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| − | Technical information on the [[Toyota Prius|Prius]] useful when designing a [[Prius PHEV]] conversion.
| + | This is my Talk page, use the '''+''' link next to edit at the top of the page to start a new dialog. |
| | | | |
| − | ==Original generation== | + | == The "other" CANview == |
| − | This is the original 4-door sedan:
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| − | *1997 Japan only release, chassis NHW10 (Gen 1)
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| − | *2000 worldwide release, chassis NHW11 (Sometimes also called Gen 1, sometimes Gen 2)
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| | | | |
| − | ==Present generation== | + | Sorry, but could you explain why you removed the info on the "other" CANview product? |
| − | This is the 5-door hatchback, sometimes called Gen 2, sometimes called Gen 3:
| + | [[User:DavideAndrea|DavideAndrea]] 12:05, 16 June 2006 (CDT) |
| − | *2003 worldwide release, chassis NHW20.
| + | : I didn't remove it, I moved it and other not directly CAN-View items to the bottom of the page [http://www.eaa-phev.org/index.php?title=CAN-View&diff=2730&oldid=2524]. I also added the CAN232 as it sounds similar the the CANview product [http://www.eaa-phev.org/index.php?title=Prius_PHEV_User_Interfaces&diff=2729&oldid=1885]. --[[User:Rjf|Rjf]] 15:03, 16 June 2006 (CDT) |
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| | + | Ah. I didn't notice. Sorry, and thanks. --[[User:DavideAndrea|DavideAndrea]] 16:58, 16 June 2006 (CDT) |
| | | | |
| − | ===Traction battery=== | + | == Hybrids-Plus == |
| | + | Ryan, I created the page Hybrids-Plus. http://www.eaa-phev.org/index.php?title=Hybrids-Plus Would you mind coming up with some way of linking to it from the rest of the site? Thanks! --[[User:DavideAndrea|DavideAndrea]] 09:56, 27 June 2006 (CDT) |
| | | | |
| − | ====Functions====
| + | : I've added [[Hybrids-Plus]] to [[Template:Prius PHEV Options]] which is included at [[Prius PHEV]] & [[Plug-In Hybrids]], aswell as the main menu. --[[User:Rjf|Rjf]] 12:08, 27 June 2006 (CDT) |
| | | | |
| − | The traction battery includes a Battery ECU (Electronic Control Unit). As the Battery Management System (BMS), this unit does the following:
| + | :: Merci beaucoup! --[[User:DavideAndrea|DavideAndrea]] 12:30, 27 June 2006 (CDT) |
| − | * 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.
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| − | * It reads the pack temperature using 3 thermistors, and the air intake temperature with a 4th thermistor
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| − | * It controls its cooling fan (variable speed).
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| − | * It calculates the battery dynamic resistance (delta voltage over delta current). This resistance increases with battery aging.
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| − | * 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.
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| − | * It broadcasts to the rest of the vehicle, through the CAN bus, the following data:
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| − | ** Voltage
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| − | ** Current (positive for discharge, negative for charge)
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| − | ** Minimum & maximum temperature
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| − | ** Maximum current it's able to provide (Discharge Current Limit, or DCL)
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| − | ** Maximum current it's able to accept (Charge Current Limit, or CCL)
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| − | ** State Of Charge (SOC)
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| − | ** Any fault codes (DTCs)
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| | | | |
| − | ====Battery voltage==== | + | == Site structure suggestion == |
| − | [[Image:Prius-Pack_Voltage_vs_temperature.gif|thumb||right|Voltage vs State Of Charge at various temperatures]]
| + | > I would prefer we discuss major changes to the site structure and menu system before implementing them... |
| − | [[Image:Prius-Pack_Voltage_vs_Current.gif|thumb|right|Voltage vs State Of Charge at various discharge currents]] | + | : Yes, of course. |
| | + | :: Moved to [[User talk:DavideAndrea#Site structure suggestion]] |
| | | | |
| − | 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.
