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Prius PHEV TechInfo

2011-01-04T20:27:23Z

DavideAndrea: Added link to page with tech info on 2010 model year

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generations===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Next generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

===Present generation===
This is the new 5-door hatchback, more angular body, usually called Gen 3:
*2009 release as model year 2010, chassis ???.
[[Prius_2010_PHEV_TechInfo|Tech info]]

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===Battery current===

The battery current ranges from > -100 to > + 100.

These graphs are from data from Argonne National Labs: 600610092_Data_D3.txt.
In these data, positive means into the battery (braking).

During easy driving, the current is on the order of 20 A, but is more like 40 A during serious driving.

[[Image:PriusBatteryCurrentPlot.gif|thumb||right|Plot of battery current, 30 s average]]

[[Image:PriusBatteryCurrentHistogram.gif|thumb||right|Histogram of battery current]]

===Battery heat dissipation===

The battery power dissipation (assuming an internal resistance of 0.5 Ohm) peaks at 4.5 kW!

During easy driving, the dissipation is on the order of 200 W, but is more like 2000 W during serious driving.

[[Image:PriusBatteryHeatPlot.gif|thumb||right|Plot of battery heat dissipation, 100 s average]]

[[Image:PriusBatteryHeatHistogram.gif|thumb||right|Histogram of battery heat dissipation]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|Delta SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

Common DTC codes that may be set during a conversion:

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0AA6
|High Voltage isolation fault - current is detected flowing from the HV system to the chassis of the car
|(3)
|-
|P0AC0
|Current Sensor fault
|

|}

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A84 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0000 0000 0000 0001 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41;
01 + 1 + 40 = 42;
0C + 1 + 40 = 4D;
0D + 1 + 40 = 4E;
1F + 1 + 40 = 60;

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts a message with some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The message ID is 529h, it has 7 data bytes, and it repeats at most every 1 s (if there's a change in data, it is sent right away, and then every 1 s thereafter). To be exact, it's slightly less that 1 s: it's 999.5 ms.

The typical message is: 28 00 00 84 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius 2010 PHEV TechInfo

2011-01-04T20:26:23Z

DavideAndrea: Created

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the 2010 model year [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

Prius PHEV TechInfo

2010-03-03T19:39:39Z

DavideAndrea: /* Battery ECU messages */

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===Battery current===

The battery current ranges from > -100 to > + 100.

These graphs are from data from Argonne National Labs: 600610092_Data_D3.txt.
In these data, positive means into the battery (braking).

During easy driving, the current is on the order of 20 A, but is more like 40 A during serious driving.

[[Image:PriusBatteryCurrentPlot.gif|thumb||right|Plot of battery current, 30 s average]]

[[Image:PriusBatteryCurrentHistogram.gif|thumb||right|Histogram of battery current]]

===Battery heat dissipation===

The battery power dissipation (assuming an internal resistance of 0.5 Ohm) peaks at 4.5 kW!

During easy driving, the dissipation is on the order of 200 W, but is more like 2000 W during serious driving.

[[Image:PriusBatteryHeatPlot.gif|thumb||right|Plot of battery heat dissipation, 100 s average]]

[[Image:PriusBatteryHeatHistogram.gif|thumb||right|Histogram of battery heat dissipation]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|Delta SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

Common DTC codes that may be set during a conversion:

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0AA6
|High Voltage isolation fault - current is detected flowing from the HV system to the chassis of the car
|(3)
|-
|P0AC0
|Current Sensor fault
|

|}

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A84 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts a message with some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The message ID is 529h, it has 7 data bytes, and it repeats at most every 1 s (if there's a change in data, it is sent right away, and then every 1 s thereafter). To be exact, it's slightly less that 1 s: it's 999.5 ms.

The typical message is: 28 00 00 84 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2009-04-29T20:50:29Z

DavideAndrea: /* Contactors assembly */ Added picture of an '09 contactor assembly

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactor assembly '05 to '08
Image:batterypack_contactors_asm_open.jpg|Contactor assembly '09, opened
</gallery>

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==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

File:Batterypack contactors asm open.jpg

2009-04-29T20:49:35Z

DavideAndrea: Ford Escape contactor assembly, open, '09 model

Ford Escape contactor assembly, open, '09 model

Hybrids-Plus

2009-04-26T02:53:49Z

DavideAndrea: Company ceased - updated history and verb tenses to reflect that fact

{{Prius PHEV Options Summary}}{{TOCright}}
[http://Hybrids-Plus.com Hybrids-Plus] was a PHEV conversion system for the Toyota Prius and the Ford Escape, based in Boulder CO.

[[Image:hybridspluslogo.gif]]

==Vehicle specs==
{|align="right"
|-
||[[Image:Prius_stock_battpack.gif|thumb|Location of stock battery pack in a Prius. Note location of spare tire.]]
||[[Image:Prius_Hybrids-Plus_battpack.gif|thumb|Location of Hybrids-Plus battery pack in a Prius.Note that you can still reach the spare tire.]]
|}
* Two models: Prius-15 and Prius-30
*Pure EV range (< 34 mph): 15 miles / 30 miles
*PHEV range (conservative driving, after full charge): 25 miles / 50 miles
*PHEV fuel efficiency (conservative, full charge): 100 mpg
*Adds 30 / 70 kg to vehicle mass
*Conversion locations:
**In place of OEM battery, and taking some of the space occupied by the black tray in trunk
**Maintains access to spare tire, in its original location
**Charge plug in rear bumper

==Technology==
[[Image:Prius_HV_Pack_BlockDiag.gif|thumb|right|Block Diagram of stock battery pack]]
[[Image:HybridsPlus_Prius_BlockDiag.gif|thumb|right|Block Diagram of PHEV pack.]]
*Original traction pack and Battery ECU removed
*New traction pack:
**Iron-Phosphate LiIon - 26650 cells (same chemistry as DeWalt 36V battery packs)
** 4.5 / 9 kWh

*Electronics:
**Charger:
***1.35 KW, 115 Vac @ 15 A
***Non-isolated from AC-line (traction pack is isolated from rest of vehicle during charging)
***Power Factor Controlled Step-up
***80% DOD to charged in 5 / 9 hours
***Proprietary custom design
**BMS
***One module per set of parallel cells, with charge current pypass shunt
***A BMS controller, powered by vehicle aux 12 V, isolated from traction pack
***Proprietary custom design
**Controller
***Interfaces to BMS, charger, vehicle
***CAN interface to the vehicle
***Powered by vehicle aux 12 V
***Proprietary custom design

== Inverger ==
An '''Inverger''' is a trademark of Hybrids Plus for a device that combines an [[WikiPedia:Inverter|Inverter]] and a [[WikiPedia:Charger|Charger]], to transfer electrical power in either direction between a battery and the [[WikiPedia:Electric power transmission|grid]]. It may be used in ''gridable [[WikiPedia:Electric vehicles |EVs]]'' such as [[WikiPedia:Battery Electric Vehicles|Battery Electric Vehicles]] (BEV) and [[Plug-in hybrid electric vehicle|Plug-in Hybrid Electric Vehicles]] (PHEV).

==Team==
*Carl Lawrence
*Nancy Balch

==General Timeline==
*June 7 2006 - Hybrids Plus incorporated
*July 7 2006 - 1st contract: [http://www.colorado.gov/oemc/ Colorado Office of Energy Management] for PHEV-30 conversion
*Sep 18 2006 - Demonstrated the State of Colorado car in Fort Collins, at the Colorado Tech Week
*Nov 20 2006 - 2nd contract: Ford Escape conversion for NYSERDA
*Dec 1 2006 - 3rd contract: New Jersey Prius for PHEV-30 conversion
*April 2009 - ceased to exist

==Links==
* http://autos.groups.yahoo.com/group/hybridsplus/messages

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Template:Prius PHEV Options

2009-04-26T02:50:17Z

DavideAndrea: Removed Hybrids Plus, which is no longer in existence

<div style="display:none;">
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.

<ref name=ev_range>
'''EV range [mi]''' or '''All Electric Range (AER)''' Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>

<ref name=phev_range>
'''PHEV range [mi]''' or ''' [[Blended mode]] Range (BMR)''' During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>

<ref name=safety>
'''Safety''' in case of major accident
# Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com/html/company.html A123]) are flame-proof.
# SLA batteries contain lead and sulphuric acid but are spill-proof</ref>

<ref name=charge_time>
'''Charge time [hours]''' From discharged to the point the pack will no longer be used in PHEV, to fully charged.
:''(per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)''</ref>

<ref name=energy>
'''Available energy [KWh]''' Because the [[DOD]] of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
# SLA: 0% down to 50%, due to [[Wikipedia:Peukert's law]] much of the nameplate capacity is unavailable.
# Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=spare_tire>
''Spare Tire access''
* '''No''' the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
* '''Yes''' the original tire well is accessible.
* '''Opt''' Optionally the battery box may be implemented in such a way to preserve access.</ref>

<ref name=convert_service>
'''Conversion service:''' done by the PHEV conversion company, at their location.
'''Conversion kit:''' done by the owners in their hometown.</ref>

<ref name=status>
''Project Status'':
*'''Doc: ''' Open Source Documentation in progress.
*'''Dev: ''' Development: Working vehicles on the road but some features still under development.
*'''Unknown: ''' Unknown: No public news the last 12 months
*'''Prod:''' Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=topology_type>
''Topology Type'':
* '''New''' New Battery Pack and [[BMS]], the OEM NiMH battery and BMS are replaced with a [[Battery Pack Configurations#Simple|simple string]].
* '''Hyb''' OEM NiMH battery and additional battery are both utilized in a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]], OEM [[BMS]] continues to manage OEM battery.
** '''Con''' Contactors are used to parallel the OEM and PHEV batteries.
** '''DC''' A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
** '''CV''' The [[CAN-View]] is used to manage the PHEV systems operation.</ref>

</div>
{| class="collapsible" style="background:#F8EABA;text-align:center;width:100%;"
! Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]
|-
|
{| class="wikitable sortable" style="background:white; text-align:center; width:100%;"
|- valign=bottom
!  '''Organization :Location Websites (Products)''' 
!  '''Conv. service <ref name=convert_service/>''' 
!  '''Conv. kit <ref name=convert_service/>''' 
!  '''Status <ref name=status/>''' 
!  '''# done so far''' 
!  '''EV range [mi] <ref name=ev_range/>''' 
!  '''PHEV range [mi] <ref name=phev_range/>''' 
!  '''AC power''' 
!  '''Charge time [hours] <ref name=charge_time/>''' 
!  '''Safety <ref name=safety/>''' 
!  '''Added weight [kg]''' 
!  '''Spare Tire <ref name=spare_tire/>''' 
!  '''Cost [US$]''' 
!  '''Warr. [years]''' 
!  '''Type''' <ref name=topology_type/>''' 
!  '''Pack energy [KWh]''' 
!  '''DOD energy [KWh] <ref name=energy/>''' 
!  '''Bat type''' 
|-
|  '''[[PriusPlus]]''':CA<ref>[[CalCars]] is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> [http://www.calcars.org/ CalCars] (Pb<hr>NiMH)
|  No
|  Yes
|  Dev Doc
|  5 <ref>[[CalCars]] completed the [[PriusPlus History|1st ever Prius PHEV conversion 11/04]], With six by 5/07 (One which [[Inaugural Maker Faire|became the test bed for the PiPrius project]], two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|  10-12<hr>20-25
|  20+<hr>40+
|  100 to 240 Vac
|  4+<hr>5 <ref name=charge_time/>
|  Flame Spill proof
|  130<hr>100
|  Opt
|  $3-$9K +Labor <ref>[[CalCars]] Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|  0
|  Hyb Con CV
|  4.8<hr>6.5
|  2.4-3.8 +0.3 stock<hr>5
|  PbA (Ni, Li) <ref>[[CalCars]] uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used [http://www.electroenergyinc.com/ Electroenergy] NiMH in [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius] and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|-
|  '''[[PiPrius]]''':WA [[Manzanita Micro]], [http://www.piprius.com PiPrius], [[Advanced Vehicle Innovations Consortium|AVI]], [[Green Car Company|Green Car Co.]]
|  No
|  Yes
|  Unknown
|  4 <ref>[[PiPrius]] vehicles include [[PriusBlue]], [[WhiteBird]], and [[GrayPearl]].</ref>
|  10
|  20-30
|  90 to 300 Vac Vdc
|  0.4-3+ <ref>[[PiPrius]] Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|  Flame Spill proof
|  150
|  no
|  $10K +Labor <ref>[[PiPrius]] Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|  0
|  Hyb DC CV <ref>[[PiPrius]] notes:
# The PiPrius [[MM-PFC|PFC40H]] charger doubles at the DC-DC converter between the OEM and added battery packs.
# BMS consists of a [[Mk 3 Reg]] on every battery, which fully protected each battery on charge and discharge mode.
# The BMS is programmable with a laptop, with no security locks (open source).</ref>
|  4.7
|  4+0.3 stock
|  PbA (Ni, Li) <ref>[[PiPrius]] uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|-
|  '''[[EnergyCS]]''':CA [http://energycs.com/ EnergyCS]
|  Yes
|  No
|  Unknown
|  11
|  30
|  50
|  120 Vac
|  9.0
|  Flame Spill proof
|  83
|  no
|  $40K
|  0
|  New
|  9 <ref>[[EnergyCS]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[EnergyCS]] uses [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs</ref>
|-
|  '''[[Amberjac]]''':UK [http://w10.eleven2.com/~plugin/ Amberjac] EnergyCS partner <ref>[[Amberjac]] uses the [[EnergyCS]] system electronics but a different battery manufacturer.</ref>
|  Yes
|  No
|  Dev
|  7
|  30
|  60-70
|  110 to 230 Vac
|  9.0
|  Flame Spill proof
|  83
|  yes
|  $40K
|  0
|  New
|  9 <ref>[[Amberjac]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[Amberjac]] works closely with [[EnergyCS]] but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|-
|  '''[[EDrive]]''':CA [http://edrivesystems.com/ EDrive Systems]
|  ?
|  ?
|  Unknown
|  0
|  32?
|  60?
|  100 to 240 Vac
|  9.0
|  via cell sep <ref>[[EDrive]] Through cell separation</ref>
|  ?
|  yes
|  $12K
|  0
|  New
|  9.5
|  8.5?
|  Li <ref>[[EDrive]] uses Laptop Cobalt LiIon 18650 cells</ref>
|-
|  '''[[Hymotion]]''':ON Canada [http://hymotion.com/ Hymotion] /[http://www.a123systems.com/html/company.html A123] (PHEV-L5)
|  Yes, fleets
|  No
|  Prod
|  18
|  15 <ref>In the past, [[Hymotion]] has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The [http://www.a123systems.com/hymotion/products/N5_range_extender specs on their new website] say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|  30
|  100 to 240 Vac
|  5.5 / 4.0
|  Spill proof
|  72
|  no
|  $10K <ref>[[Hymotion]] $10K may or may not include installation, depending on source</ref>
|  3
|  Hyb
|  5.0
|  4+0.3 stock
|  Li <ref>[[Hymotion]] uses Lithium polymer (future: A123 LiIon)</ref>
|-
|  '''[[Plug-In Conversions]]''':CA [http://www.pluginconversions.com/ Plug-In Conversions]
|  Yes
|  Yes
|  Prod
|  15
|  25
|  50
|  120/240 Vac
|  6/2
|  Flame Spill proof
|  100
|  no
|  $12.5K<ref>[[Plug-In Conversions]] High capacity chargers extra</ref>
|  3
|  New CV
|  6.1
|  5.1
|  NiMH <ref>[[Plug-In Conversions]] Uses [http://www.evbtech.com/product.htm Gold Peak NiMH 10GP30EVH]</ref>
|-
|  '''[[OEMtek]]''':CA [http://www.oemtek.com/ OEMtek]
|  Yes
|  No
|  Unknown
|  ?
|  30
|  50
|  100/240 Vac
|  4/6
|  Flameproof
|  95
|  Yes
|  $12K
|  0
|  Hyb
|  9
|  8
|  Li
|-
|  '''[[3Prong Power]]''':CA [http://www.3prongpower.com 3Prong Power]
|  Yes
|  No
|  Prod
|  12
|  10-12
|  20+
|  110 Vac
|  4
|  Flame Spill proof
|  130
|  Yes
|  $6.7K
|  1
|  Hyb
|  4.8
|  2.4
|  PbA
|-

|}
|- style="text-align:left;"
|
{{EditThis|Template_Talk:Prius PHEV Options|left|Add your Comments or Corrections on the Talk Page.}}

Notes:
<references/>
{{EditThis|Template:Prius PHEV Options}}
|}

Escape PHEV TechInfo

2009-04-22T13:01:22Z

DavideAndrea: /* Contactors */ '09 model contactor control

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactors assembly
</gallery>

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2009-04-22T02:33:49Z

DavideAndrea: /* Contactors */ Updated contactor control message for '09 model

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactors assembly
</gallery>

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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

==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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2009-04-15T13:32:57Z

DavideAndrea: /* Battery compartment */ added attachment

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactors assembly
</gallery>

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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) 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

==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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

File:Escape trunk.zip

2009-04-15T13:26:06Z

DavideAndrea: Ford Escape, SolidWorks 3-D model of cavity in which battery rests

Ford Escape, SolidWorks 3-D model of cavity in which battery rests

Escape PHEV TechInfo

2009-04-15T13:17:08Z

DavideAndrea: /* Battery compartment */ Created

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactors assembly
</gallery>

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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) 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

==Battery compartment==

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

=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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Escape PHEV TechInfo

2009-04-15T00:47:03Z

DavideAndrea: /* Control connector: C4227A */ corrected wire color for power ground

{{TOCright}}

Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.

Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ 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 ===
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|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

[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|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

<gallery>
Image:batterypack-out.jpg|Battery pack lifted out of vehicle
Image:trunk-sans-battery.jpg|Trunk after the battery was removed
</gallery>

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

<gallery>
Image:batterypack-open1.jpg|Battery pack opened, rear view
Image:batterypack-open2.jpg|Battery pack opened, front view
</gallery>

==Component locations==
[[Image:batterypack_locations.jpg|thumb|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.
<gallery>
Image:batterypack_lower_cell_array.jpg|Lower cell array
Image:batterypack_upper_cell_array.jpg|Upper cell array
Image:batterypack_cell_array_detail.jpg|Cell array detail
</gallery>

=== 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.

<gallery>
Image:batterypack_disconnect1.jpg|Safety disconnect socket and plug
Image:batterypack_disconnect2.jpg|Safety disconnect socket showing shunt
</gallery>

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

<gallery>
Image:batterypack_contactors_asm.jpg|Contactors assembly
</gallery>

==Block diagram==
[[Image:battery_block_diag.gif|thumb||right|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==
[[Image:battery_wiring_diag.gif|thumb||right|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 [[User:DavideAndrea|DavideAndrea]].

==Connectors==
[[Image:batterypack-data-conn.jpg|thumb||right|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===
[[Image:acdc_connector_cable.gif]]
[[Image:acdc_connector_battery.gif]]

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.

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| AC/DC converter in
| 3000
| 1
| Vio
| Red
| AC/DC in+
|rowspan=2| To connect 24v DC to the traction battery, part of the engine block heater option
|rowspan=2| Ends in hood, by coolant tanks, unconnected and capped
|bgcolor="green" | OK

|-
| 3001
| 6
| VioOrg
| Blk
| AC/DC in-
|bgcolor="green" | 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===
[[Image:control_connector_cable.gif]]
[[Image:control_connector_battery.gif]]

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.'''

