PriusPlus-Theory - Revision history

Rjf: {{PriusPlus-Doc_Process|mw-collapsed}}{{TOCright}}

2020-06-14T12:05:37Z

Rjf: rm dup Category:Prius PHEV

2007-10-09T08:51:23Z

rm dup Category:Prius PHEV

Cewert: /* Theory Overview */ ways to get prius to use electricity

2007-09-23T14:05:45Z

Theory Overview: ways to get prius to use electricity

Rjf: Categories

2007-08-28T18:55:37Z

24.5.117.99: /* OEM Battery Fan Controls */

2007-08-13T07:54:05Z

OEM Battery Fan Controls

24.5.117.99: /* OEM Battery Fan Controls */

2007-08-13T07:51:05Z

OEM Battery Fan Controls

Cewert: /* The CAN-View */ removed invalid/old CAN-View settings (moved to discussion page)

2007-07-14T03:32:15Z

The CAN-View: removed invalid/old CAN-View settings (moved to discussion page)

Cewert: more cleanup

2007-07-14T03:30:32Z

more cleanup

Cewert: cleanup

2007-07-14T03:29:58Z

cleanup

Cewert: /* The PHEV Battery Pack */ wrote a very basic overview of how the system works

2007-07-14T02:54:44Z

The PHEV Battery Pack: wrote a very basic overview of how the system works

@@ Line 1: / Line 1: @@
-{{PriusPlus-Doc_Process}}
+{{PriusPlus-Doc_Process|mw-collapsed}}{{TOCright}}
 ==Theory Overview==
 '''Todo''' This needs to be polished, but its just a quick overview for someone looking to do a conversion of how the system functions.

@@ Line 123: / Line 123: @@
 [[Category:PHEV]]
 [[Category:Prius]]
 [[Category:PriusPlus]]
 [[Category:CalCars]]

← Older revision		Revision as of 14:05, 23 September 2007
Line 9:		Line 9:

	In the current revision of the system, CAN-View (a computer sitting on the CAN bus monitoring status) is responsible for controlling the contactors. See below for more information on specific relays on CAN-View. The output from the 6 CAN-View relays is fed into a logic statement (currently just relay 3 OR 5 OR 6) to determine when to parallel the two packs. Another relay (#4) is a special relay turned on when the system is enabled, and off when the system is disabled.		In the current revision of the system, CAN-View (a computer sitting on the CAN bus monitoring status) is responsible for controlling the contactors. See below for more information on specific relays on CAN-View. The output from the 6 CAN-View relays is fed into a logic statement (currently just relay 3 OR 5 OR 6) to determine when to parallel the two packs. Another relay (#4) is a special relay turned on when the system is enabled, and off when the system is disabled.
		+
		+	There are 4 known ways to get the Prius to use electricity in place of gas:
		+
		+	'''EV Mode''' (0-34mph)
		+	The Japanese version of the Prius has a button on the dash which allows the car to enter an all electric mode at speeds up to 34mph. The button is not present on the North American version, however the functionality is still present and can be enabled by tapping a wire in the dash and grounding it to enter EV mode. EV mode is available when a few criteria are met. While this mode may seem like the only option for good mileage, similar mileage can actually be obtained without using EV mode with a high SOC (see below)
		+
		+	'''Stealth''' (0-42mph)
		+	Stealth mode is when the car shuts off the gas engine while coasting. With a PHEV conversion, instead of being able to enter stealth for just a mile or two, you can instead stay in stealth mode much longer. Stealth will use the gas engine for acceleration (when it is most efficient) and then shut off the gas engine for coasting (when it is otherwise least efficient.) For really long trips, this is the most efficient place to use electricity.
		+
		+	'''ICEspin''' (42+ mph)
		+	ICEspin is difficult to enter, but will provide up to 3kW of electric drive at high speeds. It operates much like stealth, except the gas engine is still physically spinning, but the fuel injectors are off. Like stealth, a PHEV conversion allows significantly more range than the stock Prius.
		+
		+	'''ICErun + High SOC'''
		+	While the ICE is running, the Prius evaluates the OEM battery's reported state of charge (SOC). If the SOC is below about 60%, the Prius works to charge the battery from the ICE when the ICE is running. In a PHEV conversion, this is the opposite of what is desired (unless the PHEV battery is depleted.) If the SOC is higher than about 60%, it actually uses electricity to offset gasoline usage, (reason being that otherwise that electricity would just get wasted because regenerative braking would have nowhere to put the new power and burn it up in the brake pads.) For this reason, if the reported state of charge is either altered on the CAN bus or the OEM battery really has that much charge, the Prius will use up to about 30-40 amps (~6-8kW) to assist the gas engine. With a higher SOC, it is much easier to enter stealth and ICEspin as well. The ideal SOC, in terms of maximum electricity used, seems to be about 74%.