| + | == Prius PHEV TechInfo in Sidebar == |
| | | | |
| − | The nominal pack voltage is: 168 cells x 1.2 V = 201.6 V
| + | Thanks for putting a link in the sidebar for the Prius Tech Info page! --[[User:DavideAndrea|DavideAndrea]] 07:06, 4 July 2006 (CDT) |
| | | | |
| − | The pack voltage depends on SOC, temperature and current.
| + | :No problem, thanks for all your help arround the site, those pics are great. BTW, are you working directly with the [[Hybrids-Plus]] team? Be sure to let me know if I can help you guys with anything that hasn't made it to the website yet... ''see [[User talk:DavideAndrea#Prius PHEV TechInfo in Sidebar]]'' --[[User:Rjf|Rjf]] 12:36, 4 July 2006 (CDT) |
| − | * 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.
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| − | * 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.
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| − | * The maximum charge voltage is 1.8 V / cell.
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| | | | |
| − | {|align="left" border="1"
| + | ::Yes, I am working directly with the [[Hybrids-Plus]] team.You can see my name listed in the "Team members" section. Thanks for your offer of help! |
| − | | colspan=4 | Therefore, roughly, the estimate pack voltage range is:
| + | --[[User:DavideAndrea|DavideAndrea]] 15:56, 4 July 2006 (CDT) |
| − | |-
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| − | ||
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| − | ||Max brake
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| − | ||No current
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| − | ||Max drive
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| − | |-
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| − | ||>=20 C, 0% DOD
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| − | ||302 V
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| − | ||237 V
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| − | ||168 V
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| − | |-
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| − | ||-10 C, 80 % DOD | |
| − | ||302 V
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| − | ||160 V
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| − | ||126 V
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| − | |}
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| | | | |
| − | {|align="right" border="1"
| + | == You cleared my confusion (Lexus vs Prius batt vtg) == |
| − | | colspan=3 | So, the estimated overall voltage range is:
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| − | |-
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| − | ||Min
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| − | ||Nom
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| − | ||Max
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| − | |-
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| − | ||126 V
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| − | ||202 V
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| − | ||302 V
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| − | |}
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| | | | |
| − | {{Clear}}
| + | >Prius Pack Voltages? |
| | + | >I see some unusual pack voltages listed here... |
| | + | > ...perhaps you're refering to some other vehicle like the HH/RX400h? |
| | | | |
| − | 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").
| + | A) I am embarrassed for having made that mistake. Thanks for explaining the problem, and clearing up my confusion. |
| | | | |
| − | See also [[Toyota Prius Battery Specs]]
| + | B) Don't you love Wikis? In a regular website this would have gone unchallenged. Here I rely on your help to keep me straight! Much appreciated! |
| | | | |
| − | ====AC components in battery voltage====
| + | --[[User:DavideAndrea|DavideAndrea]] 15:54, 4 July 2006 (CDT) |
| | | | |
| − | When the system relays are off, the battery floats with respect to the car chassis.
| + | == Spammers? == |
| | | | |
| − | 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.
| + | Are we having a spam problem? |
| | + | Anything I can do? |
| | + | D'de --[[User:DavideAndrea|DavideAndrea]] 18:46, 26 July 2006 (CDT) |
| | | | |
| − | A PHEV conversion must deal with this significant common noise.
| + | : No more than usuail, I'm away on vacation so I'm not quite on top of it as I usually am. If you seen anything just revert it and I'll add it to the spam blacklist whenever I check in... --[[User:Rjf|Rjf]] 22:24, 26 July 2006 (CDT) |
| | | | |
| − | ====Reconnecting traction battery====
| + | ::I reverted a couple of entries and blocked their IPs. I am not clear if it's OK by you if I block them, or if you prefer if I just wait for you to block them. Have a nice vacation! --[[User:DavideAndrea|DavideAndrea]] 09:51, 27 July 2006 (CDT) |
| − | * 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
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| − | * 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]]).