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Dir'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=6| 12V pwr
| 57
| 35,36,37
| Blk
| Blk
| Ground
| IN
| Power ground
|
|bgcolor="green" | OK

|-
| 570
| 30,31
| BlkWht
| BlkWht
| Ground
| IN
| Signal ground
|
|bgcolor="green" | OK

|-
| 3800
| 4,5,6
| LtgrnBlk
| Red
| +12 V
| IN
| Power +12V
| Always on
|bgcolor="green" | OK

|-
| 16
| 10,11
| RedLtgrn
| RedBlu
| +12 V
| IN
| Low power +12V
| Always on
|bgcolor="green" | 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
|rowspan=8| Air intake
| 3703
| 21
| BrnWht
| BlkBrn
| Battery compartment thermistor signal
| IN
|rowspan=2| Senses air intake temperature
|rowspan=8| All are located inside the column at the rear-left corner of car, inside air intake ducts
|bgcolor="gray" | n.a.

|-
| 3704
| 25
| DkgrnWht
| WhtBlk
| Battery compartment thermistor return
| IN
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Mode door actuator motor +
| OUT
|rowspan=2| Moves a flap controlling air flow
|bgcolor="gray" | n.a.

|-
| 699
| 26
| Org
| BlkYel
| Mode door actuator motor -
| OUT
|bgcolor="gray" | n.a.

|-
| 1129
| 17
| BrnWht
| RedGRn
| Mode door actuator potentiometer +
| OUT
|rowspan=3| Senses position of flap
|bgcolor="gray" | n.a.

|-
| 1130
| 20
| PnkLtgrn
| BluBlk
| Mode door actuator potentiometer wiper
| IN
|bgcolor="gray" | n.a.

|-
| 1128
| 24
| GryLtBlu
| BlkWht
| Mode door actuator potentiometer -
| OUT
|bgcolor="gray" | n.a.

|-
| 698
| 34
| Red
| RedBlu
| Zone Valve
| OUT
| Solenoid selecting air source
|bgcolor="gray" | n.a.

|-
|rowspan=2| CAN BUS
| 1908
| 29
| Wht
| YelRed
| High speed CAN bus +
| I/O
|rowspan=2| Communicates with vehicle
|rowspan=2| See CAN section below for messages
|bgcolor="green" | OK

|-
| 1909
| 28
| Blk
| YelWht
| High speed CAN bus -
| I/O
|bgcolor="green" | OK

|-
|rowspan=2| 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
|rowspan=2| The switch is located to the left of the driver's left ankle, behind a black plastic panel
|bgcolor="green" | OK

|-
| 179
| 12
| OrgRed
| GrnBlk
| Jump start switch illumination +
| OUT
| When at 12 V, it lights-up the switch
|bgcolor="green" | OK

|-
|rowspan=4| 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
|bgcolor="green" | 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
|bgcolor="green" | OK

|-
| 212
| 27
| Dkblu
| BlkBlu
| Immediate shutdown 1
| OUT
|rowspan=2| 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
|rowspan=2| The Transaxle Control Module is under the hood, in the center, to the left of the box labeled "HYBRID"
|bgcolor="green" | OK

|-
| 213
| 13
| DkbluYel
| BlkRed
| Immediate shutdown 2
| OUT
|bgcolor="green" | OK

|-
|rowspan=2| Unused
|rowspan=2| n.a.
| 18
|rowspan=2| n.a.
| TanRed
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| ???
|rowspan=2| Connected to controller, not used in vehicle
|bgcolor="red" | ??

|-
| 32
| YelBlk
|bgcolor="red" | ??

|}

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)

[[Image:Escape_ImmediateShutdown_ckt.gif]]

===HV connector: C4227C===
[[Image:batterypack-power-conn.jpg|thumb||right|HV connector]]
[[Image:HV_connector_cable.gif]]
[[Image:HV_connector_battery.gif]]

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

Part specs: [http://www.yazaki-na.com/ Yazaki]
* Male (on battery) P/N 7325-6498-02 or 7325-6499-02
* Female (on cable) P/N 7325-6490-51
* [http://www.yazaki-na.com/uploads/HV_2P+2p_DC_Power_Connector.pdf Spec sheet (pdf)]

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

{| cellspacing=0 cellpadding=3 border=1
|-
| '''Group'''
| '''Ckt'''
| '''Pin(s)'''
| '''Ext. color'''
| '''Int. color'''
| '''Name'''
| '''Function'''
| '''Notes'''
|

|-
|rowspan=2| HV
| 3180
| +
| Org
|rowspan=2| n.a.
| HV+
|rowspan=2| Battery power
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| -
| Org
| HV-
|bgcolor="green" | OK

|-
|rowspan=2| Interlock
| 3130
| 1
| Gry
| Blu
| Traction Battery Control Module Interlock +
|rowspan=2| Detects if HV connector is mated. The battery and the Transaxle Control Module both look at the voltage at these pins.
|rowspan=2| To Transaxle Control Module
|bgcolor="green" | OK

|-
| 3181
| 2
| Red
| Wht
| Traction Battery Control Module Interlock -
|bgcolor="green" | OK

|}

[[Image:Escape_Interlock_ckt.gif]]

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==

<gallery>
Image:batterypack_controller.jpg|The controller
Image:batterypack_controller_open.jpg|The controller, opened. The low voltage board is at the bottom, the high voltage one at the top
Image:batterypack_converter.jpg|The Jump Start Converter
</gallery>

==Battery cooling system==
[[Image:batterypack_airflow.jpg|thumb|Battery HVAC air flow exhaust, forced air flow, outside air intake, exhaust inside vehicle]]

[[Image:batterypack_hvac.jpg|thumb|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. [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/11233 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

[[Image:EscapeBlowerSpeed.gif]]

==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

[[Image:Escape_contactors_ckt.gif]]

* 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.

[[Image:Escape_contactors_sequence.gif]]

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) 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

=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 | (12)]] and DCL [[#13 | (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.

[[Image:EscapeChargeCurr_vs_SOC.gif]]

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

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.

[[Image:AllCanMessages.gif | All the messages on the CAN bus]]

[http://hybrids-plus.com/pmwiki/uploads/Ext/EscapeCanMessages.xls Spreadsheet with all messages]

==CAN Network Module Communication Message Chart==
From 2007 Escale, Mariner, Escape Hybrid, Mariner Hybrid Workshop Manual, Volume 1

{| cellpadding=0 cellspacing=0 border=1 |
| colspan=8 | 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
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===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 || || ||
|-
| colspan=8 |
===418-00-48===
|-
| A/C clutch status || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| ABS/trac event in progress || BSCM|| Inst, PCM || || ||
|-
| ABS/trac indicator on request || BSCM|| Inst || || ||
|-
| Accelerator pedal mode || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Accelerator pedal position || PCM || bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery caution warning indicator on request||PCM ||Inst || || ||
|-
| Battery caution warning indicator on request||bgcolor="#FFE0E0"| TBCM||Inst || || ||
|-
| Battery charge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||5||[[#12]]
|-
| Battery current ||bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||0-1||[[#2]]
|-
| Battery discharge power capacity ||bgcolor="#FFE0E0"| TBCM|| PCM ||310h||6||[[#13]]
|-
| Battery freeze condition yes/no ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| colspan=8 |

===418-00-49===
|-
| Battery hazard warning indicator on request||bgcolor="#FFE0E0"| TBCM|| Inst || || ||
|-
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
|-
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
|-
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
|-
| Battery voltage || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM ||422h||2||00h = 0ff; 1Eh = On
|-
| Contactor status on/off || bgcolor="#FFE0E0"| TBCM|| PCM, TCM ||300h||3||[[#4|(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 || || ||
|-
| colspan=8 |

===418-00-50===
|-
| Engine RPM || PCM || bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| TBCM, TCM || || ||
|-
| Estimated engine torque || PCM || TCM || || ||
|-
| Failsafe cooling mode || PCM || TCM || || ||
|-
| Front a/c on/off status || PCM || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===418-00-51===
|-
| Hazard warning indicator on request || PCM || Inst || || ||
|-
| Headlamp status || SJB || Inst || || ||
|-
| Inverter enable request || PCM || TCM || || ||
|-
| Inverter voltage request || TCM || bgcolor="#FFE0E0"| TBCM, PCM || || ||
|-
| Jump start status ||bgcolor="#FFE0E0"| 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 || bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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 ||bgcolor="#FFE0E0"| 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 ||bgcolor="#FFE0E0"| TBCM|| PCM || || ||
|-
| Transmission oil temperature || TCM || PCM || || ||
|-
| Transmission selector range || PCM ||bgcolor="#FFE0E0"| 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 || || ||
|-
| colspan=8 |
===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.

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|300h
|10
|5
|colspan=2 | Current [[#2 | (2)]]
|Voltage [[#3 | (3)]]
|Flags [[#4 | (4)]]
|00h
|colspan=3 bgcolor="gray"|

|-
|310h
|100
|7
|constant [[#7 | (7)]]
|constant [[#8 | (8)]]
|constant [[#9 | (9)]]
|constant [[#10 | (10)]]
|Temperature [[#11 | (11)]]
|Charge Limit [[#12 | (12)]]
|Discharge Limit [[#13 | (13)]]
|colspan=1 bgcolor="gray"|

|-
|320h
|100
|5
|(DTCs?)[[#14 | (14)]]
|(DTCs?)[[#14 | (14)]]
|Flags [[#15 | (15)]]
|colspan=2|SOC [[#17 | (17)]]
|colspan=3 bgcolor="gray"|

|}

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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''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.
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|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.
{| cellspacing=0 cellpadding=3 border=1
|-
|'''bit'''
|'''7'''
|'''6'''
|'''5'''
|'''4'''
|'''3'''
|'''2'''
|'''1'''
|'''0'''

|-
|'''function'''
|Safety plug removed
|HV connector unplugged
|0
|0
|0
|0
|0
|0

|}

[[Image:escape_soc_plot.gif|thumb||right|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. [[User:Rjf|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 [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| 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:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

===Data bytes===
{| class="wikitable"
|-
! ...
! 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)

{|| cellspacing=0 cellpadding=3 border=1
|-
|'''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 =

{| class="wikitable"
|-
! 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
|}

[[Image:S0001.jpg]]
[[Image:S0002.jpg]]

* 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

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Hybrids-Plus

2008-12-30T19:13:32Z

DavideAndrea: /* Team */

{{Prius PHEV Options Summary}}{{TOCright}}
[http://Hybrids-Plus.com Hybrids-Plus] / [http://EnergySense.com EnergySense] are presently developing a PHEV conversion system for the Toyota Prius.

Based in Boulder CO, the group is focusing on the Colorado Front Range market.

[[Image:hybridspluslogo.gif]]

==Vehicle specs==
{|align="right"
|-
||[[Image:Prius_stock_battpack.gif|thumb|Location of stock battery pack in a Prius. Note location of spare tire.]]
||[[Image:Prius_Hybrids-Plus_battpack.gif|thumb|Location of Hybrids-Plus battery pack in a Prius.Note that you can still reach the spare tire.]]
|}
* Two models: Prius-15 and Prius-30
*Pure EV range (< 34 mph): 15 miles / 30 miles
*PHEV range (conservative driving, after full charge): 25 miles / 50 miles
*PHEV fuel efficiency (conservative, full charge): 100 mpg
*Adds 30 / 70 kg to vehicle mass
*Conversion locations:
**In place of OEM battery, and taking some of the space occupied by the black tray in trunk
**Maintains access to spare tire, in its original location
**Charge plug in rear bumper

==Technology==
[[Image:Prius_HV_Pack_BlockDiag.gif|thumb|right|Block Diagram of stock battery pack]]
[[Image:HybridsPlus_Prius_BlockDiag.gif|thumb|right|Block Diagram of PHEV pack.]]
*Original traction pack and Battery ECU removed
*New traction pack:
**Iron-Phosphate LiIon - 26650 cells (same chemistry as DeWalt 36V battery packs)
** 4.5 / 9 kWh

*Electronics:
**Charger:
***1.35 KW, 115 Vac @ 15 A
***Non-isolated from AC-line (traction pack is isolated from rest of vehicle during charging)
***Power Factor Controlled Step-up
***80% DOD to charged in 5 / 9 hours
***Proprietary custom design
**BMS
***One module per set of parallel cells, with charge current pypass shunt
***A BMS controller, powered by vehicle aux 12 V, isolated from traction pack
***Proprietary custom design
**Controller
***Interfaces to BMS, charger, vehicle
***CAN interface to the vehicle
***Powered by vehicle aux 12 V
***Proprietary custom design

== Inverger ==
An '''Inverger''' is a trademark of Hybrids Plus for a device that combines an [[WikiPedia:Inverter|Inverter]] and a [[WikiPedia:Charger|Charger]], to transfer electrical power in either direction between a battery and the [[WikiPedia:Electric power transmission|grid]]. It may be used in ''gridable [[WikiPedia:Electric vehicles |EVs]]'' such as [[WikiPedia:Battery Electric Vehicles|Battery Electric Vehicles]] (BEV) and [[Plug-in hybrid electric vehicle|Plug-in Hybrid Electric Vehicles]] (PHEV).

==Team==
*Carl Lawrence
*Nancy Balch

==General Timeline==
*June 7 2006 - Hybrids Plus incorporated
*July 7 2006 - 1st contract: [http://www.colorado.gov/oemc/ Colorado Office of Energy Management] for PHEV-30 conversion
*Sep 18 2006 - Demonstrated the State of Colorado car in Fort Collins, at the Colorado Tech Week
*Nov 20 2006 - 2nd contract: Ford Escape conversion for NYSERDA
*Dec 1 2006 - 3rd contract: New Jersey Prius for PHEV-30 conversion

[http://hybrids-plus.com/pmwiki/index.php?n=Ext.History Detailed time line]

==Links==
* http://Hybrids-Plus.com
* http://autos.groups.yahoo.com/group/hybridsplus/messages

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]

Insight PHEV

2008-10-08T13:17:57Z

DavideAndrea: /* Series-Parallel Insight Conversion */ removed dead link

{{TOCright}}
Honda Hybrids are [[Parallel Hybrids]] which at first glance wouldn't seem to benefit much from a PHEV conversion as they don't have an EV-mode like the [[Toyota Prius]]. However by using a larger battery the 10kW [[IMA]] could be run in a constant assist mode to displace gas consumption and push the mileage well into the 100's on the freeway. The [[Honda Insight|Insight]] is a very light and aerodynamic vehicle which makes it rather attractive for conversion. Of course, untill someone actually tries it we can't say for sure how well it would work, if at all.

See the [[Template:Terms|Terms]] page is you aren't familiar with some of the acronyms used throughout the documentation.
Also be aware of the [[Template:Disclaimer|Disclaimer]] should you be considering doing a conversion yourself.

See also:
* [http://www.insightcentral.net/community/viewtopic.php?f=4&t=7464 InsightCentral.net - Phev Insight]
* [http://www.insightcentral.net/community/viewtopic.php?f=4&t=7964 InsightCentral.net - Plug-in Lithium Battery Insights for SALE!]

==PHEV Insight via MIMA==
There is a '''[[MIMA]]''' '''M'''anual '''IMA''' ''(Integrated Motor Assist)'' control project which provides manual control over the IMA (Assist/Regen) on the [[Honda Insight]]. While not a PHEV project it might make it possible to utilize additional battery capacity in a [[Mixed-mode]] similar to [[Prius PHEV]]s at speeds greater than 34mph.

MIMA would allow the driver to set an Aggressive Assist type profile allowing the IMA to contribute up to 10kW of continuous power. This would rapidly deplete the stock battery which may reach empty within 5 minutes or 5 miles. Some Insight drivers may already be familiar with Recalibration Events, ''Recals'', which are essentially the manifestation or the [[State Of Charge Drift]] portion of the vehicles battery management routines. While the most common Racals are negative and occur when the SOC reaches a lower limit, it is also possible to recalibrate or drift up if the SOC is determined to be higher than expected. Such behavior makes possible [[State Of Charge Manipulation]] by simply keeping the battery's voltage or perceived voltage near the upper limit.

Technically, as long as the lower SOC limit is not reached, MIMA makes it possible to command any desired level of IMA assistance which diminishes the importance of SOC Manipulation. Both simple and hybrid [[Battery Pack Configurations]] would be equally effective in such a conversion because of the previous point. A hybrid pack would leave the stock battery in place and might eliminate the need for a [[Battery Tap Emulator]], yet a simple configuration replacing the NiMH pack with a superior [[SEVA:Li|Lithium]] battery would maximize energy density and keep vehicle weight well under 2000lbs. A [[Battery Chargers|battery charger]] would be required and might also double as a hybrid pack's power regulation device which could lessen the constraints on choosing a battery packs geometry ''(voltage, cells, or number of batteries)''.

We're not yet sure how this would affect your [[Warranty]].

News
* 2007.09.20 - wired.com - [http://blog.wired.com/cars/2007/09/maximizing-hond.html Maximizing Honda's Insight with MIMA]

==Series-Parallel Insight Conversion==

A local SEVA member is also working on a sort of odd Insight conversion, which is coming along rather slowly. See [[SEVA:User:Rjf/Insight_Modifications#Rear_Wheel_Electric_Drive|Ryan's PHEV Insight Project]].

==Swarthmore College Hybrid Electric Vehicle Team==
This is a very similar project to Ryans Series-Parallel project. It is not based on the Honda Insight, but they are using e-tek motors.
* http://www.engin.swarthmore.edu/org/HEV/index.html

==Insight EV Conversion==

Gary Graunke of Hillsboro, Oregon has converted his "Out-a-sight" Insight to Electric! He is using a Metric Mind Siemens 5105WS12 AC Motor, Siemens AC SIMOVERT 6SV short inverter, and the original manual transmission without the clutch. The battery pack was originally (168V) fourteen 12v 38Ah Hawker Genesis and now consists of (309V) eighty-six ThunderSky 90AH 3.6V LiIon cells, charged with a Manzanita Micro PFC50 10KW. His range was 20 miles with 9 year old Hawkers and should be 230 miles with Li-Ion. Curb Weight is 2100 pounds from the original 1850. ''Technically this should appear on the [[SEVA:Conversions]] page.''
* http://www.austinev.org/evalbum/461.html
* http://ev.whitecape.org/insight

Electric Vehicles USA, Inc. ''formerly Cloud Electric'' appears to be getting into Hybrid Conversions, though not PHEVs.
* [http://www.cloudelectric.com/item.jhtml?UCIDs=866086%7C881991&PRID=1541019 Honda Insight "Cloud EV" Electric Conversion]

==See Also==

* [[IMA]] - Integrated Motor Assist
* [[MIMA]] - Manual IMA
* [http://autos.groups.yahoo.com/group/honda-hybrid/message/19432 The end of the road for the Insight? Gen2 Insight Ideas!]

[[Category:Insight]]
[[Category:PHEV]]

User:DavideAndrea

2008-09-20T21:49:39Z

DavideAndrea: Updated

EV enthusiast, [[SEVA:Sparrow|Sparrow]] owner and moderators of the Sparrow Owners' yahoo group, Owner of [[http://LiIonBMS.com Elithion]], offering LiIon BMS to the industry, formerly VP of engineering of [http://hybrids-plus.com Hybrids Plus],Wikipedia contributor, Electronic Engineer and consultant, Boulder CO. 303-413-1500

More info at http://d-de.com/, http://LiIonBMS.com

Template:Prius PHEV Options

2008-06-25T13:27:51Z

DavideAndrea: Hybrids Plus - retooling for new product

<div style="display:none;">
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.