	==The PHEV Battery Pack==		==The PHEV Battery Pack==

← Older revision		Revision as of 18:55, 28 August 2007
Line 106:		Line 106:
	==References==		==References==
	<references/>		<references/>
		+
		+	[[Category:PHEV]]
		+	[[Category:Prius]]
		+	[[Category:Prius PHEV]]
		+	[[Category:PriusPlus]]
		+	[[Category:CalCars]]

@@ Line 92: / Line 92: @@
 The OEM controller connects the light green wire to the OEM fan to +14V when the OEM battery temperature reaches around 89-96 deg F.  This control leaves that connection in place but taps it and runs it to J8F pin 1.  Once the fan is so energized, proportional control is affected by varying the current to the violet line to the negative terminal of the OEM fan.  The voltage of this line is monitored, and a DTC (system error) is asserted if the fan has become an open circuit.  Control is effected by removing the violet line from the OEM fan and running it instead to J8F pin 3.  J8F pin 5 is then run to the OEM fan.  A diode (actually 3 in-line 3A diodes in parallel to handle 5A) between pin 3 and pin 5 allows the OEM control to operate the fan normally when the control board is unplugged (J8F plugs into J8M on the control board).
-The control board has a 2.2K resistor between pins 1 and 3 of J8, a controlled pullup from pin 1 to +14V, and a controlled pulldown from pin 5 to chassis ground.  When not in PHEV mode, the control board does nothing.  When in PHEV mode, pin 5 is always pulled down to ground.  This causes the fan to run at full bore whenever there is power on pin 1 (normally when the OEM battery temperature is above 89-96 deg F).  The 2.2K resistor provides just enough load to the OEM proportional control circuit that it doesn't think the fan is an open-circuit and declare a DTC (hybrid system error).  At the cost of some passenger compartment noise, this keeps the OEM battery temperature below 100 deg F instead of around 114 deg F, thereby keeping it cool enough for EV mode, which will not work when the OEM battery's temperature is above 104 deg F, to continue to be enabled.  It would no doubt be possible to proportionately control the fan to this lower temperature, too, but this system is not yet that sophisticated.
+The control board has a 2.2K resistor between pins 1 and 3 of J8, a controlled pullup from pin 1 to +14V, and a controlled pulldown from pin 5 to chassis ground.  When not in PHEV mode, the control board does nothing.  When in PHEV mode, pin 5 is always pulled down to ground.  This causes the fan to run at full bore whenever there is power on pin 1 (normally when the OEM battery temperature is above 89-96 deg F).  The 2.2K resistor provides just enough load to the OEM proportional control circuit that it doesn't think the fan is an open-circuit and declare a DTC (hybrid system error).  At the cost of some passenger compartment noise, this keeps the OEM battery temperature below 100 deg F instead of around 114 deg F, thereby keeping it cool enough for EV mode, which will not work when the OEM battery's temperature is above 104 deg F, to continue to be enabled.  The lower temperature also prevents significant temperature-related reductions in CCL.  It would no doubt be possible to proportionately control the fan to this lower temperature, too, but this system is not yet that sophisticated.
-The pullup on J8 pin 1 is to allow the PHEV system to force the OEM fan ON when desired and the OEM battery temperature is below 89-96 deg F.  A recommended use of this feature is to force the fan ON when the OEM battery temperature is so low that discharge current limit (DCL) is below 100A, thereby (sometimes severely) limiting EV mode current.  If the driver, as would be expected, is using the cabin heater, the fan can speed up the heating of the OEM battery by blowing cabin air over it, thereby enabling EV mode sooner than without forcing the fan ON.
+The pullup on J8 pin 1 is to allow the PHEV system to force the OEM fan ON when desired and the OEM battery temperature is below 89-96 deg F.  A recommended use of this feature is to force the fan ON when the OEM battery temperature is so low that discharge current limit (DCL) is below 100A, thereby (sometimes severely) limiting EV mode current.  If the driver, as would be expected, is using the cabin heater, the fan can speed up the heating of the OEM battery by blowing cabin air over it, thereby enabling EV mode and increasing DCL to useful values sooner than without forcing the fan ON.
 ==Electronics Tray==