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| − | * To end the fault display
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| − | ** Turn off the car (READY light OFF)
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| − | ** Reconnect whatever is disconnected
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| − | ** Turn on the car
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| − | ** Drive
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| − | ** Turn off the car
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| − | * Now the DTC is still stored, but at least there is no fault display on the dashboard.
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| | | | |
| − | ====Resetting after reconnecting the 12 V battery====
| + | :::Reverting is the most important part, you can block them for a day if you like but I find that they mostly strike only once from a given IP. They tend to add links though, which I add to a blacklist so that they can not post the same URL more than once. Seems to work pretty well, there are dry spells and not so quiet times... --[[User:Rjf|Rjf]] 21:39, 27 July 2006 (CDT) |
| − | 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.
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| − | * Open window half-way
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| − | * Pull and hold window switch up until window is all the way up, and hold an additional 1 second or more
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| | | | |
| − | ====Cabling to traction battery==== | + | == Why mention lubrication == |
| − | [[Image:Prius-harness_to_traction_battery.gif|right|Harness to the battery]]
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| − | The harness to the traction battery has 3 tails, each with a connector
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| − | * To Battery ECU - power, communication, fan control
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| − | * To the orange Service Plug - to detect if the Service Plug is fully plugged-in
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| − | * To the System Relays - to drive the relays that connect the traction battery to the inverter
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| | | | |
| | + | Ryan, |
| | + | to tell you the truth, I added the bit on lubrication as a step to pre-empt any PHEV converter from attempting to patent the concept of running the engine evry few miles. Prior art, you know? The last thing I want is for anyone to slow down the PHEV progress by patenting the obvious. |
| | | | |
| − | [[Image:Prius-Battery_ECU-Pin-out.gif|right|thumb|Pin-out of connector on Battery ECU]]
| + | By the way, thanks for adding your clarification at the end. I haven't studied the issue enough to understand it fully, so I appreciated your explanation. |
| − | '''Battery ECU (electronic Control Unit)'''<br>
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| − | Pinout:
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| − | * POWER
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| − | ** Gnd - to chassis
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| − | ** AM - 12 V, always on, for memory retention
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| − | ** IGCT - 12 V when the car is in the "READY" mode
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| − | ** IG - 12 V when ignition is on
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| − | * COMMUNICATIONS
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| − | ** CANH - CAN bus High
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| − | ** CANL - CAN bus Low
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| − | * BLOWER
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| − | ** VM - monitors fan voltage, 2 to 12 V
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| − | ** SI - variable duty cycle (PWM) square wave to control fan speed
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| − | ** FCTL1 - drives the relay which in turn powers the fan
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| | | | |
| − | '''Service Plug sensor.'''<br>
| + | --[[User:DavideAndrea|DavideAndrea]] 21:15, 24 August 2006 (CDT) |
| − | Two pins. Shorted when the Service Plug is fully plugged-in
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| | | | |
| − | '''System Relays'''<br> | + | : OIC, well it's worth mentioning as it's come up quite a few times in discussion lists over the past years when discussing the potential of PHEV's. Only rescently did someone pointed out that there isn't much need for the lubrication while in EV-only mode due to all of MG2s torque going directly to the wheels and not through the PSD, I'll look for that post... I find it difficult to believe that someone might even consider patenting the concept of running the engine, IMHO that's just crazy. Maybe I can patent the concept of useless concept patents in order to discourage such insanity... --[[User:Rjf|Rjf]] 22:25, 24 August 2006 (CDT) |
| − | Four pins:
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| − | * Common
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| − | * System relay 1 (precharge resistor)
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| − | * System relay 2 (traction pack +, bypassing precharge resistor)
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| − | * System relay 3 (traction pack -)
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| | | | |
| | + | == Escape tech Info == |
| | | | |
| − | ===CAN bus===
| + | I am starting a page for technical info for the Ford Escape, akin to the one for the Prius. Would you mind linking it as you see fit? http://www.eaa-phev.org/index.php?title=Escape_PHEV_TechInfo |
| − | If the conversion will replace the stock Battery ECU, it must talk directly with the vehicle CAN bus.
