurance.)
- Either there should be a similar but opposite Charge Current Limit parameter (as with the Prius) or regenerative braking current is merely voltage limited, possibly with temperature compensation.
- Davide: After reading your input, here's my hunch: Byte 310-5 is Charge Limit and 310-6 is Discharge Limit.
- The current limits you've observed for message 300h, bytes 0-1, are too small. I have seen over 120A discharge and over 50A charge.
- Davide: I agree.
- Could either the scale be different than you've reported, or maybe byte 4 (00h in your observations) handles the overflow?
- Davide: I stated it uses 12 bits. Maybe it uses all 16 bits. Again, a driving test should answer this question.
Does anyone know if the vehicle uses the same message IDs, data bytes, and scale factors as the Prius for non-hybrid information like vehicle speed, throttle position, engine parameters (including temperature), ambient temperature, shift lever position, fuel usage, etc? For example, Atilla says Prius vehicle speed in kph is encoded in byte 2 of message 3CA (attached file). If not, we need to discover what some of these are, too. In particular, I use vehicle speed, throttle position, and engine temperature in controlling the PRIUS+ conversion.
Oops (how do I get 'Oops' to start a new paragraph--I've tried everything!)! I should have added this via '+' instead of 'edit'; I'll know next time -- Rgremban 00:31, 14 January 2007 (CST)
- An empty line should begin a new paragraph, not sure why it wasn't working for you? --Rjf 02:21, 14 January 2007 (CST)