@@ Line 70: / Line 70: @@
 Version 3 of [[CAN-View]] must be ordered with the PHEV relay board option to be used in this conversion.  Version 4 comes standard with the PHEV relays.  [[CAN-View]] has 6 relays.  Relays RL1 and RL4 are special relays which are try-EV mode and PHEV/orig.  RL4 is triggered by pressing "orig/PHEV" on the CAN-View screen.
-RL2, RL3, RL5 and RL6 are programmable.  The following are the parameters that Ron is currently using for the CAN-View relays:  (RL2 and RL3 are NOR'd together; the result is OR'd with RL5 OR RL6; the EV-only parameter is not used):
+RL2, RL3, RL5 and RL6 are programmable.
 ==EV Mode Button/Wire==

@@ Line 3: / Line 3: @@
 {{TOCright}}
 ----
 The main components are:
 # The PHEV battery pack

← Older revision		Revision as of 02:54, 14 July 2007
Line 20:		Line 20:
	# Control board		# Control board

		+
		+	==Overview==
		+	'''Todo''' This needs to be polished, but its just a quick overview for someone looking to do a conversion of how the system functions.
		+
		+	The fundamental basis of this conversion is the reported state of charge (SOC) of the stock NiMH battery in the Prius and keeping that reported state of charge where we want it to encourage the hybrid synergy drive (HSD) to use as much electric power as possible (at the right times) to offset gasoline usage. During different driving profiles, it is better to use electricity at different times. However, putting that aside for now, generally, to allow all EV driving, the SOC needs to be kept in a certain range (typically around 60-63%). When the reported SOC drops below the lower threshold, the PHEV battery and the OEM battery need to be paralleled. It has been found that EV mode can cause the OEM battery voltage to drop below 200 volts while accelerating. The algorithm for determining when to parallel the OEM battery and the PHEV battery needs to parallel the batteries when the voltage drops below 200 volts to make sure the car doesn't cancel EV mode because the OEM battery voltage is too low. To get the Prius to use electricity in highway driving, the reported SOC needs to be brought up to over 70% (typically 72-73%, however, never exceeding 80%.) The charge current limit (CCL or ACL in CAN-View) must be monitored to make sure the OEM battery is not being overcharged or overheated. The Prius will then enter a "get rid of charge any way possible" and be encouraged to use more electricity (up to about 6kW.) When the batteries are paralleled, it causes a voltage rise (because the PHEV pack is a higher nominal voltage than the stock battery). When the voltage hits a certain point, it causes a state of charge drift, which, once started, very rapidly increases the reported SOC.
		+
		+	In the current revision of the system, CAN-View (a computer sitting on the CAN bus monitoring status) is responsible for controlling the contactors. See below for more information on specific relays on CAN-View. The output from the 6 CAN-View relays is fed into a logic statement (currently just relay 3 OR 5 OR 6) to determine when to parallel the two packs. Another relay (#4) is a special relay turned on when the system is enabled, and off when the system is disabled.

	==The PHEV Battery Pack==		==The PHEV Battery Pack==