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| | | | |
| − | * [http://www.kvaser.com/can/protocol/index.htm Kvaser] has a simple explanation of the CAN bus.
| + | Thanks, D'de [[User:DavideAndrea|DavideAndrea]] 15:18, 18 October 2006 (CDT) |
| − | * [http://en.wikipedia.org/wiki/CAN_bus wikipedia article on the CAN bus]
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| | | | |
| − | ====CAN Tools==== | + | == Prius tech info == |
| − | * [[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.
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| | | | |
| − | * 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:
| + | You asked me to talk to you about any changes to the structure of the site. I felt that that Prius Tech info is not specific to Hybrids Plus, but general to the Prius. Therefore, I moved the Prius Tech info page from being under Hybrids Plus to being under Prius PHEV. This is akin to what you did with the Escape. Do you agree? If not, please let me know and I'll undo it. |
| − | ** [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]
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| − | *** 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.
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| − | ** [http://www.grifo.com/VARIE/Candip/uk_canUSB.htm Grifo's CANUSB]
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| − | ** [http://www.systec-electronic.com/html/index.pl/en_product_usb_canmodul Systec's USB-CANmodul]
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| − | ** [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]].
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| − | ** 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.
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| | | | |
| − | * These adapters have a DE-9 DSUB connector, so you'll also need an adapter to the Prius' OBD connector. For example:
| + | Thanks D'de [[User:DavideAndrea|DavideAndrea]] 07:11, 5 December 2006 (CST) |
| − | ** [http://www.c-a-n.com/gc-can-cab-odb2.html GridConnect's CAN to OBD2 Cable]
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| − | * 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)
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| − | *Alternatively, tap into the CAN bus directly. Use a short cable to the CAN adapter.
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| − | ** CANH - black wire
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| − | ** CANL - white wire
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| − | ** GND - chassis
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| | | | |
| − | ====CAN bus protocol==== | + | == PHEV standards == |
| | | | |
| − | * 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.
| + | Ryan |
| − | * 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)
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| − | * Standard: CAN 2.0A ("standard CAN", 11-bit identifier)
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| − | * Remote frames: not used
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| − | ** 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
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| | | | |
| − | ====Battery ECU messages====
| + | I guess you may have missed this discussion: |
| − | The Battery ECU (Electronic Control Unit) broadcasts messages to the rest of the vehicle through the CAN bus.
| + | http://www.eaa-phev.org/wiki/Talk:Plug-In_Hybrids |
| | | | |
| − | 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.
| + | Mind commenting on it? I don't want to add a prominent page without your consent. |
| | | | |
| − | 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 [[User:DavideAndrea|DavideAndrea]] 06:43, 25 January 2007 (CST) |
| | | | |
| − | (Thanks to [http://www.vassfamily.net/ Attila Vass] for pointing to the right [http://www.vassfamily.net/ToyotaPrius/CAN/PriusCodes.xls codes]). Thanks to Jim Fell for coming up with the checksum algorithm first.
| + | == Altima == |
| | | | |
| − | The following data were seen in a 2006 Prius.
| + | Ryan |
| | | | |
| − | The Battery ECU (Electronic Control Unit) broadcasts the following messages. In this table, numbers in parentesis (#) refer to the notes just below the table.