<ref name=ev_range>
'''EV range [mi]''' or '''All Electric Range (AER)''' Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>

<ref name=phev_range>
'''PHEV range [mi]''' or ''' [[Blended mode]] Range (BMR)''' During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>

<ref name=safety>
'''Safety''' in case of major accident
# Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com/html/company.html A123]) are flame-proof.
# SLA batteries contain lead and sulphuric acid but are spill-proof</ref>

<ref name=charge_time>
'''Charge time [hours]''' From discharged to the point the pack will no longer be used in PHEV, to fully charged.
:''(per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)''</ref>

<ref name=energy>
'''Available energy [KWh]''' Because the [[DOD]] of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
# SLA: 0% down to 50%, due to [[Wikipedia:Peukert's law]] much of the nameplate capacity is unavailable.
# Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=spare_tire>
''Spare Tire access''
* '''No''' the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
* '''Yes''' the original tire well is accessible.
* '''Opt''' Optionally the battery box may be implemented in such a way to preserve access.</ref>

<ref name=convert_service>
'''Conversion service:''' done by the PHEV conversion company, at their location.
'''Conversion kit:''' done by the owners in their hometown.</ref>

<ref name=status>
''Project Status'':
*'''Doc: ''' Open Source Documentation in progress.
*'''Dev: ''' Development: Working vehicles on the road but some features still under development.
*'''Prod:''' Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=topology_type>
''Topology Type'':
* '''New''' New Battery Pack and [[BMS]], the OEM NiMH battery and BMS are replaced with a [[Battery Pack Configurations#Simple|simple string]].
* '''Hyb''' OEM NiMH battery and additional battery are both utilized in a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]], OEM [[BMS]] continues to manage OEM battery.
** '''Con''' Contactors are used to parallel the OEM and PHEV batteries.
** '''DC''' A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
** '''CV''' The [[CAN-View]] is used to manage the PHEV systems operation.</ref>

</div>
{| class="collapsible" style="background:#F8EABA;text-align:center;width:100%;"
! Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]
|-
|
{| class="wikitable sortable" style="background:white; text-align:center; width:100%;"
|- valign=bottom
!  '''Organization :Location Websites (Products)''' 
!  '''Conv. service <ref name=convert_service/>''' 
!  '''Conv. kit <ref name=convert_service/>''' 
!  '''Status <ref name=status/>''' 
!  '''# done so far''' 
!  '''EV range [mi] <ref name=ev_range/>''' 
!  '''PHEV range [mi] <ref name=phev_range/>''' 
!  '''AC power''' 
!  '''Charge time [hours] <ref name=charge_time/>''' 
!  '''Safety <ref name=safety/>''' 
!  '''Added weight [kg]''' 
!  '''Spare Tire <ref name=spare_tire/>''' 
!  '''Cost [US$]''' 
!  '''Warr. [years]''' 
!  '''Type''' <ref name=topology_type/>''' 
!  '''Pack energy [KWh]''' 
!  '''DOD energy [KWh] <ref name=energy/>''' 
!  '''Bat type''' 
|-
|  '''[[PriusPlus]]''':CA<ref>[[CalCars]] is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> [http://www.calcars.org/ CalCars] (Pb<hr>NiMH)
|  No
|  Yes
|  Dev Doc
|  5 <ref>[[CalCars]] completed the [[PriusPlus History|1st ever Prius PHEV conversion 11/04]], With six by 5/07 (One which [[Inaugural Maker Faire|became the test bed for the PiPrius project]], two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|  10-12<hr>20-25
|  20+<hr>40+
|  100 to 240 Vac
|  4+<hr>5 <ref name=charge_time/>
|  Flame Spill proof
|  130<hr>100
|  Opt
|  $3-$9K +Labor <ref>[[CalCars]] Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|  0
|  Hyb Con CV
|  4.8<hr>6.5
|  2.4-3.8 +0.3 stock<hr>5
|  PbA (Ni, Li) <ref>[[CalCars]] uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used [http://www.electroenergyinc.com/ Electroenergy] NiMH in [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius] and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|-
|  '''[[PiPrius]]''':WA [[Manzanita Micro]], [http://www.piprius.com PiPrius], [[Advanced Vehicle Innovations Consortium|AVI]], [[Green Car Company|Green Car Co.]]
|  No
|  Yes
|  Dev Doc
|  4 <ref>[[PiPrius]] vehicles include [[PriusBlue]], [[WhiteBird]], and [[GrayPearl]].</ref>
|  10
|  20-30
|  90 to 300 Vac Vdc
|  0.4-3+ <ref>[[PiPrius]] Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|  Flame Spill proof
|  150
|  no
|  $10K +Labor <ref>[[PiPrius]] Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|  0
|  Hyb DC CV <ref>[[PiPrius]] notes:
# The PiPrius [[MM-PFC|PFC40H]] charger doubles at the DC-DC converter between the OEM and added battery packs.
# BMS consists of a [[Mk 3 Reg]] on every battery, which fully protected each battery on charge and discharge mode.
# The BMS is programmable with a laptop, with no security locks (open source).</ref>
|  4.7
|  4+0.3 stock
|  PbA (Ni, Li) <ref>[[PiPrius]] uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|-
|  '''[[EnergyCS]]''':CA [http://energycs.com/ EnergyCS]
|  Yes
|  No
|  Prod
|  11
|  30
|  50
|  120 Vac
|  9.0
|  Flame Spill proof
|  83
|  no
|  $40K
|  0
|  New
|  9 <ref>[[EnergyCS]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[EnergyCS]] uses [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs</ref>
|-
|  '''[[Amberjac]]''':UK [http://w10.eleven2.com/~plugin/ Amberjac] EnergyCS partner <ref>[[Amberjac]] uses the [[EnergyCS]] system electronics but a different battery manufacturer.</ref>
|  Yes
|  No
|  Prod
|  7
|  30
|  60-70
|  110 to 230 Vac
|  9.0
|  Flame Spill proof
|  83
|  yes
|  $40K
|  0
|  New
|  9 <ref>[[Amberjac]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[Amberjac]] works closely with [[EnergyCS]] but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|-
|  '''[[EDrive]]''':CA [http://edrivesystems.com/ EDrive Systems]
|  ?
|  ?
|  Dev
|  0
|  32?
|  60?
|  100 to 240 Vac
|  9.0
|  via cell sep <ref>[[EDrive]] Through cell separation</ref>
|  ?
|  yes
|  ?
|  0
|  New
|  9.5
|  8.5?
|  Li <ref>[[EDrive]] uses Laptop Cobalt LiIon 18650 cells</ref>
|-
|  '''[[Hymotion]]''':ON Canada [http://hymotion.com/ Hymotion] /[http://www.a123systems.com/html/company.html A123] (PHEV-L5)
|  Yes, fleets
|  No
|  Prod
|  18
|  15 <ref>In the past, [[Hymotion]] has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The [http://www.a123systems.com/hymotion/products/N5_range_extender specs on their new website] say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|  30
|  100 to 240 Vac
|  5.5 / 4.0
|  Spill proof
|  72
|  no
|  $10K <ref>[[Hymotion]] $10K may or may not include installation, depending on source</ref>
|  3
|  Hyb
|  5.0
|  4+0.3 stock
|  Li <ref>[[Hymotion]] uses Lithium polymer (future: A123 LiIon)</ref>
|-
|  '''[[Hybrids-Plus]]''':CO [http://hybrids-plus.com/ Hybrids-Plus]
|  Yes
|  Future
|  Retooling: new product
|  14
|  TBD
|  TBD
|  120 Vac
|  TBD
|  Flame Spill proof
|  TBD
|  yes
|  TBD
|  1
|  New
|  TBD
|  TBD
|  Li <ref>[[Hybrids-Plus]] 26650-size iron-phosphate cathode LiIon cells.</ref>
|-
|  '''[[Plug-In Conversions]]''':CA [http://www.pluginconversions.com/ Plug-In Conversions]
|  Yes
|  Yes
|  Dev Doc
|  3
|  8<hr>16<hr>24
|  16<hr>32<hr>48
|  100 to 240 Vac
|  2<hr>4<hr>6
|  Flame Spill proof
|  40<hr>80<hr>120
|  Opt
|  $9.75K<hr>$14.9K<hr>$19.75K <ref>[[Plug-In Conversions]] High capacity chargers extra</ref>
|  0
|  Hyb Con CV
|  2.1<hr>4.3<hr>6.5
|  1.7<hr>3.5<hr>5.2
|  NiMH <ref>[[Plug-In Conversions]] Nilar NiMH (one, two, or three 240V 9Ah packs of ten 24V modules)</ref>
|-
|  '''[[OEMtek]]''':CA [http://www.oemtek.com/ OEMtek]
|  Yes
|  No
|  Dev
|  ?
|  30
|  50
|  100/240 Vac
|  4/6
|  Flameproof
|  95
|  Yes
|  $12K
|  0
|  Hyb
|  9
|  8
|  Li
|-
|}
|- style="text-align:left;"
|
{{EditThis|Template_Talk:Prius PHEV Options|left|Add your Comments or Corrections on the Talk Page.}}

Notes:
<references/>
{{EditThis|Template:Prius PHEV Options}}
|}

Escape PHEV

2008-05-27T12:16:09Z

DavideAndrea: /* PHEV conversions */ Updated t the reality that Escape PHEVs are indeed available

{{TOCright}}
The Ford Escape Hybrid is the first commercially available SUV HEV. It uses a [[Series-Parallel]] power-train similar to the [[Toyota Prius]]. While Ford used some of Toyota's HEV patents, the Escape was designed independently of the Prius, and therefore its technical details are very different from the Prius. Algorithms and codes used in Prius PHEV conversion are useless in Escape PHEV conversion. The Escape lends itself to PHEV conversion, because it is a strong HEV, meaning that its electric motor is capable of a significant portion of its traction. More information about the non-PHEV Escape is found in the [[Ford Escape Hybrid]] page.

== PHEV conversions ==
Escape PHEV conversions are more expensive than Prius conversions because they are heavier and less aerodynamic vehicles. As such more energy is required to operate them so they require more battery capacity to match the [[All-electric range]] ([[AER]]) of smaller vehicle. Even so there are legitimate needs for such vehicles depending on the load carrying requirements and more challenging terrains which some people must deal with regularly. In the end PHEV technology is just as applicable to such heavier SUVs and Trucks. In fact the superior torque of electric power-trains may be preferable in such vehicles.

A major push towards conversion of the Escape came from [http://nyserda.org/ NYSERDA]'s [http://www.nyserda.org/includes/funding_content_pop.asp?i=PON%201088 New York State Plug-in Hybrid Electric Vehicle (PHEV) Technology Initiative], whose Phase 1 granted contracts to 3 companies to convert the Escape.
These companies are working on Escape PHEV conversions.
* [[Hymotion]], first one to announce a conversion, offered just to fleets; winner of a NYSERDA contract to make 1 conversion. Converted a few vehicles. No longer offering Escape conversions.
* [[Hybrids-Plus]], winner of a NYSERDA contract to make 1 conversion. Currently the only company offering Escape PHEVs. Nine conversions to date, and actively taking more orders.
* [http://www.electrovaya.com/ Electrovaya], winner of a NYSERDA contract to make 1 conversion. Not actively doing any more Escape conversions.

Individuals have also converted Escape SUVs.
*Jim Bohorquez, formerly of [http://mesapower.com/ Mesa Power], has converted a standard Ford Escape (not a Hybrid) to a parallel PHEV, by disconnecting the rear axle from the engine and driving it with an electric motor. The motor is powered with NiMH cells recycled from Prius PHEV conversions. The battery is charged exclusively from the power grid, through a Mesa Power UPS charger.

== Where Escape PHEVs are ==
# [http://www.electrovaya.com/ Electrovaya] - [http://www.electrovaya.com/pdf/PR/2007/PR20070807.pdf First delivery] to [http://www.nyserda.org/ NYSERDA](Albany, NY), Aug '07
# [http://hybrids-plus.com/ Hybrids Plus] - [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion2 Second delivery] to [http://www.nyserda.org/ NYSERDA](Albany, NY), Sept 25 2007

== Criticism ==
Anecdotal evidence gathered by [[Hybrids-Plus]]' sales department shows that SUV owners' main rationale to wanting to convert a Hybrid SUV to PHEV is environmental. Yet, an [http://www.nrel.gov/ NREL] study shows that the environment would be better served by people driving an efficient, standard sedan than an SUV, albeit a PHEV one. The availability of PHEV SUVs would actually be environmentally more harmful than not having them, as it would allow more and more drivers to use a false environmental rationale to continue buying SUVs over buying more efficient sedans. While there are certainly valid uses for Trucks and SUVs those who don't honestly need such vehicles would be better served by choosing a more appropriate car for their needs. --[[User:DavideAndrea|DavideAndrea]] 06:41, 24 December 2006 (CDT)

:My personal take is that while all individuals have the right to act ''irresponsible'' by driving large vehicles with more capabilities than they will ever fully utilize, if such vehicles could be plugged in then at the very least there is the potential for them to be partially or entirely fueled from clean domestic resources. As such the driver of an Electric SUV that will never see a snow drift or mud puddle could act ''irresponsibly'' with less impact on other people and our common environment. The same could be said for sports cars that will never see a race track, road course, or drag strip. In the end everyone wants an electric vehicle with more Torque and quicker acceleration which uses far less energy, the problem is that they just don't know how much they want them yet. --[[User:Rjf|Rjf]] 06:35, 7 July 2007 (CDT)

::For the individual who feels it is “irresponsible” to drive an SUV, having an attitude that ignore the facts that some SUV are justified to use does not drive the research, the size and fuel economy of mid sized SUV like the Ford Escape are the perfect type of vehicles for PHEV. With the larger cargo capacity they can take a larger capacity of batteries, and with the larger roof size, solar cells can be added to supply some charge. Once again ignoring the facts and trying to demean other solutions is not the way for alternative solutions to develop. --Anonymous 10:53, 16 December 2007 (CDT)

== Tech info ==
The [[Escape PHEV TechInfo]] has a wealth of useful information regarding the conversion of an Escape Hybrid.

== News ==
* 2008.03.26 - autobloggreen.com - [http://www.autobloggreen.com/2008/03/26/abg-first-impression-ford-escape-plug-in-hybrid-w-video/ ABG First Impression: Ford Escape Plug-in Hybrid w/Video]
* 2007.12.12 - JayLenosGarage.com - [http://www.jaylenosgarage.com/video/video_player.shtml?vid=191255 Ford's Plug-in Hybrid - The Ford Escape]
* 2007.12.05 - engadget.com - [http://www.engadget.com/2007/12/05/ford-delivers-first-of-20-plug-in-hybrids-in-california/ Ford delivers first of 20 plug-in hybrids in California]
* 2007.08.09 - [http://www.evworld.com/news.cfm?newsid=15905 Electrovaya Delivers Plug-In Escape Hybrid to NYSERDA]
* 2007.07.09 - [http://www.msnbc.msn.com/id/19674901/ Ford, Calif. utility to develop plug-in hybrids - Project aimed at speeding up production of fuel-efficient vehicles]
* 2006.08.15 - [http://autos.groups.yahoo.com/group/calcars-news/message/490 Ford Bold Moves Website Includes PHEV Proponent] [http://www.fordboldmoves.com fordboldmoves.com] [http://www.fordboldmoves.com/PointCounterPoint.aspx?episode=6]
* 2006.06.30 - [http://enn.com/today.html?id=10781 Ford Drops Focus on Hybrids, Shifts to Biofuels]
* 2006.05.11 - CalCars-News - http://groups.yahoo.com/group/calcars-news or [[CalCars_Maillist:]]
** Ford Considering plug-in hybrids: shareholders meeting reports - [http://groups.yahoo.com/group/calcars-news/message/393 Y:393] or [[CalCars_Maillist:2006./5./15]]
** Proposed "partnership for Ford to take the lead on innovation in plug-in hybrids" - [http://groups.yahoo.com/group/calcars-news/message/394 Y:394] or [[CalCars_Maillist:2006./5./18]]
** Our Press Release Welcoming Ford's Statement of "Keen" - [http://groups.yahoo.com/group/calcars-news/message/395 Y:395] or [[CalCars_Maillist:2006./5./19]]
** Bill Ford's comments when asked about plug-in hybrids at shareholders meeting - [http://autos.groups.yahoo.com/group/calcars-news/message/400 Y:400] or [[CalCars_Maillist:2006./5./24]]
** Blogs echo CalCars/Frank request to Ford to allow pilot program - [http://autos.groups.yahoo.com/group/calcars-news/message/405 Y:405] or [[CalCars_Maillist:2006./5./29]]
* 2006.05.12 - evworld.com - [http://www.evworld.com/view.cfm?section=communique&newsid=11904 Bill Ford Urged to Commit Company to Develop Plug-In Hybrids]
* 2006.05.13 - autoblog.com - [http://www.autoblog.com/2006/05/13/confirmed-ford-considering-plug-in-escape-hybrid/ CONFIRMED: Ford considering plug-in Escape Hybrid]
* 2006.05.11 - theautochannel.com - [http://www.theautochannel.com/news/2006/05/11/006503.html Ford Shareholder Meeting Sprited, Plug-In Hybrids Revealed]

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]
[[Category:Hymotion]]

Template:Prius PHEV Options

2008-05-13T20:24:25Z

DavideAndrea: Corrected PlugIn Conversions' prices (they were mixed up, and they have gone up)

<div style="display:none;">
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.

