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Difference between pages "Escape PHEV TechInfo" and "PriusPlus-Theory"

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 +
==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.
  
−
Technical information on the [[Ford_Escape_Hybrid | Ford Escape]] useful when designing a [[Escape PHEV]] conversion.
+
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.
  
−
Unless otherwise noted, everything refers to a 2007 year model, belonging to [http://hybrids-plus.com/ Hybrids Plus].
+
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:
  
−
=Traction battery=
+
'''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)
  
−
==Specs==
+
'''Stealth''' (0-42mph)
−
* Cells:
+
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.
−
** 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==
+
'''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.
  
−
=== Voltage vs SOC ===
+
'''ICErun + High SOC'''
−
[[Image:escape_vtg_vs_soc_cycle.gif|thumb||right|Voltage vs SOC cycle, parked]]
+
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%.
−
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 engince comes on and the cycle repeats
 
  
−
[[Image:escape_vtg_vs_soc_no_load.gif|thumb||right|Voltage vs SOC, no load]]
+
==The PHEV Battery Pack==
−
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 ===
+
The PHEV pack consists of twenty 12 volt 20 amp hour sealed lead acid batteries connected in series.  The batteries themselves sit in an aluminum box and are mounted above the spare tire well, but below the false floor in the trunk.  The pack has a nominal voltage of 240 volts and has a total energy storage of about 4.8 kWh (not all usable.) In this design, the PHEV battery pack has a higher nominal voltage than the stock NiMH battery and is used to charge the stock NiMH battery.  Contactors (large relays) are used to connect and disconnect the PHEV battery pack from the stock battery when charging is needed.  The higher voltage pack cannot always be connected to the stock pack, because that would overcharge the batteries.  NiMH battery packs also cannot easily be charged in parallel, so simply adding a second NiMH battery pack is not simple.  The current from the battery pack is less than 60 amps, and therefore the pack is fused with 60 amp 300VDC (or higher) fuses.  The batteries must be connected using 8 AWG wire or larger (smaller AWG number) to handle the amount of current.
−
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!
+
The PHEV battery does not have its own battery management computer.  As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously.  Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero.  This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly.  Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted.  The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.
  
−
==Removal==
+
===Current PbA limitations===
 +
*The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
 +
**Though Ron has safely driven 17,000 miles in his converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
 +
**Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
 +
**Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
 +
*Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
 +
*For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
 +
*PbA batteries perform very poorly in cold weather.  Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.
  
−
From the hatch opening:
+
===Possible Future Battery Options===
−
* Remove the carpet in the hatch compartment floor, to reveal the battery
+
More advanced batteries may be retrofittable to the conversion.  This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics.  Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.
−
* 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>
+
Possible future batteries and their likely characteristics (incl. low-volume pricing):
−
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:
+
Example pack
−
* You need a #35 security Torx driver, and a #35 Torx driver
+
{| border=1 cellpadding=2 |
−
* Remove all the screws in the 2 top covers:
+
| Chemistry || || Usable<br>Wh/kg || Cycle<br>life || Yr daily<br>driving || $/usable<br>kWh || $/kWh<br>thruput || Cents/<br>EV-mi || kWh || $ || EV mi || Wt,<br>lb
−
** 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
 
−
 
 
−
==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 HV to 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 a 115 Vac charger for 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 110 Vac to 300 Vdc charger. 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, this charger trickle charges the traction battery. This suggests a "poor-man" PHEV solution for the Escape Hybrid provided the charger will fill the battery; it might only charge when the HV battery reaches a low SoC.
 
−
 
 
−
===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
 
−
| LtgrnBlk
 
−
| 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<br><font color="violet">exhaust</font>, <font color="yellow">forced air flow</font>, <font color="cyan">outside air intake</font>, <font color="green">exhaust inside vehicle</font>]]
 
−
 
 
−
[[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.
 
−
* 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.
 
−
** [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 Hybrids Plus' Escape.
 