| + | I created a page for the Nissan Altima Hybrid. I added a link to it in the left side navigation, under "Production Hybrids". Please let me know if that's OK. |
| | | | |
| − | | + | [[User:DavideAndrea|DavideAndrea]] 08:49, 29 April 2007 (CDT) |
| − | {| cellspacing=0 cellpadding=3 border=1
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| − | |-
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| − | |'''ID (hex)'''
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| − | |'''Period<br>[ms] [[#1 | (1)]]'''
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| − | |'''No of<br>data<br>bytes'''
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| − | |'''byte 0'''
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| − | |'''byte 1'''
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| − | |'''byte 2'''
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| − | |'''byte 3'''
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| − | |'''byte 4'''
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| − | |'''byte 5'''
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| − | |'''byte 6'''
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| − | |'''byte 7'''
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| − | | |
| − | |-
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| − | |03Bh
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| − | |8
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| − | |5
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| − | |colspan=2 | Current [[#2 | (2)]]
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| − | |colspan=2 | Voltage [[#3 | (3)]]
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| − | |ChkSum[[#4 | (4)]]
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| − | |colspan=3 bgcolor="gray"|
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| − | | |
| − | |-
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| − | |3C9h
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| − | |100
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| − | |8
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |X [[#12 | (12)]]
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| − | |ChkSum[[#4 | (4)]]
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| − | | |
| − | |-
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| − | |3CBh
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| − | |100
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| − | |7
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| − | |CDL [[#5 | (5)]]
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| − | |CCL [[#6 | (6)]]
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| − | |ΔSOC? [[#11 | (11)]]
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| − | |SOC [[#7 | (7)]]
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| − | |temp1 [[#8 | (8)]]
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| − | |temp2 [[#9 | (9)]]
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| − | |ChkSum[[#4 | (4)]]
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| − | | bgcolor="gray" |
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| − | | |
| − | |-
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| − | |3CDh
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| − | |100
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| − | |5
| |
| − | |colspan=2 |fault code [[#10 | (10)]]
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| − | |colspan=2 | Voltage [[#3 | (3)]]
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| − | |ChkSum[[#4 | (4)]]
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| − | |colspan=3 bgcolor="gray"|
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| − | | |
| − | |-
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| − | |4D1h
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| − | |1060
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| − | |8
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | |X [[#13 | (13)]]
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| − | | |
| − | |}
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| − | | |
| − | | |
| − | Notes:
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| − | *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...
| |
| − | <br>
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| − | 1) <span id="1"></span> How often this message is repeated
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| − | <br>
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| − | 2) <span id="2"></span> Pack current: 12-bit, signed (>0 = discharge, <0 = charge) [0.1 A], -256 to 254 A. Examples:
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| − | * 0F80h = -128d = charging at 12.8 Amps
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| − | * 0000h = 0d= no pack current
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| − | * 0080h = 128d = discharging at 12.8 Amps
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| − | 3) <span id="3"></span> 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:
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| − | * 00DCh = 220d = 220 Volts
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| − | * 0100h = 256d = 256 Volts
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| − | 4) <span id="4"></span> CheckSum: used to check for errors in the data. [[http://www.hybrids-plus.com/xls/PriusCAN_CheckSum.xls Details]] (xls)
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| − | Calculated as follows:
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| − | # 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
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| − | # Take the mod 256 of that (that is, drop the high byte)
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| − | 5) <span id="5"></span> 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. Example:
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| − | * 69h = 105d = 105 Amps -> 21 kW @ 200 V
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| − | 6) <span id="6"></span> 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
| |
| − | 7) <span id="7"></span> State of Charge: 8-bit, unsigned [0.5%]. Note that if the SOC is kept constant while driving for 30 minutes, the Prius assumes that the Battery ECU is broken, and switches to engine only operation. Turning the car off and on restores normal operation. Examples:
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| − | * 4Fh = 79d = 39.5 % full (stopped, this is when the motor turns on to start charging the pack)
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| − | * 64h = 100d = 50 % full (stopped, this is when the motor turns off after charging the pack)
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| − | * B4h = 180d = 90 % full
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| − | 8) <span id="8"></span> A.V.: Lowest temperature reading of any sensor.<br>
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| − | D'de: Temperature of the air intake. 8-bit signed, [˚C]. Example:
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| − | * 18h = 26d = 26 ˚C
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| − | 9) <span id="9"></span> A.V.: Highest temperature reading of any sensor.<br>
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| − | D'de: Average temperature of the 3 sensors inside the battery. 8-bit signed, [˚C] Example:
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| − | * FEh = -2d = -2 ˚C
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| − | 10) <span id="10"></span> 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:
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| − | * 0560h = 0000 0101 0110 0000b = DTC P0560 = No voltage at the "AM" contact
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| − | * 3056h = 0011 0000 0101 0110b = DTC P3056 = Problem with the battery current sensor
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| − | * C100h = 1100 0001 0000 0000b = DTC U0100 = No Communication with the Engine Control Module
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| − | 11) <span id="11"></span> 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
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| − | * 0Ah = 10d = 5 % = the most charged bloc's SOC is 5 % higher than the least charged block
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| − | 12) <span id="12"></span> Unknown data. (A.V.: related to release date ?)