<ref name=ev_range>
'''EV range [mi]''' or '''All Electric Range (AER)''' Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>

<ref name=phev_range>
'''PHEV range [mi]''' or ''' [[Blended mode]] Range (BMR)''' During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>

<ref name=safety>
'''Safety''' in case of major accident
# Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com/html/company.html A123]) are flame-proof.
# SLA batteries contain lead and sulphuric acid but are spill-proof</ref>

<ref name=charge_time>
'''Charge time [hours]''' From discharged to the point the pack will no longer be used in PHEV, to fully charged.
:''(per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)''</ref>

<ref name=energy>
'''Available energy [KWh]''' Because the [[DOD]] of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
# SLA: 0% down to 50%, due to [[Wikipedia:Peukert's law]] much of the nameplate capacity is unavailable.
# Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=spare_tire>
''Spare Tire access''
* '''No''' the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
* '''Yes''' the original tire well is accessible.
* '''Opt''' Optionally the battery box may be implemented in such a way to preserve access.</ref>

<ref name=convert_service>
'''Conversion service:''' done by the PHEV conversion company, at their location.
'''Conversion kit:''' done by the owners in their hometown.</ref>

<ref name=status>
''Project Status'':
*'''Doc: ''' Open Source Documentation in progress.
*'''Dev: ''' Development: Working vehicles on the road but some features still under development.
*'''Prod:''' Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=topology_type>
''Topology Type'':
* '''New''' New Battery Pack and [[BMS]], the OEM NiMH battery and BMS are replaced with a [[Battery Pack Configurations#Simple|simple string]].
* '''Hyb''' OEM NiMH battery and additional battery are both utilized in a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]], OEM [[BMS]] continues to manage OEM battery.
** '''Con''' Contactors are used to parallel the OEM and PHEV batteries.
** '''DC''' A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
** '''CV''' The [[CAN-View]] is used to manage the PHEV systems operation.</ref>

</div>
{| class="collapsible" style="background:#F8EABA;text-align:center;width:100%;"
! Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]
|-
|
{| class="wikitable sortable" style="background:white; text-align:center; width:100%;"
|- valign=bottom
!  '''Organization :Location Websites (Products)''' 
!  '''Conv. service <ref name=convert_service/>''' 
!  '''Conv. kit <ref name=convert_service/>''' 
!  '''Status <ref name=status/>''' 
!  '''# done so far''' 
!  '''EV range [mi] <ref name=ev_range/>''' 
!  '''PHEV range [mi] <ref name=phev_range/>''' 
!  '''AC power''' 
!  '''Charge time [hours] <ref name=charge_time/>''' 
!  '''Safety <ref name=safety/>''' 
!  '''Added weight [kg]''' 
!  '''Spare Tire <ref name=spare_tire/>''' 
!  '''Cost [US$]''' 
!  '''Warr. [years]''' 
!  '''Type''' <ref name=topology_type/>''' 
!  '''Pack energy [KWh]''' 
!  '''DOD energy [KWh] <ref name=energy/>''' 
!  '''Bat type''' 
|-
|  '''[[PriusPlus]]''':CA<ref>[[CalCars]] is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> [http://www.calcars.org/ CalCars] (Pb<hr>NiMH)
|  No
|  Yes
|  Dev Doc
|  5 <ref>[[CalCars]] completed the [[PriusPlus History|1st ever Prius PHEV conversion 11/04]], With six by 5/07 (One which [[Inaugural Maker Faire|became the test bed for the PiPrius project]], two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|  10-12<hr>20-25
|  20+<hr>40+
|  100 to 240 Vac
|  4+<hr>5 <ref name=charge_time/>
|  Flame Spill proof
|  130<hr>100
|  Opt
|  $3-$9K +Labor <ref>[[CalCars]] Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|  0
|  Hyb Con CV
|  4.8<hr>6.5
|  2.4-3.8 +0.3 stock<hr>5
|  PbA (Ni, Li) <ref>[[CalCars]] uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used [http://www.electroenergyinc.com/ Electroenergy] NiMH in [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius] and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|-
|  '''[[PiPrius]]''':WA [[Manzanita Micro]], [http://www.piprius.com PiPrius], [[Advanced Vehicle Innovations Consortium|AVI]], [[Green Car Company|Green Car Co.]]
|  No
|  Yes
|  Dev Doc
|  4 <ref>[[PiPrius]] vehicles include [[PriusBlue]], [[WhiteBird]], and [[GrayPearl]].</ref>
|  10
|  20-30
|  90 to 300 Vac Vdc
|  0.4-3+ <ref>[[PiPrius]] Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|  Flame Spill proof
|  150
|  no
|  $10K +Labor <ref>[[PiPrius]] Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|  0
|  Hyb DC CV <ref>[[PiPrius]] notes:
# The PiPrius [[MM-PFC|PFC40H]] charger doubles at the DC-DC converter between the OEM and added battery packs.
# BMS consists of a [[Mk 3 Reg]] on every battery, which fully protected each battery on charge and discharge mode.
# The BMS is programmable with a laptop, with no security locks (open source).</ref>
|  4.7
|  4+0.3 stock
|  PbA (Ni, Li) <ref>[[PiPrius]] uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|-
|  '''[[EnergyCS]]''':CA [http://energycs.com/ EnergyCS]
|  Yes
|  No
|  Prod
|  11
|  30
|  50
|  120 Vac
|  9.0
|  Flame Spill proof
|  83
|  no
|  $40K
|  0
|  New
|  9 <ref>[[EnergyCS]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[EnergyCS]] uses [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs</ref>
|-
|  '''[[Amberjac]]''':UK [http://w10.eleven2.com/~plugin/ Amberjac] EnergyCS partner <ref>[[Amberjac]] uses the [[EnergyCS]] system electronics but a different battery manufacturer.</ref>
|  Yes
|  No
|  Prod
|  7
|  30
|  60-70
|  110 to 230 Vac
|  9.0
|  Flame Spill proof
|  83
|  yes
|  $40K
|  0
|  New
|  9 <ref>[[Amberjac]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[Amberjac]] works closely with [[EnergyCS]] but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|-
|  '''[[EDrive]]''':CA [http://edrivesystems.com/ EDrive Systems]
|  ?
|  ?
|  Dev
|  0
|  32?
|  60?
|  100 to 240 Vac
|  9.0
|  via cell sep <ref>[[EDrive]] Through cell separation</ref>
|  ?
|  yes
|  ?
|  0
|  New
|  9.5
|  8.5?
|  Li <ref>[[EDrive]] uses Laptop Cobalt LiIon 18650 cells</ref>
|-
|  '''[[Hymotion]]''':ON Canada [http://hymotion.com/ Hymotion] /[http://www.a123systems.com/html/company.html A123] (PHEV-L5)
|  Yes, fleets
|  No
|  Prod
|  18
|  15 <ref>In the past, [[Hymotion]] has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The [http://www.a123systems.com/hymotion/products/N5_range_extender specs on their new website] say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|  30
|  100 to 240 Vac
|  5.5 / 4.0
|  Spill proof
|  72
|  no
|  $10K <ref>[[Hymotion]] $10K may or may not include installation, depending on source</ref>
|  3
|  Hyb
|  5.0
|  4+0.3 stock
|  Li <ref>[[Hymotion]] uses Lithium polymer (future: A123 LiIon)</ref>
|-
|  '''[[Hybrids-Plus]]''':CO [http://hybrids-plus.com/ Hybrids-Plus] ([http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]<hr>[http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15])
|  Yes
|  Future
|  Prod
|  14
|  30<hr>15
|  60<hr>30
|  120 Vac
|  9.0<hr>5.5
|  Flame Spill proof
|  81<hr>21
|  yes
|  $28.8K<hr>$21.6K <ref>[[Hybrids-Plus]] $21.6K for [http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15] / $28.8K for [http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]</ref>
|  1
|  New
|  9.0<hr>4.5
|  8<hr>4
|  Li <ref>[[Hybrids-Plus]] uses 600 or 1200 * 26650-size iron-phosphate cathode LiIon cells.</ref>
|-
|  '''[[Plug-In Conversions]]''':CA [http://www.pluginconversions.com/ Plug-In Conversions]
|  Yes
|  Yes
|  Dev Doc
|  3
|  8<hr>16<hr>24
|  16<hr>32<hr>48
|  100 to 240 Vac
|  2<hr>4<hr>6
|  Flame Spill proof
|  40<hr>80<hr>120
|  Opt
|  $9.75K<hr>$14.9K<hr>$19.75K <ref>[[Plug-In Conversions]] High capacity chargers extra</ref>
|  0
|  Hyb Con CV
|  2.1<hr>4.3<hr>6.5
|  1.7<hr>3.5<hr>5.2
|  NiMH <ref>[[Plug-In Conversions]] Nilar NiMH (one, two, or three 240V 9Ah packs of ten 24V modules)</ref>
|-
|  '''[[OEMtek]]''':CA [http://www.oemtek.com/ OEMtek]
|  Yes
|  No
|  Dev
|  ?
|  30
|  50
|  100/240 Vac
|  4/6
|  Flameproof
|  95
|  Yes
|  $12K
|  0
|  Hyb
|  9
|  8
|  Li
|-
|}
|- style="text-align:left;"
|
{{EditThis|Template_Talk:Prius PHEV Options|left|Add your Comments or Corrections on the Talk Page.}}

Notes:
<references/>
{{EditThis|Template:Prius PHEV Options}}
|}

Hymotion

2008-05-07T15:31:38Z

DavideAndrea: Hymotion BREM service

{{Prius PHEV Options Summary}}{{TOCright}}
Toronto, ON. February 21, 2006: [http://www.hymotion.com Hymotion.com] [http://www.hymotion.com/pdf/PressRelease022106.pdf unveils Plug-in Hybrid Technology at the Canadian International Autoshow in Toronto] to use [[SEVA:Li|Lithium Ion Polymer]] battery.

==Links==
* [http://autos.groups.yahoo.com/group/HyMotion/ Yahoo Group for owners of HyMotion PHEV conversions]
* priusownersgroup.com - [http://www.priusownersgroup.com/?page_id=1128 Day 2 page 2] and [http://www.priusownersgroup.com/?page_id=1136 Day 3 page 5 - autocross chapter #3] at Tour de Sol
*[http://www.autoauditorium.com/TdS_Reports_2006/photos_012.html The Tour de Sol Reports, 2006]
** Can a Prius be turned into a Plug-In Prius in two hours? It just might be possible. The all-in-one unit fits neatly in the spare tire well and storage area under the rear deck cover.

*[http://www.hymotion.com/pdf/Specs_PHEV_L5.pdf Specs_PHEV_L5.pdf]
* 2006.04.27 - [[EAA-PHEV_Maillist:2006./4./34]] BTW, a website speculates that Hymotion is getting their batteries from Electrovaya.
* 2006.02.21 - [http://www.greencarcongress.com/2006/02/hymotion_unveil.html greencarcongress.com] good comments and more links
* 2006.02.21 - [http://www.treehugger.com/files/2006/02/plugin_hybrid_k.php treehugger.com] flame comments mostly
* 2006.02.24 - [http://www.gizmag.com/go/5252/1/ gizmag.com]
* 2006.02.21 - Yahoo [http://groups.yahoo.com/group/ETList/message/5795 ETList], [http://groups.yahoo.com/group/Prius-2G/message/49540 Prius-2G], [http://groups.yahoo.com/group/gridable-hybrids/message/2285 Gridable-hybrids], [http://groups.yahoo.com/group/calcars-news/message/309 CalCars-News], [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/8244 Hybrid Ford Escape], [http://www.seattleeva.org/maillist/evdl/?show=2006./3./26 EVDL].

==News==
* 2008.04.26 - [https://www.a123systems.com/hymotion/products/reserve_yours Hymotion/A123 announce their L5 kits are now available to consumers].
** purchase price is $9995 (plus a $400 “destination fee”) for a 5 KWh pack with a 4.5 hour charge time, 30-40 PHEV miles, and adding 180 pounds.
** [https://www.a123systems.com/hymotion/pop_ups/videoplayer?movie=movie.flv Hymotion A123 L5 Module animation video]
* 2006.06.08 - [http://www.economist.com/science/tq/displayStory.cfm?story_id=7001862 Plugging into the future] Hymotion to use [[SEVA:Li#A123 Systems - DeWalt 36v|A123 Systems Lithium]].
* 2006.03.29 - [http://autos.groups.yahoo.com/group/calcars-news/message/342 Betting on cars powered by batteries and gas] CBC News
* 2006.02.26 - [http://features.engadget.com/2006/02/24/hymotions-phev-battery-lets-you-plug-in-your-hybrid/ HyMotion's PHEV battery lets you plug in your hybrid]

Initially, Canadian company Hymotion is offering the
PHEV upgrade in two models: the 5kWh L5 for the [[Toyota Prius|Prius]] and the 12kWh L12 for
the [[Ford Escape Hybrid|Ford hybrid SUVs]]. This innovation is not cheap, so the company is
targeting fleet buyers before individual consumers. In quantities greater
than 100, the Prius L5 is US $9,500; quantities over 1,000 drop the price to
US $6,500. Other systems are under development for the Lexus RX400h, Toyota Highlander Hybrid and Toyota Camry Hybrid.

==Summary==

[[Image:Hymotion_L5_BMS.jpg|thumb|HyMotion older generation BREM, showing the BMS]]

So Hymotion will sell 1000 units for $6,500 each, 100 units for $9,500, or a single ''(demostration)'' unit for $12,500 plus an undetermined installation charge or the option of self installation after receiving training. Hymotion and [[EDrive]] both go nearly the same distance at 31 vs 35miles, Hymotion is rated 5kWh and 40.9kg lighter than the EDrive at 9kWh, 1.8 times the energy at 1.56 times the weight.

While the battery type could make up the specific energy differance of 69Wh/kg versus 89Wh/kg the range discrepency is still odd. This could be due the SOC range used, though one would suspect that most of the capacity would be utilized as that's one of the things Lithium does well. Perhaps EDrive is being conservative on cycle depth, DOD, as I believe there is no stock battery to fall back on for HEV opperation in their case, while Hymotion could effectively discharge the additional Li pack till it fell off the end of it's abrupt discharge curve at 100% DOD, or 0% SOC.

Anyway, some Electric Conversion guys I know have mentioned that they think a simple "Hybrid battery", as it's known in the BEV world, type setup where a larger battery feeds the stock one would work, which Hymotion. seems to have confirmed. The PriusPlus or EDrive method still has the advantage of being able to replacing the stock NiMH battery with a far lighter Lithium flavored one!

Notice the trend towards the magical $500/kWh at 1000 units on the Hymotion battery packs, figure $1500 for the other hardware... This is about the cost of current mass production small form Li cells, who knows what happens to the cost once you ramp vehicle scale production into the millions? $250/kWh? $100/kWh? Keep in mind that something like the tzero with 6800 18650 cells is about 1000 laptops worth, so each PHEV might represent 200 laptops, 1000 cars = 200,000 laptops...

==Service info==

===CAN Bus ===

The HyMotion BREM has 2 CAN Bus ports, one connected to the stock Prius battery, one to the rest of the Prius. This allows the BREM to commandeer and modify certain messages from the stock battery to the Prius, while relaying all other messages. However, the BREM only relays to the stock battery the messages it needs. Therefore the stock battery side CAN Bus does not have all the CAN messages that are present on the Prius side CAN Bus. That can be a problem when installing a device that uses PIDs. When connecting an accessory to the CAN Bus (such as a ScanGauge or a Smart Charge device), it must be connected to the Prius side CAN bus, not the stock battery side CAN Bus.

[[Image:BREM_CAN-Buses.gif | Hymotion's BREM has 2 CAN Buses]]



[[Category:PHEV]]
[[Category:Prius]]
[[Category:Escape]]
[[Category:Hymotion]]

File:BREM CAN-Buses.gif

2008-05-07T15:30:37Z

DavideAndrea: Block diagram of HyMotion's BREM with 2 CAN Buses

Block diagram of HyMotion's BREM with 2 CAN Buses

Escape PHEV

2008-05-03T04:17:09Z

DavideAndrea: /* PHEV conversions */ Update on conversion availability

{{TOCright}}
The Ford Escape Hybrid is the first commercially available SUV HEV. It uses a [[Series-Parallel]] power-train similar to the [[Toyota Prius]]. While Ford used some of Toyota's HEV patents, the Escape was designed independently of the Prius, and therefore its technical details are very different from the Prius. Algorithms and codes used in Prius PHEV conversion are useless in Escape PHEV conversion. The Escape lends itself to PHEV conversion, because it is a strong HEV, meaning that its electric motor is capable of a significant portion of its traction. More information about the non-PHEV Escape is found in the [[Ford Escape Hybrid]] page.

== PHEV conversions ==
Escape PHEV conversions are likely to be more expensive than Prius conversions because they are heavier and less aerodynamic vehicles. As such more energy is required to operate them so they would also require more battery capacity to match the [[All-electric range]] ([[AER]]) of smaller vehicle. Even so there are legitimate needs for such vehicles depending on the load carrying requirements and more challenging terrains which some people must deal with regularly. In the end PHEV technology is just as applicable to such heavier SUVs and Trucks. In fact the superior torque of electric power-trains may be preferable in such vehicles.

A major push towards conversion of the Escape came from [http://nyserda.org/ NYSERDA]'s [http://www.nyserda.org/includes/funding_content_pop.asp?i=PON%201088 New York State Plug-in Hybrid Electric Vehicle (PHEV) Technology Initiative], whose Phase 1 granted contracts to 3 companies to convert the Escape.
These companies are working on Escape PHEV conversions. No one has yet announced pricing nor availability to the general public.
* [[Hymotion]], first one to announce a conversion, offered just to fleets; winner of a NYSERDA contract to make 1 conversion. Converted a few vehicles. No longer offering Escape conversions.
* [[Hybrids-Plus]], winner of a NYSERDA contract to make 1 conversion. Currently the only company offering Escape PHEVs. Nine conversions to date, and actively taking more orders.
* [http://www.electrovaya.com/ Electrovaya], winner of a NYSERDA contract to make 1 conversion. Not actively doing any more Escape conversions.

Individuals have also converted Escape SUVs.
*Jim Bohorquez of [http://mesapower.com/ Mesa Power] has converted a standard Ford Escape (not a Hybrid) to a parallel PHEV, by disconnecting the rear axle from the engine and driving it with an electric motor. The motor is powered with NiMH cells recycled from Prius PHEV conversions. The battery is charged exclusively from the power grid, through a Mesa Power UPS charger.

== Where Escape PHEVs are ==
# [http://www.electrovaya.com/ Electrovaya] - [http://www.electrovaya.com/pdf/PR/2007/PR20070807.pdf First delivery] to [http://www.nyserda.org/ NYSERDA](Albany, NY), Aug '07
# [http://hybrids-plus.com/ Hybrids Plus] - [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Conversion2 Second delivery] to [http://www.nyserda.org/ NYSERDA](Albany, NY), Sept 25 2007

== Criticism ==
Anecdotal evidence gathered by [[Hybrids-Plus]]' sales department shows that SUV owners' main rationale to wanting to convert a Hybrid SUV to PHEV is environmental. Yet, an [http://www.nrel.gov/ NREL] study shows that the environment would be better served by people driving an efficient, standard sedan than an SUV, albeit a PHEV one. The availability of PHEV SUVs would actually be environmentally more harmful than not having them, as it would allow more and more drivers to use a false environmental rationale to continue buying SUVs over buying more efficient sedans. While there are certainly valid uses for Trucks and SUVs those who don't honestly need such vehicles would be better served by choosing a more appropriate car for their needs. --[[User:DavideAndrea|DavideAndrea]] 06:41, 24 December 2006 (CDT)

:My personal take is that while all individuals have the right to act ''irresponsible'' by driving large vehicles with more capabilities than they will ever fully utilize, if such vehicles could be plugged in then at the very least there is the potential for them to be partially or entirely fueled from clean domestic resources. As such the driver of an Electric SUV that will never see a snow drift or mud puddle could act ''irresponsibly'' with less impact on other people and our common environment. The same could be said for sports cars that will never see a race track, road course, or drag strip. In the end everyone wants an electric vehicle with more Torque and quicker acceleration which uses far less energy, the problem is that they just don't know how much they want them yet. --[[User:Rjf|Rjf]] 06:35, 7 July 2007 (CDT)

::For the individual who feels it is “irresponsible” to drive an SUV, having an attitude that ignore the facts that some SUV are justified to use does not drive the research, the size and fuel economy of mid sized SUV like the Ford Escape are the perfect type of vehicles for PHEV. With the larger cargo capacity they can take a larger capacity of batteries, and with the larger roof size, solar cells can be added to supply some charge. Once again ignoring the facts and trying to demean other solutions is not the way for alternative solutions to develop. --Anonymous 10:53, 16 December 2007 (CDT)

== Tech info ==
The [[Escape PHEV TechInfo]] has a wealth of useful information regarding the conversion of an Escape Hybrid.