−
 
 
−
[[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<br>module || Receiving<br>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 || || ||
+
| PbA<br>(current) || || 16 || 400 || 1.1 || $380  || $0.95  || 20.0  || 2.1 || $    798 || 10 || 289
 
|-
 
|-
−
| Battery R mode enable || PCM || bgcolor="#FFE0E0"| TBCM || || ||
+
| NiMH || worst || 36 || 2000 || 5.5 || $1,200 || $0.60 || 12.6 || 4.2 || $5,040 || 20 || 257
 
|-
 
|-
−
| Battery R mode enable || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
+
| NiMH || best || 36 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 4.2 || $3,360 || 20 || 257
 
|-
 
|-
−
| Battery R mode target charge power || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
+
| Li-ion || worst || 56 || 1000 || 2.7 || $1,200 || $1.20 || 25.2 || 4.2 || $5,040 || 20 || 165
 
|-
 
|-
−
| Battery refrigerant solenoid state || bgcolor="#FFE0E0"| TBCM|| PCM || || ||
+
| Li-ion || best || 100 || 4000 || 11.0 || $800 || $0.20 || 4.2 || 6.3 || $5,040 || 30 || 139
 
|-
 
|-
−
| Battery state of charge % || bgcolor="#FFE0E0"| TBCM|| Inst, PCM ||320h||3-4||[[#17]]
+
| NiZn || worst || 36 || 500 || 1.4 || $500 || $1.00 || 21.0 || 4.2 || $2,100 || 20 || 257
 
|-
 
|-
−
| Battery temperature || bgcolor="#FFE0E0"| TBCM|| Unst, PCM ||310h||4||[[#11]]
+
| NiZn || best || 36 || 2000 || 5.5 || $350 || $0.18 || 3.7 || 4.2 || $1,470 || 20 || 257
 
|-
 
|-
−
| Battery voltage || bgcolor="#FFE0E0"| TBCM|| Inst, PCM, TCM ||300h||2||[[#3]]
+
| Firefly PbA || worst || 36 || 1000 || 2.7 || $350 || $0.35 || 7.4 || 4.2 || $1,470 || 20 || 257
 
|-
 
|-
−
| Brake fluid level status || BSCM|| Inst || || ||
+
| Firefly PbA || best || 45 || 4000 || 11.0 || $250 || $0.06 || 1.3 || 5.25 || $1,313 || 25 || 257
−
|-
 
−
| 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<br>[ms] [[#1 | (1)]]'''
 
−
|'''No of<br>data<br>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"|
 
−
 
 
 
|}
 
|}
  
 +
Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).
  
−
Notes:
+
==The Charger==
−
*h = hex value; d = decimal value; b = binary value;
 
  
−
<br>1) <span id="1"></span> How often this message is repeated
+
The charger runs on standard 120v (or 240v) AC power and is used to recharge the PHEV pack.  Three options are planned:
−
<br>2) <span id="2"></span> 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):
+
*a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800.  We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
 +
*the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
 +
*(eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000.  This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs.  Its output is ''not'' line isolated.  Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.
  
−
* 09C4h : 2500d : -100  A out
+
Useful information on charging lead-acid batteries can be found at [http://batteryuniversity.com/partone-13.htm http://batteryuniversity.com/partone-13.htm]
−
* 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.
+
==The CAN-View==
  
 +
The [[CAN-View]] is a computer which monitors the [[CAN]] bus (the bus which the different microprocessors in the Prius use to communicate with each other) and both displays information to the driver on a display as well as control the extra plug-in systems.  The Can-View computer can be programmed to turn on and off a series of relays which are used to control the PHEV operations.  There are currently 2 versions of CAN-View available.  Version 3 requires an '04 or '05 Prius and makes use of the built in display (or [[MFD]]) while Version 4 works with an 04-07 Prius but requires an external touchscreen (since the built in touchscreens were changed in the '06 model and are no longer compatible.)  CAN-View is simple to install and installation typically requires between a half hour to one and a half hours.  For more information, see [[CAN-View]].
  
 +
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.
  
−
<br>3) <span id="3"></span> Battery voltage. Relative to 180 V. Units: V. Range seen: 312 to 366 V. Examples:
+
RL2, RL3, RL5 and RL6 are programmable.
−
* 78h: 300 V
 
−
* 96h: 330 V
 
−
<br>4) <span id="4"></span> 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'''
 
  
−
|-
+
==EV Mode Button/Wire==
−
|'''function'''
+
The Prius can be put into "EV" mode which essentially turns the car into an electric car for speeds under 34mph.  While Prius's come standard with a button in the dash in some countries, the button is not on the North American model, however the software is still present.  EV mode can be entered by momentarily grounding pin 27 on plug H16 on the HV ECU.  If the car exceeds 34mph or a host of other conditions are not met (such as the current charge limit, OEM battery temperature, low SOC, throttle, etc), the Prius will automatically exit EV mode and resume ICE use.  For more detailed information on EV mode, see [[Prius EV Mode Button]].
−
|0
 