| |
| − | Typical values:
| |
| − | D'de
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| − | * 01 2A 25 02 99 03 1F
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| − | * 01 2B 25 02 99 03 1F
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| − | * 01 2C 25 02 99 03 1F
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| − | * 01 72 25 02 99 03 1F
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| − | * 01 87 21 02 99 03 1F
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| − | * 01 D1 25 02 99 03 1F
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| − | * 01 D2 25 02 99 03 1F
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| − | * 01 D4 27 02 99 03 1F
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| − | * 03 FF 21 02 99 03 1F
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| − | * 03 FF 25 02 99 03 1F
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| − | * 03 FF 21 02 99 03 1F
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| − | * 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
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| − | * 03 FF 25 02 99 03 1F
| |
| − | A.V.:
| |
| − | * 03 FF 21 02 75 02 FA
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| − | 13) <span id="13"></span> 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.)
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| − | | |
| − | | |
| − | | |
| − | | |
| − | 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<br>Min.: 0 V, Max.: 25.4 V
| |
| − | |Actuation condition of battery blower motor
| |
| − | | |
| − | |-
| |
| − | |COOLING FAN SPD
| |
| − | |Battery blower motor drive mode<br>Min.: 0, Max.: 6
| |
| − | |Stopped: 0<br>Low to high speed actuation: 1 to 6
| |
| − | | |
| − | |-
| |
| − | |ECU CTRL MODE
| |
| − | |ECU control mode<br>Min.: 0, Max.: 4
| |
| − | |Operating condition of HV battery
| |
| − | | |
| − | |-
| |
| − | |SBLW RQST
| |
| − | |Battery blower motor stop control request<br>(standby blower)
| |
| − | |Presence of stop control request to battery
| |
| − | | |
| − | |-
| |
| − | |V1 to V14 BATT BLOCK
| |
| − | |Battery block voltage<br>Min.: –327.68 V, Max.: 327.67 V
| |
| − | |Voltage variance among battery blocks
| |
| − | | |
| − | |}
| |
| − | | |
| − | ====OBD-II Diagostic 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<br>P0A82<br>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
| |
| − | | |
| − | ===Causes for errors===
| |
| − | The Prius doesn't like the following:
| |
| − | * Telling the car that the SOC is a fixed value for 30 minutes straight
| |
| − | ** A fault is generated, car stops using the battery and keeps on running on just the engine, until 12 V battery dies, then car stops.
| |
| − | ** Just restart the car, and all will be fine.
| |
| − | * 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 100 % SOC
| |
| − | ** Engine races all the time
| |
| − | ** Tell it at most 80 % SOC (though doing so at start-up causes the engine to run continuously, not just 10-20 seconds; instead, start by telling it that the SOC is 70 %, then go up to 80 %)
| |
| − | | |
| − | ===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]].''
| |
| − | | |
| − | ==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.
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| − | | |
| − | {{Disclaimer}}
| |
| − | | |
| − | [[Category:PHEV]]
| |
| − | [[Category:Prius]]
| |
| − | [[Category:Prius PHEV]]
| |
| − | [[Category:Hybrids-Plus]]
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