== News ==
* 2008.03.26 - autobloggreen.com - [http://www.autobloggreen.com/2008/03/26/abg-first-impression-ford-escape-plug-in-hybrid-w-video/ ABG First Impression: Ford Escape Plug-in Hybrid w/Video]
* 2007.12.12 - JayLenosGarage.com - [http://www.jaylenosgarage.com/video/video_player.shtml?vid=191255 Ford's Plug-in Hybrid - The Ford Escape]
* 2007.12.05 - engadget.com - [http://www.engadget.com/2007/12/05/ford-delivers-first-of-20-plug-in-hybrids-in-california/ Ford delivers first of 20 plug-in hybrids in California]
* 2007.08.09 - [http://www.evworld.com/news.cfm?newsid=15905 Electrovaya Delivers Plug-In Escape Hybrid to NYSERDA]
* 2007.07.09 - [http://www.msnbc.msn.com/id/19674901/ Ford, Calif. utility to develop plug-in hybrids - Project aimed at speeding up production of fuel-efficient vehicles]
* 2006.08.15 - [http://autos.groups.yahoo.com/group/calcars-news/message/490 Ford Bold Moves Website Includes PHEV Proponent] [http://www.fordboldmoves.com fordboldmoves.com] [http://www.fordboldmoves.com/PointCounterPoint.aspx?episode=6]
* 2006.06.30 - [http://enn.com/today.html?id=10781 Ford Drops Focus on Hybrids, Shifts to Biofuels]
* 2006.05.11 - CalCars-News - http://groups.yahoo.com/group/calcars-news or [[CalCars_Maillist:]]
** Ford Considering plug-in hybrids: shareholders meeting reports - [http://groups.yahoo.com/group/calcars-news/message/393 Y:393] or [[CalCars_Maillist:2006./5./15]]
** Proposed "partnership for Ford to take the lead on innovation in plug-in hybrids" - [http://groups.yahoo.com/group/calcars-news/message/394 Y:394] or [[CalCars_Maillist:2006./5./18]]
** Our Press Release Welcoming Ford's Statement of "Keen" - [http://groups.yahoo.com/group/calcars-news/message/395 Y:395] or [[CalCars_Maillist:2006./5./19]]
** Bill Ford's comments when asked about plug-in hybrids at shareholders meeting - [http://autos.groups.yahoo.com/group/calcars-news/message/400 Y:400] or [[CalCars_Maillist:2006./5./24]]
** Blogs echo CalCars/Frank request to Ford to allow pilot program - [http://autos.groups.yahoo.com/group/calcars-news/message/405 Y:405] or [[CalCars_Maillist:2006./5./29]]
* 2006.05.12 - evworld.com - [http://www.evworld.com/view.cfm?section=communique&newsid=11904 Bill Ford Urged to Commit Company to Develop Plug-In Hybrids]
* 2006.05.13 - autoblog.com - [http://www.autoblog.com/2006/05/13/confirmed-ford-considering-plug-in-escape-hybrid/ CONFIRMED: Ford considering plug-in Escape Hybrid]
* 2006.05.11 - theautochannel.com - [http://www.theautochannel.com/news/2006/05/11/006503.html Ford Shareholder Meeting Sprited, Plug-In Hybrids Revealed]

[[Category:PHEV]]
[[Category:Escape]]
[[Category:Hybrids-Plus]]
[[Category:Hymotion]]

Hymotion

2008-05-01T21:19:05Z

DavideAndrea: Added picture of guts

{{Prius PHEV Options Summary}}{{TOCright}}
Toronto, ON. February 21, 2006: [http://www.hymotion.com Hymotion.com] [http://www.hymotion.com/pdf/PressRelease022106.pdf unveils Plug-in Hybrid Technology at the Canadian International Autoshow in Toronto] to use [[SEVA:Li|Lithium Ion Polymer]] battery.

==Links==
* [http://autos.groups.yahoo.com/group/HyMotion/ Yahoo Group for owners of HyMotion PHEV conversions]
* priusownersgroup.com - [http://www.priusownersgroup.com/?page_id=1128 Day 2 page 2] and [http://www.priusownersgroup.com/?page_id=1136 Day 3 page 5 - autocross chapter #3] at Tour de Sol
*[http://www.autoauditorium.com/TdS_Reports_2006/photos_012.html The Tour de Sol Reports, 2006]
** Can a Prius be turned into a Plug-In Prius in two hours? It just might be possible. The all-in-one unit fits neatly in the spare tire well and storage area under the rear deck cover.

*[http://www.hymotion.com/pdf/Specs_PHEV_L5.pdf Specs_PHEV_L5.pdf]
* 2006.04.27 - [[EAA-PHEV_Maillist:2006./4./34]] BTW, a website speculates that Hymotion is getting their batteries from Electrovaya.
* 2006.02.21 - [http://www.greencarcongress.com/2006/02/hymotion_unveil.html greencarcongress.com] good comments and more links
* 2006.02.21 - [http://www.treehugger.com/files/2006/02/plugin_hybrid_k.php treehugger.com] flame comments mostly
* 2006.02.24 - [http://www.gizmag.com/go/5252/1/ gizmag.com]
* 2006.02.21 - Yahoo [http://groups.yahoo.com/group/ETList/message/5795 ETList], [http://groups.yahoo.com/group/Prius-2G/message/49540 Prius-2G], [http://groups.yahoo.com/group/gridable-hybrids/message/2285 Gridable-hybrids], [http://groups.yahoo.com/group/calcars-news/message/309 CalCars-News], [http://autos.groups.yahoo.com/group/hybrid_ford_escape/message/8244 Hybrid Ford Escape], [http://www.seattleeva.org/maillist/evdl/?show=2006./3./26 EVDL].

==News==
* 2008.04.26 - [https://www.a123systems.com/hymotion/products/reserve_yours Hymotion/A123 announce their L5 kits are now available to consumers].
** purchase price is $9995 (plus a $400 “destination fee”) for a 5 KWh pack with a 4.5 hour charge time, 30-40 PHEV miles, and adding 180 pounds.
** [https://www.a123systems.com/hymotion/pop_ups/videoplayer?movie=movie.flv Hymotion A123 L5 Module animation video]
* 2006.06.08 - [http://www.economist.com/science/tq/displayStory.cfm?story_id=7001862 Plugging into the future] Hymotion to use [[SEVA:Li#A123 Systems - DeWalt 36v|A123 Systems Lithium]].
* 2006.03.29 - [http://autos.groups.yahoo.com/group/calcars-news/message/342 Betting on cars powered by batteries and gas] CBC News
* 2006.02.26 - [http://features.engadget.com/2006/02/24/hymotions-phev-battery-lets-you-plug-in-your-hybrid/ HyMotion's PHEV battery lets you plug in your hybrid]

Initially, Canadian company Hymotion is offering the
PHEV upgrade in two models: the 5kWh L5 for the [[Toyota Prius|Prius]] and the 12kWh L12 for
the [[Ford Escape Hybrid|Ford hybrid SUVs]]. This innovation is not cheap, so the company is
targeting fleet buyers before individual consumers. In quantities greater
than 100, the Prius L5 is US $9,500; quantities over 1,000 drop the price to
US $6,500. Other systems are under development for the Lexus RX400h, Toyota Highlander Hybrid and Toyota Camry Hybrid.

==Summary==

[[Image:Hymotion_L5_BMS.jpg|thumb|HyMotion older generation BREM, showing the BMS]]

So Hymotion will sell 1000 units for $6,500 each, 100 units for $9,500, or a single ''(demostration)'' unit for $12,500 plus an undetermined installation charge or the option of self installation after receiving training. Hymotion and [[EDrive]] both go nearly the same distance at 31 vs 35miles, Hymotion is rated 5kWh and 40.9kg lighter than the EDrive at 9kWh, 1.8 times the energy at 1.56 times the weight.

While the battery type could make up the specific energy differance of 69Wh/kg versus 89Wh/kg the range discrepency is still odd. This could be due the SOC range used, though one would suspect that most of the capacity would be utilized as that's one of the things Lithium does well. Perhaps EDrive is being conservative on cycle depth, DOD, as I believe there is no stock battery to fall back on for HEV opperation in their case, while Hymotion could effectively discharge the additional Li pack till it fell off the end of it's abrupt discharge curve at 100% DOD, or 0% SOC.

Anyway, some Electric Conversion guys I know have mentioned that they think a simple "Hybrid battery", as it's known in the BEV world, type setup where a larger battery feeds the stock one would work, which Hymotion. seems to have confirmed. The PriusPlus or EDrive method still has the advantage of being able to replacing the stock NiMH battery with a far lighter Lithium flavored one!

Notice the trend towards the magical $500/kWh at 1000 units on the Hymotion battery packs, figure $1500 for the other hardware... This is about the cost of current mass production small form Li cells, who knows what happens to the cost once you ramp vehicle scale production into the millions? $250/kWh? $100/kWh? Keep in mind that something like the tzero with 6800 18650 cells is about 1000 laptops worth, so each PHEV might represent 200 laptops, 1000 cars = 200,000 laptops...



[[Category:PHEV]]
[[Category:Prius]]
[[Category:Escape]]
[[Category:Hymotion]]

File:Hymotion L5 BMS.jpg

2008-05-01T21:16:30Z

DavideAndrea: HyMotion older generation BREM, showing the BMS

HyMotion older generation BREM, showing the BMS

Template:Prius PHEV Options

2008-04-30T02:54:17Z

DavideAndrea: Warranty column

<div style="display:none;">
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.

<ref name=ev_range>
'''EV range [mi]''' or '''All Electric Range (AER)''' Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>

<ref name=phev_range>
'''PHEV range [mi]''' or ''' [[Blended mode]] Range (BMR)''' During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>

<ref name=safety>
'''Safety''' in case of major accident
# Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com/html/company.html A123]) are flame-proof.
# SLA batteries contain lead and sulphuric acid but are spill-proof</ref>

<ref name=charge_time>
'''Charge time [hours]''' From discharged to the point the pack will no longer be used in PHEV, to fully charged.
:''(per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)''</ref>

<ref name=energy>
'''Available energy [KWh]''' Because the [[DOD]] of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
# SLA: 0% down to 50%, due to [[Wikipedia:Peukert's law]] much of the nameplate capacity is unavailable.
# Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=spare_tire>
''Spare Tire access''
* '''No''' the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
* '''Yes''' the original tire well is accessible.
* '''Opt''' Optionally the battery box may be implemented in such a way to preserve access.</ref>

<ref name=convert_service>
'''Conversion service:''' done by the PHEV conversion company, at their location.
'''Conversion kit:''' done by the owners in their hometown.</ref>

<ref name=status>
''Project Status'':
*'''Doc: ''' Open Source Documentation in progress.
*'''Dev: ''' Development: Working vehicles on the road but some features still under development.
*'''Prod:''' Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=topology_type>
''Topology Type'':
* '''New''' New Battery Pack and [[BMS]], the OEM NiMH battery and BMS are replaced with a [[Battery Pack Configurations#Simple|simple string]].
* '''Hyb''' OEM NiMH battery and additional battery are both utilized in a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]], OEM [[BMS]] continues to manage OEM battery.
** '''Con''' Contactors are used to parallel the OEM and PHEV batteries.
** '''DC''' A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
** '''CV''' The [[CAN-View]] is used to manage the PHEV systems operation.</ref>

</div>
{| class="collapsible" style="background:#F8EABA;text-align:center;width:100%;"
! Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]
|-
|
{| class="wikitable sortable" style="background:white; text-align:center; width:100%;"
|- valign=bottom
!  '''Organization :Location Websites (Products)''' 
!  '''Conv. service <ref name=convert_service/>''' 
!  '''Conv. kit <ref name=convert_service/>''' 
!  '''Status <ref name=status/>''' 
!  '''# done so far''' 
!  '''EV range [mi] <ref name=ev_range/>''' 
!  '''PHEV range [mi] <ref name=phev_range/>''' 
!  '''AC power''' 
!  '''Charge time [hours] <ref name=charge_time/>''' 
!  '''Safety <ref name=safety/>''' 
!  '''Added weight [kg]''' 
!  '''Spare Tire <ref name=spare_tire/>''' 
!  '''Cost [US$]''' 
!  '''Warr. [years]''' 
!  '''Type''' <ref name=topology_type/>''' 
!  '''Pack energy [KWh]''' 
!  '''DOD energy [KWh] <ref name=energy/>''' 
!  '''Bat type''' 
|-
|  '''[[PriusPlus]]''':CA<ref>[[CalCars]] is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> [http://www.calcars.org/ CalCars] (Pb<hr>NiMH)
|  No
|  Yes
|  Dev Doc
|  5 <ref>[[CalCars]] completed the [[PriusPlus History|1st ever Prius PHEV conversion 11/04]], With six by 5/07 (One which [[Inaugural Maker Faire|became the test bed for the PiPrius project]], two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|  10-12<hr>20-25
|  20+<hr>40+
|  100 to 240 Vac
|  4+<hr>5 <ref name=charge_time/>
|  Flame Spill proof
|  130<hr>100
|  Opt
|  $3-$9K +Labor <ref>[[CalCars]] Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|  0
|  Hyb Con CV
|  4.8<hr>6.5
|  2.4-3.8 +0.3 stock<hr>5
|  PbA (Ni, Li) <ref>[[CalCars]] uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used [http://www.electroenergyinc.com/ Electroenergy] NiMH in [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius] and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|-
|  '''[[PiPrius]]''':WA [[Manzanita Micro]], [http://www.piprius.com PiPrius], [[Advanced Vehicle Innovations Consortium|AVI]], [[Green Car Company|Green Car Co.]]
|  No
|  Yes
|  Dev Doc
|  4 <ref>[[PiPrius]] vehicles include [[PriusBlue]], [[WhiteBird]], and [[GrayPearl]].</ref>
|  10
|  20-30
|  90 to 300 Vac Vdc
|  0.4-3+ <ref>[[PiPrius]] Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|  Flame Spill proof
|  150
|  no
|  $10K +Labor <ref>[[PiPrius]] Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|  0
|  Hyb DC CV <ref>[[PiPrius]] notes:
# The PiPrius [[MM-PFC|PFC40H]] charger doubles at the DC-DC converter between the OEM and added battery packs.
# BMS consists of a [[Mk 3 Reg]] on every battery, which fully protected each battery on charge and discharge mode.
# The BMS is programmable with a laptop, with no security locks (open source).</ref>
|  4.7
|  4+0.3 stock
|  PbA (Ni, Li) <ref>[[PiPrius]] uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|-
|  '''[[EnergyCS]]''':CA [http://energycs.com/ EnergyCS]
|  Yes
|  No
|  Prod
|  11
|  30
|  50
|  120 Vac
|  9.0
|  Flame Spill proof
|  83
|  no
|  $40K
|  0
|  New
|  9 <ref>[[EnergyCS]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[EnergyCS]] uses [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs</ref>
|-
|  '''[[Amberjac]]''':UK [http://w10.eleven2.com/~plugin/ Amberjac] EnergyCS partner <ref>[[Amberjac]] uses the [[EnergyCS]] system electronics but a different battery manufacturer.</ref>
|  Yes
|  No
|  Prod
|  7
|  30
|  60-70
|  110 to 230 Vac
|  9.0
|  Flame Spill proof
|  83
|  yes
|  $40K
|  0
|  New
|  9 <ref>[[Amberjac]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[Amberjac]] works closely with [[EnergyCS]] but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|-
|  '''[[EDrive]]''':CA [http://edrivesystems.com/ EDrive Systems]
|  ?
|  ?
|  Dev
|  0
|  32?
|  60?
|  100 to 240 Vac
|  9.0
|  via cell sep <ref>[[EDrive]] Through cell separation</ref>
|  ?
|  yes
|  ?
|  0
|  New
|  9.5
|  8.5?
|  Li <ref>[[EDrive]] uses Laptop Cobalt LiIon 18650 cells</ref>
|-
|  '''[[Hymotion]]''':ON Canada [http://hymotion.com/ Hymotion] /[http://www.a123systems.com/html/company.html A123] (PHEV-L5)
|  Yes, fleets
|  No
|  Prod
|  18
|  15 <ref>In the past, [[Hymotion]] has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The [http://www.a123systems.com/hymotion/products/N5_range_extender specs on their new website] say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|  30
|  100 to 240 Vac
|  5.5 / 4.0
|  Spill proof
|  72
|  no
|  $10K <ref>[[Hymotion]] $10K may or may not include installation, depending on source</ref>
|  3
|  Hyb
|  5.0
|  4+0.3 stock
|  Li <ref>[[Hymotion]] uses Lithium polymer (future: A123 LiIon)</ref>
|-
|  '''[[Hybrids-Plus]]''':CO [http://hybrids-plus.com/ Hybrids-Plus] ([http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]<hr>[http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15])
|  Yes
|  Future
|  Prod
|  14
|  30<hr>15
|  60<hr>30
|  120 Vac
|  9.0<hr>5.5
|  Flame Spill proof
|  81<hr>21
|  yes
|  $28.8K<hr>$21.6K <ref>[[Hybrids-Plus]] $21.6K for [http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15] / $28.8K for [http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]</ref>
|  1
|  New
|  9.0<hr>4.5
|  8<hr>4
|  Li <ref>[[Hybrids-Plus]] uses 600 or 1200 * 26650-size iron-phosphate cathode LiIon cells.</ref>
|-
|  '''[[Plug-In Conversions]]''':CA [http://www.pluginconversions.com/ Plug-In Conversions]
|  Yes
|  Yes
|  Dev Doc
|  3
|  8<hr>16<hr>24
|  16<hr>32<hr>48
|  100 to 240 Vac
|  2<hr>4<hr>6
|  Flame Spill proof
|  40<hr>80<hr>120
|  Opt
|  $8K<hr>$24K<hr>$15K <ref>[[Plug-In Conversions]] High capacity chargers extra</ref>
|  0
|  Hyb Con CV
|  2.1<hr>4.3<hr>6.5
|  1.7<hr>3.5<hr>5.2
|  NiMH <ref>[[Plug-In Conversions]] Nilar NiMH (one, two, or three 240V 9Ah packs of ten 24V modules)</ref>
|-
|  '''[[OEMtek]]''':CA [http://www.oemtek.com/ OEMtek]
|  Yes
|  No
|  Dev
|  ?
|  30
|  50
|  100/240 Vac
|  4/6
|  Flameproof
|  95
|  Yes
|  $12K
|  0
|  Hyb
|  9
|  8
|  Li
|-
|}
|- style="text-align:left;"
|
{{EditThis|Template_Talk:Prius PHEV Options|left|Add your Comments or Corrections on the Talk Page.}}

Notes:
<references/>
{{EditThis|Template:Prius PHEV Options}}
|}

Template:Prius PHEV Options

2008-04-30T02:45:36Z

DavideAndrea: Updated Hybrids Plus prices, Reflect Hymotion's new. more realisting range statement

<div style="display:none;">
This div does not appear withing the page but is used to define the references used below.
If multiple ref tags were to appear within the table only the text from the first would be displayed.
Thus we pre-define them here, the only side effect being that the first "a" backlink does nothing.