−
|0
 
−
|0
 
−
|Safety plug removed
 
−
|0
 
−
|Contactors On
 
−
|Contactors Settled
 
−
|0
 
  
−
|}
+
==Control Circuit Board==
  
−
<br>7) <span id="7"></span> unknown. Always 8Ch
+
A circuit board is needed which contains the logic to control the added heaters, fans, contactors, etc. The board is roughly 5" by 6" and is mounted in the electronics tray, between the PHEV battery and the stock battery.
−
<br>8) <span id="8"></span> unknown. Always 78h
 
−
<br>9) <span id="9"></span> unknown. Always 50h
 
−
<br>10) <span id="10"></span> unknown. Always 3Ch
 
−
<br>11) <span id="11"></span> 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
 
  
−
<br>12) <span id="12"></span>Charge Current Limit [A/2]. Typically 7Ch (62 A). Range seen 00hto 9Dh (0d to 157d = 0 A to 78.5 A)
+
Sub parts of this board are;
−
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.
+
* Power management - takes input from CAN-View and controls the contactors connecting the PHEV battery with the stock battery.
−
[[Image:Escape_DCL_vs_SOC.gif|thumb||right|Discharge Current Limit vs SOC]]
+
* Battery Heating & Cooling - senses and controls the fans and heaters to keep battery temperatures within defined ranges.
−
[[Image:Escape_DCL_vs_Temperature.gif|thumb||right|Discharge Current Limit vs Temperature]]
+
* System diagnostics - A simple LED board interface to monitor the technical operation of the system for debugging.
−
<br>13) <span id="13"></span>Discharge Current Limit [A/2]. Normally 9Ch = 156d = 78 A. Range seen: 19h to 9Ch = 25d to 156d = 12.5 to 78 A.  
+
* Charge interlock - stops the car from being driven away while plugged into a live outlet.
  
−
Related to both the State of Charge and to the Temperature (whichever value is lower).
+
===PHEV Battery Heating & Cooling===
−
* Related to the SOC, according to the graph on the right, and these approximate formulas:<br>
 
−
** 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:<br>
 
−
** If Temperature > 35°C: 78 A - 1.2 A per degree above 35°C
 
−
** If Temperature < 35°C: 78 A
 
−
<br>14) <span id="14"></span> DTCs?
 
−
<br>15) <span id="15"></span> 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'''
 
  
−
|-
+
Lead acid batteries do not function as well when they are either hot or cold.  The pack is heated and cooled as necessary by three standard 12" x 15" heating pads and three fans.  The circuit board is responsible for controlling the heaters and fans.  Depending on the layout, vents are provided either throught he bottom of the tire well or through the stock vent behind the storage bin on the rear drivers side of the car.
−
|'''function'''
 
−
|Safety plug removed
 
−
|HV connector unplugged
 
−
|0
 
−
|0
 
−
|0
 
−
|0
 
−
|0
 
−
|0
 
  
−
|}
+
===OEM Battery Fan Controls===
 +
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).
  
−
[[Image:escape_soc_plot.gif|thumb||right|SOC vs time, parked]]
+
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.
−
<br>17) <span id="17"></span> 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 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.
−
The value is 0000h if the HV safety plug is removed.
 
  
−
Most significant nibble (top 4 bits) are usually 0h. It starts at 8h and then stays at Ah when the fan is running.
+
==Electronics Tray==
−
 
 
−
==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.
 
−
 
 
−
= 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]]
+
===HVD1===
−
[[Image:S0002.jpg]]
+
The purpose of the diode is to allow energy from the regen braking into the PHEV battery pack. This functionality is off when CAN-View's ORIG/PHEV relay is set for ORIG (which turns off HVRL2.)  The heatsink can dissipate >200 watts for short braking or around 100 watts for several minutes during downhill braking, and must be well connected to the heatsink and in the path of a fan when is on whenever the car is in ready mode.  The diode will only heat when braking or when the battery is being charged by the ICE.  The diode requires a DO-5 mounting kit to insulate the diode from the heatsink electrically, but still allow thermal conductivity.
  