<ref name=ev_range>
'''EV range [mi]''' or '''All Electric Range (AER)''' Assuming <35 mph, 210 Wh/mile (260 Wh/mi from grid) per http://www.greencarcongress.com/2005/08/solarpoweraugme.html, 1.5 miles is approximately the range with a fully charged stock battery pack</ref>

<ref name=phev_range>
'''PHEV range [mi]''' or ''' [[Blended mode]] Range (BMR)''' During which the mileage is on the order of 100 mpg. Shows range as stated by organization.</ref>

<ref name=safety>
'''Safety''' in case of major accident
# Many Lithium cells will burst in flames if penetrated. However, phosphate cathode LiIon cells (such as [http://www.valence.com/ Valence] and [http://www.a123systems.com/html/company.html A123]) are flame-proof.
# SLA batteries contain lead and sulphuric acid but are spill-proof</ref>

<ref name=charge_time>
'''Charge time [hours]''' From discharged to the point the pack will no longer be used in PHEV, to fully charged.
:''(per Orbital, SLA require 8 hr taper -- done at least once every 3 days -- after near full charge, to reach 100% and prevent sulfation)''</ref>

<ref name=energy>
'''Available energy [KWh]''' Because the [[DOD]] of the stock pack is limited by the Prius, only about 0.3 KWh of its energy is available (used). It is assumed that additional batteries are limited to a DOD range of:
# SLA: 0% down to 50%, due to [[Wikipedia:Peukert's law]] much of the nameplate capacity is unavailable.
# Lithium: 0% down to 90%, has far less Peukert losses and can be safely deep discharged.</ref>

<ref name=spare_tire>
''Spare Tire access''
* '''No''' the original tire well is covered or occupied by the new battery pack and must be secured and stowed in the rear cargo space.
* '''Yes''' the original tire well is accessible.
* '''Opt''' Optionally the battery box may be implemented in such a way to preserve access.</ref>

<ref name=convert_service>
'''Conversion service:''' done by the PHEV conversion company, at their location.
'''Conversion kit:''' done by the owners in their hometown.</ref>

<ref name=status>
''Project Status'':
*'''Doc: ''' Open Source Documentation in progress.
*'''Dev: ''' Development: Working vehicles on the road but some features still under development.
*'''Prod:''' Production: Working vehicles on the road, performing conversions or supplying kits.</ref>

<ref name=topology_type>
''Topology Type'':
* '''New''' New Battery Pack and [[BMS]], the OEM NiMH battery and BMS are replaced with a [[Battery Pack Configurations#Simple|simple string]].
* '''Hyb''' OEM NiMH battery and additional battery are both utilized in a [[Battery Pack Configurations#Hybrid|hybrid battery pack configuration]], OEM [[BMS]] continues to manage OEM battery.
** '''Con''' Contactors are used to parallel the OEM and PHEV batteries.
** '''DC''' A DC to DC converter is used to move power forward from the PHEV to the OEM Battery.
** '''CV''' The [[CAN-View]] is used to manage the PHEV systems operation.</ref>

</div>
{| class="collapsible" style="background:#F8EABA;text-align:center;width:100%;"
! Comparison table: [[PHEV]] conversion and kit options for the [[Toyota Prius]]
|-
|
{| class="wikitable sortable" style="background:white; text-align:center; width:100%;"
|- valign=bottom
!  '''Organization :Location Websites (Products)''' 
!  '''Conv. service <ref name=convert_service/>''' 
!  '''Conv. kit <ref name=convert_service/>''' 
!  '''Status <ref name=status/>''' 
!  '''# done so far''' 
!  '''EV range [mi] <ref name=ev_range/>''' 
!  '''PHEV range [mi] <ref name=phev_range/>''' 
!  '''AC power''' 
!  '''Charge time [hours] <ref name=charge_time/>''' 
!  '''Safety <ref name=safety/>''' 
!  '''Added weight [kg]''' 
!  '''Spare Tire <ref name=spare_tire/>''' 
!  '''Cost [US$]''' 
!  '''Type''' <ref name=topology_type/>''' 
!  '''Pack energy [KWh]''' 
!  '''DOD energy [KWh] <ref name=energy/>''' 
!  '''Bat type''' 
|-
|  '''[[PriusPlus]]''':CA<ref>[[CalCars]] is based in California, however locations where progress is being made and help is available now include CA, CT, CO, IL, and TX.</ref> [http://www.calcars.org/ CalCars] (Pb<hr>NiMH)
|  No
|  Yes
|  Dev Doc
|  5 <ref>[[CalCars]] completed the [[PriusPlus History|1st ever Prius PHEV conversion 11/04]], With six by 5/07 (One which [[Inaugural Maker Faire|became the test bed for the PiPrius project]], two of which uses NiMH, and the latest which retains the spare tire.)</ref>
|  10-12<hr>20-25
|  20+<hr>40+
|  100 to 240 Vac
|  4+<hr>5 <ref name=charge_time/>
|  Flame Spill proof
|  130<hr>100
|  Opt
|  $3-$9K +Labor <ref>[[CalCars]] Batteries: ~$1K ($3-$5K for NiMH) Charger: $0.9-$2K Total: $3-$4K + labor for PbA conversions and an additional $3 to $5K for NiMH</ref>
|  Hyb Con CV
|  4.8<hr>6.5
|  2.4-3.8 +0.3 stock<hr>5
|  PbA (Ni, Li) <ref>[[CalCars]] uses 20 * BB Battery EVP20-12B SLA (Sealed Lead-Acid). Have used [http://www.electroenergyinc.com/ Electroenergy] NiMH in [http://autos.groups.yahoo.com/group/calcars-news/message/343 EEEI Prius] and Nilar NiMH in Nilar Prius, evaluating Lithium.</ref>
|-
|  '''[[PiPrius]]''':WA [[Manzanita Micro]], [http://www.piprius.com PiPrius], [[Advanced Vehicle Innovations Consortium|AVI]], [[Green Car Company|Green Car Co.]]
|  No
|  Yes
|  Dev Doc
|  4 <ref>[[PiPrius]] vehicles include [[PriusBlue]], [[WhiteBird]], and [[GrayPearl]].</ref>
|  10
|  20-30
|  90 to 300 Vac Vdc
|  0.4-3+ <ref>[[PiPrius]] Charges in about 3 hours @ 120v & 15a or can be charged in as little as 0.4 hours (24 minutes) @ 240v & up to 40amps with manual current control from 0 to 40amps.</ref><ref name=charge_time/>
|  Flame Spill proof
|  150
|  no
|  $10K +Labor <ref>[[PiPrius]] Batteries: $0.8K~$1.2K Charger/DC-DC: $3K Target: ~$10K</ref>
|  Hyb DC CV <ref>[[PiPrius]] notes:
# The PiPrius [[MM-PFC|PFC40H]] charger doubles at the DC-DC converter between the OEM and added battery packs.
# BMS consists of a [[Mk 3 Reg]] on every battery, which fully protected each battery on charge and discharge mode.
# The BMS is programmable with a laptop, with no security locks (open source).</ref>
|  4.7
|  4+0.3 stock
|  PbA (Ni, Li) <ref>[[PiPrius]] uses 15 * Hawker EP26 SLA (Sealed Lead-Acid), 24 * 20Ah SLA., Evaluating Lithium, or users choice of chemistry, voltage and capacity.</ref>
|-
|  '''[[EnergyCS]]''':CA [http://energycs.com/ EnergyCS]
|  Yes
|  No
|  Prod
|  11
|  30
|  50
|  120 Vac
|  9.0
|  Flame Spill proof
|  83
|  no
|  $40K
|  New
|  9 <ref>[[EnergyCS]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[EnergyCS]] uses [http://www.valence.com/ Valence] [http://www.valence.com/saphion.asp Saphion] phosphate cathode LiIon cells extracted from [http://www.valence.com/ucharge.asp U-Charge] packs</ref>
|-
|  '''[[Amberjac]]''':UK [http://w10.eleven2.com/~plugin/ Amberjac] EnergyCS partner <ref>[[Amberjac]] uses the [[EnergyCS]] system electronics but a different battery manufacturer.</ref>
|  Yes
|  No
|  Prod
|  7
|  30
|  60-70
|  110 to 230 Vac
|  9.0
|  Flame Spill proof
|  83
|  yes
|  $40K
|  New
|  9 <ref>[[Amberjac]] has 9kWh of battery capacity from a 230v 40Ah pack</ref>
|  8
|  Li <ref>[[Amberjac]] works closely with [[EnergyCS]] but uses a different battery system and manufacturer though the same (LiFePO4) chemistry</ref>
|-
|  '''[[EDrive]]''':CA [http://edrivesystems.com/ EDrive Systems]
|  ?
|  ?
|  Dev
|  0
|  32?
|  60?
|  100 to 240 Vac
|  9.0
|  via cell sep <ref>[[EDrive]] Through cell separation</ref>
|  ?
|  yes
|  ?
|  New
|  9.5
|  8.5?
|  Li <ref>[[EDrive]] uses Laptop Cobalt LiIon 18650 cells</ref>
|-
|  '''[[Hymotion]]''':ON Canada [http://hymotion.com/ Hymotion] /[http://www.a123systems.com/html/company.html A123] (PHEV-L5)
|  Yes, fleets
|  No
|  Prod
|  18
|  15 <ref>In the past, [[Hymotion]] has stated 50 km (30 miles) pure EV range. Yet 4.3 KWh calculates out to 15 miles. The [http://www.a123systems.com/hymotion/products/N5_range_extender specs on their new website] say "Up to 100 mpg for 30-40 miles", which means blended mode, and is indeed consistent with the energy stored in the battery</ref>
|  30
|  100 to 240 Vac
|  5.5 / 4.0
|  Spill proof
|  72
|  no
|  $10K <ref>[[Hymotion]] $10K target price for fleet or 100 vehicles</ref>
|  Hyb
|  5.0
|  4+0.3 stock
|  Li <ref>[[Hymotion]] uses Lithium polymer (future: A123 LiIon)</ref>
|-
|  '''[[Hybrids-Plus]]''':CO [http://hybrids-plus.com/ Hybrids-Plus] ([http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]<hr>[http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15])
|  Yes
|  Future
|  Prod
|  14
|  30<hr>15
|  60<hr>30
|  120 Vac
|  9.0<hr>5.5
|  Flame Spill proof
|  81<hr>21
|  yes
|  $28.8K<hr>$21.6K <ref>[[Hybrids-Plus]] $21.6K for [http://hybrids-plus.com/ht/Prius04-PHEV-15-pnr.html Prius-15] / $28.8K for [http://hybrids-plus.com/ht/Prius04-PHEV-30-pnr.html Prius-30]</ref>
|  New
|  9.0<hr>4.5
|  8<hr>4
|  Li <ref>[[Hybrids-Plus]] uses 600 or 1200 * 26650-size iron-phosphate cathode LiIon cells.</ref>
|-
|  '''[[Plug-In Conversions]]''':CA [http://www.pluginconversions.com/ Plug-In Conversions]
|  Yes
|  Yes
|  Dev Doc
|  3
|  8<hr>16<hr>24
|  16<hr>32<hr>48
|  100 to 240 Vac
|  2<hr>4<hr>6
|  Flame Spill proof
|  40<hr>80<hr>120
|  Opt
|  $8K<hr>$24K<hr>$15K <ref>[[Plug-In Conversions]] High capacity chargers extra</ref>
|  Hyb Con CV
|  2.1<hr>4.3<hr>6.5
|  1.7<hr>3.5<hr>5.2
|  NiMH <ref>[[Plug-In Conversions]] Nilar NiMH (one, two, or three 240V 9Ah packs of ten 24V modules)</ref>
|-
|  '''[[OEMtek]]''':CA [http://www.oemtek.com/ OEMtek]
|  Yes
|  No
|  Dev
|  ?
|  30
|  50
|  100/240 Vac
|  4/6
|  Flameproof
|  95
|  Yes
|  $12K
|  Hyb
|  9
|  8
|  Li
|-
|}
|- style="text-align:left;"
|
{{EditThis|Template_Talk:Prius PHEV Options|left|Add your Comments or Corrections on the Talk Page.}}

Notes:
<references/>
{{EditThis|Template:Prius PHEV Options}}
|}

Prius PHEV TechInfo

2008-04-29T18:54:59Z

DavideAndrea: /* Battery head dissipation */

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===Battery current===

The battery current ranges from > -100 to > + 100.

These graphs are from data from Argonne National Labs: 600610092_Data_D3.txt.
In these data, positive means into the battery (braking).

During easy driving, the current is on the order of 20 A, but is more like 40 A during serious driving.

[[Image:PriusBatteryCurrentPlot.gif|thumb||right|Plot of battery current, 30 s average]]

[[Image:PriusBatteryCurrentHistogram.gif|thumb||right|Histogram of battery current]]

===Battery heat dissipation===

The battery power dissipation (assuming an internal resistance of 0.5 Ohm) peaks at 4.5 kW!

During easy driving, the dissipation is on the order of 200 W, but is more like 2000 W during serious driving.

[[Image:PriusBatteryHeatPlot.gif|thumb||right|Plot of battery heat dissipation, 100 s average]]

[[Image:PriusBatteryHeatHistogram.gif|thumb||right|Histogram of battery heat dissipation]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts a message with some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The message ID is 529h, it has 7 data bytes, and it repeats at most every 1 s (if there's a change in data, it is sent right away, and then every 1 s thereafter). To be exact, it's slightly less that 1 s: it's 999.5 ms.

The typical message is: 28 00 00 84 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-04-29T18:49:43Z

DavideAndrea: /* Battery current and dissipation*/

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===Battery current===

The battery current ranges from > -100 to > + 100.

These graphs are from data from Argonne National Labs: 600610092_Data_D3.txt.
In these data, positive means into the battery (braking).

During easy driving, the current is on the order of 20 A, but is more like 40 A during serious driving.

[[Image:PriusBatteryCurrentPlot.gif|thumb||right|Plot of battery current, 30 s average]]

[[Image:PriusBatteryCurrentHistogram.gif|thumb||right|Histogram of battery current]]

===Battery head dissipation===

The battery power dissipation (assuming an internal resistance of 0.5 Ohm) peaks at 4.5 kW!

During easy driving, the dissipation is on the order of 200 W, but is more like 2000 W during serious driving.

[[Image:PriusBatteryHeatPlot.gif|thumb||right|Plot of battery heat dissipation, 100 s average]]

[[Image:PriusBatteryHeatHistogram.gif|thumb||right|Histogram of battery heat dissipation]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts a message with some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The message ID is 529h, it has 7 data bytes, and it repeats at most every 1 s (if there's a change in data, it is sent right away, and then every 1 s thereafter). To be exact, it's slightly less that 1 s: it's 999.5 ms.

The typical message is: 28 00 00 84 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

File:PriusBatteryHeatHistogram.gif

2008-04-29T18:48:47Z

DavideAndrea: Histogram of Prius Battery heat dissipation

Histogram of Prius Battery heat dissipation

File:PriusBatteryHeatPlot.gif

2008-04-29T18:48:09Z

DavideAndrea: Plot of battery heat dissipation vs time

Plot of battery heat dissipation vs time

File:PriusBatteryCurrentHistogram.gif

2008-04-29T18:35:09Z

DavideAndrea: Histogram of Prius Battery Current

Histogram of Prius Battery Current

File:PriusBatteryCurrentPlot.gif

2008-04-29T18:33:05Z

DavideAndrea: Plot of Prius Battery Current over time

Plot of Prius Battery Current over time

Prius PHEV TechInfo

2008-04-19T21:37:31Z

DavideAndrea: /* Overriding the instrument cluster */ rep rate

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts a message with some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The message ID is 529h, it has 7 data bytes, and it repeats at most every 1 s (if there's a change in data, it is sent right away, and then every 1 s thereafter). To be exact, it's slightly less that 1 s: it's 999.5 ms.

The typical message is: 28 00 00 84 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-04-18T23:57:18Z

DavideAndrea: /* State Of Charge display */ Averaging is done by ECU

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (created inside the HEV ECU - the HEV ECU reacts immediately to changes in SOC, and the display reacts immediately to changes in CAN message 529h).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts message 529h,. This message contains some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The typical message is: 28 00 00 8C 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-04-18T23:45:40Z

DavideAndrea: /* Overriding the instrument cluster */ Created

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

===Overriding the instrument cluster===
There is a way of affecting the display of a few items in the Prius MFD through the CAN Bus, the SOC in particular.

The Hybrid ECU broadcasts message 529h,. This message contains some of the information that the instrument cluster (including the MFD) uses to display SOC and alarms.

The typical message is: 28 00 00 8C 00 00 00

{| class="wikitable"
|-
! Byte
! General effect
! Default
! Bits
! Function
! Effect
|-
|rowspan=4 |0
|rowspan=4 |-
|rowspan=4 |28h
| 7 (80h)
| Set for 1 s whenever data change
| none
|-
| 5 (20h)
| ?
| none
|-
| 3 (08h)
| ?
| If 0, displays "Problem"
|-
| All others
| ?
| none

|-
|rowspan=4 |1
|rowspan=4 |Screen doesn't change
|rowspan=4 |00h
| 2, 4 or 6 (04h, 10h or 40h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| 5 (20h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 3 (08h)
| Not in Park, and the driver side door is open
| Full screen: "Caution: Shift to the P position when parked. The batteries will not charge if the shift position is in Neutral (N)."
|-
| All others
| ?
| none

|-
|rowspan=3 |2
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 0 (01h)
| General problem
| Top strip: "Problem", 1 beep
|-
| 1 (02h):
| General problem with triangle
| Top strip: "Problem", 1 beep, red triangle
|-
| All others
| ?
| none

|-
|rowspan=4 |3
|rowspan=4 |Screen doesn't change
|rowspan=4 |8Ch
| 2:0 (00h to 07h)
| SOC bars
| number of bars on SOC display: 0 to 7 = 1 to 8 bars
|-
| 3 (08h)
| brake depressed
| none
|-
| 7 (80h)
| ? Always set
| no effect
|-
| All others
| ?
| none

|-
|rowspan=3 |4
|rowspan=3 |Switch to Energy Monitor screen
|rowspan=3 |00h
| 6 (40h)
| EV mode
| none
|-
| 7 (80h):
| EV denied
| 3 beeps
|-
| All others
| ?
| none

|-
|rowspan=3 |5
|rowspan=3 |Screen doesn't change
|rowspan=3 |00h
| 4 (10h)
| Parking brake problem
| Full screen: "There's a problem with the transmission 'P' lock mechanism. Park you car on a flat surface, and fully apply the parking brake."
|-
| 5, 6 or 7 (20h, 40h or 80h):
| EV denied
| Top strip: "Cannot change to EV mode now"
|-
| All others
| ?
| none

|-
|6
|none
|00h
| All
| ?
| none

|}

To override the display, you need to put on the CAN bus that message, in such way the instrument cluster sees your message instead of the original one from the Hybrid ECU. If not done right, the MFD will flicker rapidly between the display that the Prius wants to show, and the one you want to show.

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Highlander PHEV

2008-03-25T17:58:43Z

DavideAndrea: /* Tech info */ Added link

{{TOCright}}

== PHEV conversion ==

== Where Highlander PHEVs are ==
* None yet

== Tech info ==

[[Highlander_PHEV_TechInfo]]

== News ==
* [http://hybrids-plus.com/ht/newsletter/6.html 11/09/07 Hybrids Plus announces] that it will develop PHEV conversions for the Highlander next

[[Category:PHEV]]
[[Category:Highlander]]
[[Category:Hybrids-Plus]]

Highlander PHEV TechInfo

2008-03-25T17:56:12Z

DavideAndrea: Created

{{TOCright}}

Technical information on the [[Highlander_PHEV | Highlander Hybrid]] useful when designing a PHEV conversion.

Prius PHEV TechInfo

2008-02-04T02:00:50Z

DavideAndrea: /* PIDs */ Scangauge 2 set-up to read stock battery PIDs

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

====ScanGauge set-up====

This table shows how to set-up a [http://www.scangauge.com/ ScanGauge 2] with XGAUGE to report certain parameters of the stock battery using PIDs. A PHEV should at the very least implement these PIDs.

{| class="wikitable"
|-
! TXD
! RXF
! RXD
! MTH
! NAM
! Notes
|-
| 07E321CE
| 056186CE0000
| 3810
| 0001000AF333
| Abt
| Pack current [A]
|-
| 07E321CE
| 056186CE0000
| 3008
| 000A00020000
| %sc
| Pack State Of Charge [%]
|-
| 0033
| 0100023B0000
| 2010
| 000100010000
| Vbt
| Pack Voltage [V]
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-27T20:04:47Z

DavideAndrea: /* Battery ECU messages */

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-27T20:03:17Z

DavideAndrea: /* Battery ECU messages */ Clarified a little 1st 3 bytes of message 3C9h

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|colspan=2 |Y [[#14 | (14)]]
|Z [[#15 | (15)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
* 02 75 02 FA (Attila Vass)
* 02 99 03 1F (GEO car)
* 02 9A 03 21 (RG car)
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)
14) Reading (of what?) used only during calibration(?) at power up. 12 bits. Normally 3FFh. During calibration, about 1/2 scale (0180h).
Typical values:
* 03 FF 01 (RG car, GEO car)
* 03 FF 05 (GEO car)
* 01 87 21 (GEO car)
* 03 FF 21 (GEO car, RG car, A.V.)
* 00 08 25 (RG car) at power-up
* 01 1D 25 (RG car) at power-up
* 01 1E 25 (RG car) at power-up
* 01 2A 25 (GEO car)
* 01 2B 25 (GEO car)
* 01 2C 25 (GEO car)
* 01 72 25 (GEO car)
* 01 D1 25 (GEO car)
* 01 D2 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (GEO car)
* 03 FF 25 (RG car)
* 01 7D 27 (RG car) when engine first comes on
* 01 84 27 (RG car) when engine first comes on
* 01 D4 27 (GEO car)
* 03 FF 29 (GEO car)
15) Probably flags. Related to the calibration bytes above.
Typical sequence of values:
* Power-up: 25h (0101b)
* After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are something other than 3FFh.
* Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
* Power down: 01h
Other values seen: 05, 29

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-23T20:09:06Z

DavideAndrea: /* PIDs */ tweaks

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
* The first 2 bytes change simultaneously. May be part of some calibration
* The 3rd byte is probably flags.
** Power-up: 25h (0101b)
** After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are about 0180h, +/- 004h
** Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
** Power down: 01h
Typical values:
D'de
* 01 2A 25 02 99 03 1F (GEO car)
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 9A 03 21 (RG car)
* 03 FF 01 02 9A 03 21
* 03 FF 25 02 9A 03 21
* 01 1D 25 02 9A 03 21 at power-up
* 01 1E 25 02 9A 03 21 at power-up
* 00 08 25 02 9A 03 21 at power-up
* 01 7D 27 02 9A 03 21 when engine first comes on
* 01 84 27 02 9A 03 21 when engine first comes on

A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-bgcolor=#777777
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-bgcolor=#777777
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-bgcolor=#777777
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-bgcolor=#777777
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 61
| -
| ?
| 07E3h
| 8
| 03 21 61 xx xx xx xx xx
| 07EBh
| 8
| 06 61 aa bb cc dd 13 ee
| aa = 00 (?), bb = 98 (?), cc = 18 (?), dd = 80 (?), ee = 13 (?),
|-bgcolor=#777777
| 62
| -
| ?
| 07E3h
| 8
| 02 21 62 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 62 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6D
| -
| ?
| 07E3h
| 8
| 02 21 6D xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6D ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 6E
| -
| ?
| 07E3h
| 8
| 02 21 6E xx xx xx xx xx
| 07EBh
| 8
| ?? 61 6E ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-bgcolor=#777777
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h, 85h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh, 86h (?), bb = 07h,7Ch/89h/96h/A4/B0/BD/C9/D6 (some temperature?) , cc = 80h (?), dd= C6h & C7h normally, C2h at power down, BF & BE at power-up (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-bgcolor=#777777
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-bgcolor=#777777
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-bgcolor=#777777
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-23T20:08:45Z

DavideAndrea: /* Battery ECU messages */ More info on message 3C9

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
* The first 2 bytes change simultaneously. May be part of some calibration
* The 3rd byte is probably flags.
** Power-up: 25h (0101b)
** After engine comes on, after a few seconds: 27h (0111b), during which time the 1st 2 bytes are about 0180h, +/- 004h
** Engine still running, after a few seconds: 21h (0001b), and 1st 2 bytes go back to 3FFh
** Power down: 01h
Typical values:
D'de
* 01 2A 25 02 99 03 1F (GEO car)
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 9A 03 21 (RG car)
* 03 FF 01 02 9A 03 21
* 03 FF 25 02 9A 03 21
* 01 1D 25 02 9A 03 21 at power-up
* 01 1E 25 02 9A 03 21 at power-up
* 00 08 25 02 9A 03 21 at power-up
* 01 7D 27 02 9A 03 21 when engine first comes on
* 01 84 27 02 9A 03 21 when engine first comes on

A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| C1
| -
| ?
| 07E3h
| 8
| 02 21 C1 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C1 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| C2
| -
| ?
| 07E3h
| 8
| 02 21 C2 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C2 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| -
| ?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE aa bb cc dd
| aa = 5Ah (?), bb = 80h (?), cc = 08h (?), dd = 85h (?)
|-
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-23T17:50:43Z

DavideAndrea: /* PIDs */ Found a few more

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| 03 61 04 aa xx xx xx xx
| aa = 00h (?)
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| C1
| -
| ?
| 07E3h
| 8
| 02 21 C1 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C1 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| C2
| -
| ?
| 07E3h
| 8
| 02 21 C2 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C2 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| -
| ?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE aa bb cc dd
| aa = 5Ah (?), bb = 80h (?), cc = 08h (?), dd = 85h (?)
|-
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T22:55:10Z

DavideAndrea: /* PIDs */ PID column

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=3| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! PID
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-
| 00
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| 01
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| 04
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 04 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| 05
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| 0C
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 0D
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| 11
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| 1C
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| 1F
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| 20
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| 21
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| 30
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| 31
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| 40
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| 41
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| 42
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| 4D
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| 4E
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| 60
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| C1
| -
| ?
| 07E3h
| 8
| 02 21 C1 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C1 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| C2
| -
| ?
| 07E3h
| 8
| 02 21 C2 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C2 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| -
| ?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CE ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| 80
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| A0
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| C0
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-
| CD
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| CE
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| CF
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| D0
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| E0
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| E1
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| E2
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| E3
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| E4
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T22:49:38Z

DavideAndrea: /* PIDs */ Bit map

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data (1)
! ID
! Len
! Data
! Units / notes
|-
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 04 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| -
| PID map
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| -
| PID map
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| ?
| 07E3h
| 8
| 02 21 C1 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C1 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 C2 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C2 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CE ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) xx = don't care
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

====PID maps====
The entire range of 256 possible PIDs is divided in 8 blocks of 20h PIDs. The data in the first PID of each block is a bitmap of the PIDs implemented in that block. Convert the data to binary, convert each '1' to its weight, add 1 and add the base address of that block. That will give you the corresponding PID. The last bit of the last data byte is set, which converts to +20h, to point to the next data block (except for the very last block).

For example, for block 40h (02 21 40 xx xx xx xx xx) :
* The response is 06 61 40 C0 0C 00 01 00, and therefore the data bytes are C0 0C 00 01
We convert C0 0C 00 01 to binary: 1100 0000 0000 1100 0000 0000 0000 0001

high nibble 0000 0000 0000 0000 1111 1111 1111 1111
low nibble 0123 4567 89AB CDEF 0123 4567 89AB CDEF
C00C0001 = 1100 0000 0000 1100 0000 0000 0000 0001

Now we get the weight of each '1':

0000 0000 0000 0000 1111 1111 1111 1111 high nibble of weight
0123 4567 89AB CDEF 0123 4567 89AB CDEF low nibble of weight
1100 0000 0000 1100 0001 0000 0000 0000 -> 00, 01, 0C, 0D, 1F

Now we convert those to PIDs:

00 + 1 + 40 = 41
01 + 1 + 40 = 42
0C + 1 + 40 = 4D
0D + 1 + 40 = 4E
1F + 1 + 40 = 60

So, the PIDs in this block are: 41h, 42h, 4Dh and 4Eh. The next PID map is at 60h

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T22:26:12Z

DavideAndrea: /* PIDs */ In progress...

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data
! ID
! Len
! Data
! Units / notes
|-
| -
| PID map
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 98 18 80 13 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| -
| ?
| 07E3h
| 8
| 02 21 04 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 04 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| -
| PID map
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 80 01 80 01 00
| Specifies which PIDs exist in this block
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| PID map
| ?,?,?,?
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| PID map
| ?,?,?,?
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 C0 0C 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| ?
| 07E3h
| 8
| 02 21 C1 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C1 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 C2 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 C2 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CE ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| PID map
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| PID map
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 00 00 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| PID map
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 00 07 00 01 00
| Specifies which PIDs exist in this block
|-
| -
| ?
| 07E3h
| 8
| 02 21 CD xx xx xx xx xx
| 07EBh
| 8
| ?? 61 CD ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| -
| PID map
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 C0 00 00 00 00
| Specifies which PIDs exist in this block
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 E3 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E3 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|-
| -
| ?
| 07E3h
| 8
| 02 21 E4 xx xx xx xx xx
| 07EBh
| 8
| ?? 61 E4 ?? ?? ?? ?? ??
| Should exist based on PID map, but not seen
|}

Notes:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T19:50:06Z

DavideAndrea: /* PIDs */ In progress...

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data
! ID
! Len
! Data
! Units
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 aa bb cc dd 00
| aa = 98h (?), bb = 18h (?), cc = 80h (?), dd = 13h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?) A. Vass: MIL STATUS
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 aa bb cc dd 00
| aa = 80h (?), bb = 01h (?), cc = 80h (?), dd = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?) A. Vass: Drive Mileage
|-
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 aa bb cc dd 00
| aa = C0h (?), bb = 0Ch (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 aa bb cc dd 00
| aa = C0h (?), bb = 0Ch (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 aa bb cc dd 00
| aa = 00h (?), bb = 07h (?), cc = 00h (?), dd = 01h (?)
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?) A. Vass: Delta SOC, Batt temperatures
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?) A. Vass: Battery module voltages and internal resistance calcs
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 aa bb cc dd 00
| aa = C0h (?), bb = 00h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| 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)
|}

Notes:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T19:36:41Z

DavideAndrea: /* PIDs */ In progress...

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data
! ID
! Len
! Data
! Units
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 00 xx xx xx xx xx
| 07EBh
| 8
| 06 61 00 aa bb cc dd 00
| aa = 98h (?), bb = 18h (?), cc = 80h (?), dd = 13h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 01 xx xx xx xx xx
| 07EBh
| 8
| 06 61 01 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 05 xx xx xx xx xx
| 07EBh
| 8
| 03 61 05 aa 00 00 00 00
| aa = 76h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 0C xx xx xx xx xx
| 07EBh
| 8
| 04 61 0C aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 0D xx xx xx xx xx
| 07EBh
| 8
| 03 61 0D aa 00 00 00 00
| aa = 00h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 11 xx xx xx xx xx
| 07EBh
| 8
| 03 61 11 aa 00 00 00 00
| aa = 23h (1Eh to 28h, varies w/RPM?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 1C xx xx xx xx xx
| 07EBh
| 8
| 03 61 1C aa 00 00 00 00
| aa = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 1F xx xx xx xx xx
| 07EBh
| 8
| 04 61 1F tt tt 00 00 00
| tttt = total time engine has been on since power-up [s]
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 20 xx xx xx xx xx
| 07EBh
| 8
| 06 61 20 aa bb cc dd 00
| aa = 80h (?), bb = 01h (?), cc = 80h (?), dd = 01h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 21 xx xx xx xx xx
| 07EBh
| 8
| 04 61 21 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -
| ?
| 07E3h
| 8
| 02 21 30 xx xx xx xx xx
| 07EBh
| 8
| 03 61 30 aa 00 00 00 00
| aa = 07h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 31 xx xx xx xx xx
| 07EBh
| 8
| 04 61 31 aa bb 00 00 00
| aa = 00h (?), bb = 20h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 40 xx xx xx xx xx
| 07EBh
| 8
| 06 61 40 aa bb cc dd 00
| aa = C0h (?), bb = 0Ch (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 41 xx xx xx xx xx
| 07EBh
| 8
| 06 61 41 aa bb cc dd 00
| aa = 00h (?), bb = 04h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 42 xx xx xx xx xx
| 07EBh
| 8
| 04 61 42 aa bb 00 00 00
| aa = 37h (?), bb = 1Eh (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4D xx xx xx xx xx
| 07EBh
| 8
| 04 61 4D aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-
| ?,?
| 07E3h
| 8
| 02 21 4E xx xx xx xx xx
| 07EBh
| 8
| 04 61 4E aa bb 00 00 00
| aa = 00h (?), bb = FBh, FCh (temperature?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 60 xx xx xx xx xx
| 07EBh
| 8
| 06 61 60 aa bb cc dd 00
| aa = C0h (?), bb = 0Ch (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 aa bb cc dd 00
| aa = 00h (?), bb = 07h (?), cc = 00h (?), dd = 01h (?)
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 aa bb cc dd 00
| aa = C0h (?), bb = 00h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| 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)
|}

Notes:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T19:00:35Z

DavideAndrea: /* PIDs */ In progress...

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
\|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data
! ID
! Len
! Data
! Units
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 80 xx xx xx xx xx
| 07EBh
| 8
| 06 61 80 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 A0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 A0 aa bb cc dd 00
| aa = 00h (?), bb = 00h (?), cc = 00h (?), dd = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 C0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 C0 aa bb cc dd 00
| aa = 00h (?), bb = 07h (?), cc = 00h (?), dd = 01h (?)
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE ss cc cc zz
| ss = SOC [0.5%], cccc = current [10 mA + 8000h] >8000h out of battery, zz = 86h (?)
|-
| SOC,-,-
| SOC, Current,?
| 07E3h
| 8
| 02 21 CF xx xx xx xx xx
| 07EBh
| 8
| 10 12 61 CF aa bb cc dd
| aa = 7Fh (?), 84 = 07h (?), 80 = 00h (?), C6 = 01h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 D0 xx xx xx xx xx
| 07EBh
| 8
| 10 1F 61 D0 aa bb cc dd
| aa = 0Eh (?), bb = 00h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E0 xx xx xx xx xx
| 07EBh
| 8
| 06 61 E0 aa bb cc dd 00
| aa = C0h (?), bb = 00h (?), cc = 00h (?), dd = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E1 xx xx xx xx xx
| 07EBh
| 8
| 04 61 E1 aa bb 00 00 00
| aa = 00h (?), bb = 00h (?)
|-
| -,-,-,-
| ?,?,?,?
| 07E3h
| 8
| 02 21 E2 xx xx xx xx xx
| 07EBh
| 8
| 07 61 E2 aa bb cc dd ee
| aa = F2h (?), bb = B2h (?), cc = 99h (?), dd = F3h (?), dd = 40h (?)
|-
| 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)
|}

Notes:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]

Prius PHEV TechInfo

2008-01-17T17:38:08Z

DavideAndrea: /* PIDs */ In progress...

{{Prius PHEV Options Summary}}{{TOCright}}

Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.

==Generations==

===Original generation===
This is the original 4-door sedan:
*1997 Japan only release, chassis NHW10 (Gen 1, referred to as Mk1 in Australia and the UK, where it has occasionally been privately imported)
*2000 worldwide release, chassis NHW11 (Almost always called Gen 1 in North America, sometimes Gen 2)

===Present generation===
This is the 5-door hatchback, often called Gen 2, sometimes called Gen 3:
*2003 release in selected countries (as model year 2004), chassis NHW20.

==Traction battery==

===Specs===
* Mass: 83 lb (37.5 kg)
* Dimensions: 33 x 15 x 7.5"
* Nominal Voltage: 201.6 V
* Nominal Capacity : 6.5Ah
* Module weight: 1040 g
* Module Form Factor: Prismatic
* No of Modules: 28
* Total no of Cells: 168
* Module specs: http://www.peve.jp/e/hevjyusi.html

===Functions===

The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
* It calculates the battery's [[SOC]] by integrating the current ("Coulomb counting"). This value is corrected for [[State Of Charge Drift]], self-discharge when the vehicle is not running, etc, by skewing the SOC upward when the open circuit battery voltage surpasses approx. 242V, and, presumably, by skewing it downward when the open circuit voltage is below an as-yet-unmeasured value.
* It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
* It controls its cooling fan (variable speed).
* It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
* It protects the battery by limiting its current (even down to 0), if the SOC or temperature are at their limits, or the dynamic resistance is too high, or if it detects a fault.
* It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
** Voltage
** Current (positive for discharge, negative for charge)
** Minimum & maximum temperature
** Maximum current it's able to provide (Discharge Current Limit, or DCL)
** Maximum current it's able to accept (Charge Current Limit, or CCL)
** State Of Charge (SOC)
** Any fault codes (DTCs)

===Battery voltage===
[[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
[[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]]

If you replace the stock battery, you need to know its voltage, because that's what the vehicle expects. If you add a pack to the stock battery, you need to know its voltage, in order to connect the two together, somehow.

The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V

The pack voltage depends on SOC, temperature and current.
* The voltage depends on State of Charge and on temperature. It is affected by cold, but not much by heat; so, for temperatures abiove 20 C, use the 20 C curve.
* The voltage depends on State of Charge and on discharge current. The voltage is not affected by low currents; so, for current below 1.3 A, use the 1.3 A curve.
* The maximum charge voltage is 1.8 V / cell.

{|align="left" border="1"
| colspan=4 | Therefore, roughly, the estimate pack voltage range is:
|-
||
||Max brake
||No current
||Max drive
|-
||>=20 C, 0% DOD
||302 V
||237 V
||168 V
|-
||-10 C, 80 % DOD
||302 V
||160 V
||126 V
|}

{|align="right" border="1"
| colspan=3 | So, the estimated overall voltage range is:
|-
||Min
||Nom
||Max
|-
||126 V
||202 V
||302 V
|}

{{Clear}}

Though, [http://www.hybridinterfaces.ca/ Hybrid Interfaces] reports a range of 165 to 270V, while Toyota specifies a normal range of 150 to 300 V (in READY mode) (Ref: "\Repair Manual\04priusf\05\21bpm\cidlitac.pdf"). However, Toyota's "normal" ranges, as reported in their repair manuals, are often misleading; either they are too generous, or the conditions under which they can be expected are not clearly stated.

See also [[Toyota Prius Battery Specs]]

===AC components in battery voltage===

When the system relays are off, the battery floats with respect to the car chassis.

When the system relays are engaged, there is a common AC voltage between the battery terminals and the chassis. Its frequency is 5 KHz. When the engine is charging, its amplitude is 90 Vpp and its shape is a square wave. In EV drive, its amplitude is 100 Vpp and its shape is a combination of 2 square waves, each at 5 KHz, but not synchronized, so that one drifts with respect to the other one. The differential mode voltage is 200 Vdc (or course) plus noise spikes at the edges of the common mode wave, on the order of 10 Vpp.

A PHEV conversion must deal with this significant common noise.

===Reconnecting traction battery===
* While working on the High Voltage section, ensure that the READY light is off and then remove the orange Service Plug on left end of the battery pack
* If you attempt to turn on the car while the orange Service Plug is removed, or the Battery ECU is disconnected, the Prius will generate a fault code (DTC) and light-up the /!\ ''(Red Exclamation in a Triangle)'' symbol on the dashboard, and show a car with an Exclamation point in it on the Multi-Function Display ([[MFD]]).
* To end the fault display
** Turn off the car (READY light OFF)
** Reconnect whatever is disconnected
** Turn on the car
** Drive
** Turn off the car
* Now the DTC is still stored, but at least there is no fault display on the dashboard.

===Cabling to traction battery===
[[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
The harness to the traction battery has 3 tails, each with a connector
* To Battery ECU - power, communication, fan control
* To the orange Service Plug - to detect if the Service Plug is fully plugged-in
* To the System Relays - to drive the relays that connect the traction battery to the inverter

[[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
'''Battery ECU (electronic Control Unit)''' 
Pinout:
* POWER
** Gnd - to chassis
** AM - 12 V, always on, for memory retention
** IGCT - 12 V when the car is in the "READY" mode
** IG - 12 V when ignition is on
* COMMUNICATIONS
** CANH - CAN bus High
** CANL - CAN bus Low
* BLOWER
** VM - monitors fan voltage, 2 to 12 V
** SI - variable duty cycle (PWM) square wave to control fan speed
** FCTL1 - drives the relay which in turn powers the fan

'''Service Plug disconnect/connect sensor.''' 
A simple reed switch, which is integrated into the 2004-up Prius service plug, is opened during the service plug removal sequence, just BEFORE the service plug opens the battery circuit. Upon re-installation, the switch is closed (shorted) just AFTER the service plug completes the circuit. Two pins connect the reed switch to the battery ECU. The purpose of this switch is to tell the battery ECU that the service plug is being removed, so that the system main relays can be opened prior to disconnecting the battery in the event that the service plug is inadvertently being removed while the system is in READY mode. Toyota warns that the HV ECU can be damaged if the power switch is engaged with the service plug disconnected.

NOTE: If the service plug in not firmly pushed down after insertion, the switch will not close, the system will not ready up, and a DTC will be set. This is a common oversight.

The service plug disconnect/connect sensor is a failsafe that prevents arcing at the service plug. It is not present on the service plug used in 1997-2003 Prius vehicles, but is integrated into the receptacle for the plug.

'''System Relays''' 
Four pins:
* Common
* System relay K1 (precharge resistor)
* System relay K2 (traction pack +, bypassing precharge resistor)
* System relay K3 (traction pack -)

=== System Relays ===

Toyota refers to this assembly as an SMR (System Main Relay). In truth, there are three separate System Main Relays, housed in the drivers' side end of the battery pack enclosure:
* a precharge relay in series with a precharge resistor
* 2 contactors, one on the positive circuit and one on the negative circuit.

The system relays (contactors) are turned on in this sequence:

[[Image:PriusContactorSequence.gif]]

At power up:
* The precharge relay is turned on first by itself (which results in no current, because there is no return path), and then turned off. This function checks for a stuck relay on the negative side. If that relay was stuck, current would be present. The HV ECU would then record a DTC before shutting itself down. The DTC would have to be cleared and the problem corrected before the vehicle will re-enter READY status.
* After a pause, the precharge relay and the negative contactors are turned on, to precharge the electronics in the vehicle slowly, through the system resistor.
* Then the positive contactor is turned on, to complete a direct path between the battery and the vehicle electronics.
* Then the precharge relay is turned off.

At power down:
* The positive contactor is turned off, removing power to the vehicle electronics. This is the only time when arcing may occur. Arcing on its contacts will affect its lifetime.
* Then the negative contactor is turned off.

There is a hump in the waveforms, as the voltage goes from 10 V to 12 V. This is probably due to the DC-DC converter (from the traction battery voltage to the 12 V battery) being on.

==CAN bus==
If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.

* [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
* [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]

The battery ECU is the last device on the CAN bus, and thus has one of the 2 termination resistors. The termination resistor in the stock ECU is 120 ohm split-termination (meaning there are 2 60 ohm resistors in series, with a small capacitor from the middle of the 2 resistors to ground.) Toyota also uses a common mode choke on the CAN bus for filtering.

===CAN Tools===
* [[CAN-View]] - uses the vehicle's MFD (Multi Function Display). V1, V2, and V3 are only compatible with the 2004 and 2005 Prius. A new V4 will be compatible with the 2006+ Prius and perhaps other hybrid models.

* 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:
** [http://www.peak-system.com/db/gb/pcanusb_gb.html Peak's PCAN-USB] also sold as the [http://www.c-a-n.com/canusb.html?source=goog&kw=can+usb&gclid=CJLw2ZGH-IUCFQmMCwodIHRbtw 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.
*** The PCAN-View software comes free with this product. In theory, it can filter a range of message IDs. In reality, that doesn't work so well if you're filtering more than one ID. However, you can run multiple instances of PCAN-View, each using a different filter, one for each message that interests you.
*** They charge extra for a logger. You can use a free logger instead:
**** [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass' My CAN Project]
**** [http://hybrids-plus.com/pmwiki/index.php?n=Ext.Downloads Hybrids Plus' CANUSB logger]
** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
** [http://www.can232.com/ CAN232] is a CAN to RS232 device used by [http://www.vassfamily.net/ToyotaPrius/CAN/cindex.html Attila Vass] with his early [[Prius PHEV User Interfaces#My CAN Project|My CAN Project]].
*** Communications with CAN232 via a terminal application:
**** send "V" command. You'll see "V1220" version info received.
**** send "N" command. You'll see "NB743" serial number.
**** send "X1" command to enable AutoPoll function.
**** send "S6" command to set 500 kbps CAN speed.
**** send "O" command to open the CAN port. You'll see a lot of CAN messages.
** The '''CAN-View''' should not be confused with this [http://www.rmcan.com/index.php?id=61&L=1 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:
** [http://www.c-a-n.com/gc-can-cab-odb2.html 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.
** CANH - black wire
** CANL - white wire
** GND - chassis

===CAN bus protocol===

* The CAN bus is active only when the vehicle is in READY mode, and for a few seconds after the end of the READY mode.
* 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

===All CAN messages===

[http://www.vassfamily.net/ Attila Vass] prepared a list of all [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls CAN codes] (xls).

===Battery ECU messages===
The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.

It appears that broadcasting those messages is all the Battery ECU is expected to do. It appears that this ECU only needs to talk, and doesn't need to listen. That is, it doesn't appear that it is expected to do anything about any messages that are placed on the bus by other devices.

The battery ECU is able to protect itself by stating the maximum current it may accept or may provide. It may also protect itself by generating a Fault Code (DTC). In either case, the battery module is at the mercy of the rest of the vehicle to respect those requests and not draw or source too much current.
Thanks to Jim Fell for coming up with the checksum algorithm first.

The following data were seen in a 2006 Prius.

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

{| cellspacing=0 cellpadding=3 border=1
|-
|'''ID (hex)'''
|'''Period [ms] [[#1 | (1)]]'''
|'''No of data bytes'''
|'''byte 0'''
|'''byte 1'''
|'''byte 2'''
|'''byte 3'''
|'''byte 4'''
|'''byte 5'''
|'''byte 6'''
|'''byte 7'''

|-
|03Bh
|8
|5
|colspan=2 | Current [[#2 | (2)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|3C9h
|100
|8
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|X [[#12 | (12)]]
|ChkSum[[#4 | (4)]]

|-
|3CBh
|100
|7
|CDL [[#5 | (5)]]
|CCL [[#6 | (6)]]
|?SOC? [[#11 | (11)]]
|SOC [[#7 | (7)]]
|temp1 [[#8 | (8)]]
|temp2 [[#9 | (9)]]
|ChkSum[[#4 | (4)]]
| bgcolor="gray" |

|-
|3CDh
|100
|5
|colspan=2 |fault code [[#10 | (10)]]
|colspan=2 | Voltage [[#3 | (3)]]
|ChkSum[[#4 | (4)]]
|colspan=3 bgcolor="gray"|

|-
|4D1h
|1060
|8
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]
|X [[#13 | (13)]]

|}

Notes:
*h = hex value; d = decimal value; b = binary value;
* A.V.: Attila Vaas ([http://www.vassfamily.net/ Attila Vass]) believes...; D'de: Davide ([[Hybrids-Plus]]) believes...
 
1) How often this message is repeated
 
2) Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
* 0F80h = -128d = charging at 12.8 Amps
* 0000h = 0d= no pack current
* 0080h = 128d = discharging at 12.8 Amps
3) Pack voltage: 16-bit, unsigned [V], 0 to 510 V. Note that 2 different messages have this data, though the 2 values can be off by 1 LSB. Examples:
* 00DCh = 220d = 220 Volts
* 0100h = 256d = 256 Volts
4) CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
Calculated as follows:
# Add the message ID (low byte plus high byte), the individual data bytes (other than the check-sum itself) and the number of data bytes
# Take the mod 256 of that (that is, drop the high byte)
5) Maximum discharging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CDL (Current Discharge Limit). From that and the pack voltage, the maximum dicharging power (WOUT) is calculated and reported in the Diagnostics Tool (Typically <= 21 kW). The battery reduces this value at cold temperatures (at around 5 C it is down to around 60A) and low SOC. Range seen: 46 to 105 Example:
* 69h = 105d = 105 Amps -> 21 kW @ 200 V
6) Maximum charging current that the pack can handle: 8-bit unsigned, [A]. A.k.a.: CCL (Current Charge Limit). From that and the pack voltage, the maximum charging power (WIN) is calculated and reported in the Diagnostics Tool (Typically <= 25 kW). The battery reduces this value at high SOC. Example:
* 7Ah = 122d = 122 Amps -> 24.4 kW @ 200 V. Range seen: 0 to 125 A, normally 115 A.
7) State of Charge: 8-bit, unsigned [0.5%]. Examples:
* 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
* 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
* B4h = 180d = 90 % full
8) A.V.: Lowest temperature reading of any sensor. 
D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [?C] Example:
* 18h = 26d = 26 ?C
9) A.V.: Highest temperature reading of any sensor. 
D'de: Temperature of the air intake. 8-bit signed, [?C]. Reads the same or *lower* than Temp 1, by 0 to 5 ?C. Example:
* FEh = -2d = -2 ?C
10) Fault Code (DTC = Diagnostic Trouble Code): 16-bit. The 2 Most Significant bits are the type of code (see below). The other 14 bits are the code. See table below for Fault codes. Examples:
* 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
* 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
* C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
11) Delta in State of Charge: 8-bit, unsigned [0.5%]. Difference between SOC of most charged block and SOC of least charged block. This is just a guess. Examples:
* 00h = 0d = 0 % = all block are equally charged
* 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
12) Unknown data. (A.V.: related to release date ?)
Typical values:
D'de
* 01 2A 25 02 99 03 1F
* 01 2B 25 02 99 03 1F
* 01 2C 25 02 99 03 1F
* 01 72 25 02 99 03 1F
* 01 87 21 02 99 03 1F
* 01 D1 25 02 99 03 1F
* 01 D2 25 02 99 03 1F
* 01 D4 27 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 21 02 99 03 1F
* 03 FF 05 02 99 03 1F
* 03 FF 25 02 99 03 1F
* 03 FF 01 02 99 03 1F
* 03 FF 29 02 99 03 1F
* 03 FF 25 02 99 03 1F
A.V.:
* 03 FF 21 02 75 02 FA
13) Unknown, unchanging data. (A.V.: Batt -> HECU)
Typical values:
*11 00 01 02 00 00 00 00 (D'de)
*11 00 01 00 00 00 00 00 (A.V.)

It appears that the battery pack also sends the following data, though it's unclear in which messages:

{| cellspacing=0 cellpadding=3 border=1
|-
|VMF FAN VOLTAGE
|Battery blower motor voltage Min.: 0 V, Max.: 25.4 V
|Actuation condition of battery blower motor

|-
|COOLING FAN SPD
|Battery blower motor drive mode Min.: 0, Max.: 6
|Stopped: 0 Low to high speed actuation: 1 to 6

|-
|ECU CTRL MODE
|ECU control mode Min.: 0, Max.: 4
|Operating condition of HV battery

|-
|SBLW RQST
|Battery blower motor stop control request (standby blower)
|Presence of stop control request to battery

|-
|V1 to V14 BATT BLOCK
|Battery block voltage Min.: –327.68 V, Max.: 327.67 V
|Voltage variance among battery blocks

|}

=== Altering the SOC (SOC spoofing) ===

The OEM battery broadcasts a message on the CAN bus approximately every 100ms which includes the [[SOC]]. It has been discovered that the Prius's HV ECU listens to the last message received. Simply rebroadcasting that message immediately after it was originally sent with an altered value for the SOC (and altered checksum), causes the car to believe that the SOC is the altered value without intercepting the original message. This allows a conversion to spoof the SOC in a low cost and simple method which does not require altering the OEM battery's ECU or taps. The agent doing the rebroadcasting can be a computer with a device such as CANUSB or a small embedded system with a CAN interface.

Any system which uses SOC spoofing must be careful not to over discharge or overcharge the OEM battery.

=== CCL and CDL ===

The battery reports Charge and Discharge Current Limits depending on the SOC and the temperature.
Based on very rough data, these graphs show their relationship.
* Note that the Discharge limit remains high even if the SOC is very low.
* The data were taken at a SOC range from 27 to 78 %, and a temperature range from 42 to 56 °C
* The data were taken just at the upper end of the temperatures. We still need data for the colder temperatures.

[[Image:Prius_CCL_graph.gif]]

Current Charge Limit (CCL) [A] versus SOC [%] at various temperatures [°C]

[[Image:Prius_CDL_graph.gif]]

Current Discharge Limit (CDL) [A] versus temperature [°C]

===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 3CDh
*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.

When a Prius sets a DTC, it also sets a proprietary three-digit diagnostic code that sometimes gives a bit more information. This is typically accessed with a factory scanner.

===HV Battery Diagnostic Trouble Codes (DTCs)===

The battery ECU may generate the following Fault Codes (DTCs = Diagnostic Trouble Codes).

{| cellspacing=0 cellpadding=3 border=1
|-
|'''Code (hex)'''
|'''Cause'''
|'''Note'''

|-
|P0560
|There's no voltage at the "AM" contact of the battery ECU (it should be 12 V at all times)
|(1)

|-
|P0A1F
|Battery ECU is bad (many possible symptoms)
|(2)

|-
|P0A7F
|One of the blocks in the battery pack has deteriorated: its dynamic resistance is too high
|(1)

|-
|P0A80
|The difference in voltage between 2 of the blocks in the battery pack is too high
|(1)

|-
|P0A81 P0A82 P0A85
|The fan cooling the battery pack has problems (motor voltage or expected battery temperature)
|(1)

|-
|P0A95
|Battery pack's fuse is blown (the Service Plug is still plugged in)
|(3)

|-
|P0A9B
|One of the temperature sensors in the battery pack is opened or shorted
|(1)

|-
|P0AAC
|The temperature sensors in the air intake is opened or shorted
|(1)

|-
|P30xx
|Battery block xx - 10 is weak
|(2)(4)

|-
|P3030
|One or more of the wires between the Battery ECU and the battery blocks is disconnected
|(1)

|-
|P3056
|There's a problem with the battery current sensor
|(1)

|}

Notes:
# Behavior: lets the vehicle go into the READY mode and drive normally
# Behavior: lets the vehicle go into the READY mode but limits driving to fail-safe mode
# Behavior: if the engine happened to be on at the time, the vehicle remains in the READY mode and continues driving with just the engine; if the engine happened to be off at the time, without a battery it can't be started, so the vehicle turns off the READY mode and stops
# There are 14 blocks in the battery pack (1 through 14); the last 2 digits of the code are the equal to the number of the bad block plus 10; so, if block 1 is bad, the code is P3011, if block 12 is bad, the code is P3022

===PIDs===

The battery responds to the following [http://en.wikipedia.org/wiki/OBD-II_PIDs PIDs].

{| class="wikitable"
|-
! colspan=2| Function
! colspan=3| REQUEST (e.g.: from ScanGauge)
! colspan=4| RESPONSE (from battery)
|-
! ScanGauge
! Name
! ID
! Len
! Data
! ID
! Len
! Data
! Units
|-
| SOC
| SOC
| 07E3h
| 8
| 02 21 CE xx xx xx xx xx
| 07EBh
| 8
| 10 21 61 CE xx xx xx xx
| xx xx xx xx = 73 80 88 86, 6F 80 8B 86 [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)
|}

Notes:
#) SOC [%] / 100 * 2^16; e.g.: FF FF = 100 %, 80 00 = 50 %, 00 00 = 0 %
#) Voltage [V] * 2^17 / 1000; e.g.: 99 98 = 300 V, B3 30 = 350 V
#) Voltage [V] * 2^15 / 1000; e.g.: 26 66 = 300 V, 2C CC = 350 V
#) Delta [50 mV]; e.g.: 00 = 0 V; 01 = 50 mV; 02 = 100 mV
#) 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
#) The 4 bytes are, in order: Max temperature, Min temperature, Avg temperature, ?? temperature
#) Limit [500 mA]; e.g.: 8A = 69 A

====Data bytes====
{| class="wikitable"
|-
! ...
! 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.
|}

==Causes for errors==
The Prius doesn't like the following:
* Actual battery voltage at 175 V or less (regardless of what you tell it the voltage is). Or, telling the car that the battery voltage is much higher than it really is (say, the battery is 170 V, but you tell it it's 200 V)
** A fault is generated, car dies
** Clear the faults, tell it the right voltage, and all will be fine
* Telling the car that the battery is at 80 % SOC or more
** Engine runs all the time, drawing current from the battery (about 9 A) to discharge it
* Resistance from HV- or HV+ to chassis ground less than around 10M

==MFD (Multi Function Display)==

===State Of Charge display===
In the Energy screen, the state of charge of the battery is shown with 8 bars. The following graph shows the relationship between the SOC reported by the battery ECU and the number of bars shown. There is a hysteresis of 2.5 % (usually), and filtering with a time constant of about 15 seconds (just on the display - the HEV ECU reacts immediately to changes in SOC).
:[[Image:StateOfChargeBars.gif]]
::''More SOC images available at [[Toyota Prius Battery Specs]].''

==12 V system==

===Current draw from 12 V battery===
When the 12 V battery is first connected, the car draws 1.5 A from it for about 30 seconds, then 0.62 A. That amount is enough to discharge the small 12 V battery in a matter of days.

===Charging the 12 V battery===
To charge a dead 12 V battery, without disconnecting it from the car, you can't use a trickle charger that provides just a few hundred milliamps. If you do, the car electronics will turn on, attempt to draw 1.5 A, swamping the trickle charger, and no current will get to the battery. Instead, you need a charger capable of more than 1.5 A (say, 2 A minimum), to handle the initial draw from the car electronics, and still have something left to charge the battery.

Alternatively, you can charge the 12 V battery by disconnecting it from the car.

===Resetting after reconnecting the 12 V battery===
After reconnecting the 12 V battery, you must calibrate the "Auto" function of the driver's window. If you don't do this, you can't open or close the window all the way with the Auto switch.
* Open window half-way
* Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more

==Limit to continuous EV operation==
The Prius relies on the engine running for distribution of lubricant oil on the gears of the CTV (Continuously Variable Transmission). As its stock EV-only operation is limited to at most a couple of miles, after which the engine must run, it ensures that lubrication happens on a regular basis. Which leads to concerns that in a plug-in converted Prius, the larger battery allows longer EV-only operation, without lubrication. Implying that therefore, a plug-in conversion must ensure that it causes the Prius to restart the engine every few miles, then return to EV operation.

However upon further examination it should be noted that in EV-only mode all motive torque is provided by MG2 and thus not transmitted through the CVT or ''PSD (Power Split Device)'' which might more accurately be referred to as a [http://groups.yahoo.com/group/Prius_Technical_Stuff/message/15705 TSD (Torque Split Device)]. There was a related thread implying that lubrication, while not actively circulated without the ICE running, is still present yet not as critical during EV-only mode. A number of converted PHEV Prius are operating in EV-only mode for extended distances of 10 to 30 or more miles without any adverse effects to the CVT, but we will be sure to update this section should that change in the future.

{{Disclaimer}}

[[Category:PHEV]]
[[Category:Prius]]
[[Category:Hybrids-Plus]]