−
* Traction Motor : Generator Ratio =  1:1.21875 When in EV Mode
+
===Contactors===
−
* Each 1000 Engine RPM Raises Generator Speed by 3394 RPM
+
HVRL1 is responsible for paralleling the PHEV battery pack and the OEM Prius battery. HVRL2 is responsible for enabling / disabling the system.  HVRL3 is used for the optional power resistor.  HVRL1 and HVRL2 both have snubbers across the terminals to reduce arcing and extend the life of the contactors.
−
* 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}}
+
==References==
 +
<references/>
  
 
[[Category:PHEV]]
 
[[Category:PHEV]]
−
[[Category:Escape]]
+
[[Category:Prius]]
−
[[Category:EscapePHEV]]
+
[[Category:PriusPlus]]
−
[[Category:Hybrids-Plus]]
+
[[Category:CalCars]]

Latest revision as of 12:05, 14 June 2020

Click show for a short list of the current PHEV conversion and kit options for the Toyota Prius.

For Prius conversion details see the Prius PHEV article and comparisons table.

  1. Ron's Original PriusPlus History and current Contactor Based PriusPlus documentation for DIY projects.
  2. Ryan's PriusBlue is the testbed for DC-DC PFC Based PiPrius kits and documentation for DIY projects.
  3. Toyota OEM Prius PHEV and Prime Could use some work on this page
  4. Enginer China. But the rest of these appear to all be defunct as of 2020?
  5. |~- Hybrids-Plus USA/Colorado/Li -~|~- EnergyCS USA -~|~- Hymotion USA/Canada -~|~- Amberjac UK. -~|~- EDrive USA -~| Peter mentioned Plug-In Conversions |~-

--={ Project Overview }={ 2007 Maker Faire }={ Theory }={ Instructions }={ Parts List }={ RawData }={ Latest News }=--
--={ Doc Process }={ Mechanical }={ Electrical }={ Electronic }={ Interest }={ Talk:PriusPlus Main Discussion }=--

--={ Historic }={ Battery }={ Schematics }={ PseudoCode }={ Photos }=--

Team Photo from the PriusPlus conversion of Sven's Prius from Nov 2006.

This is the home of the PRIUS+ PHEV DIY (Do-it-Yourself) documentation. These pages are currently anonymously editable, which may change in the future. Please feel free to use the Discussion page for general discussion and commentary on the main article. If you would like to add to an existing section use the "edit" link near that topic's heading. Don't forget to use the Summary field to describe your changes. While editing use the "Show Preview" button to make sure your changes look like you expect them to, before you click "Save Page".

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.

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.

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 pack consists of twenty 12 volt 20 amp hour sealed lead acid batteries connected in series. The batteries themselves sit in an aluminum box and are mounted above the spare tire well, but below the false floor in the trunk. The pack has a nominal voltage of 240 volts and has a total energy storage of about 4.8 kWh (not all usable.) In this design, the PHEV battery pack has a higher nominal voltage than the stock NiMH battery and is used to charge the stock NiMH battery. Contactors (large relays) are used to connect and disconnect the PHEV battery pack from the stock battery when charging is needed. The higher voltage pack cannot always be connected to the stock pack, because that would overcharge the batteries. NiMH battery packs also cannot easily be charged in parallel, so simply adding a second NiMH battery pack is not simple. The current from the battery pack is less than 60 amps, and therefore the pack is fused with 60 amp 300VDC (or higher) fuses. The batteries must be connected using 8 AWG wire or larger (smaller AWG number) to handle the amount of current.

The PHEV battery does not have its own battery management computer. As the PHEV battery’s state-of-charge (SOC) decreases, it is put in parallel with the OEM battery more and more continuously. Charge-sustaining operation at the PHEV battery’s minimum intended SOC occurs when the PHEV battery’s voltage matches the voltage of the OEM battery’s 60% SOC voltage well enough that average PHEV battery current becomes zero. This is a soft limit that depends upon driving conditions, temperatures, PHEV battery condition, and the state of the moon; and PHEV operation slowly morphs into hybrid operation rather than changing abruptly. Ordinarily, around 10-13 Amp-hr is removed from the PHEV battery before electric assist is exhausted. The depth-of-discharge (DOD = 100% - SOC) that this corresponds to is anyone’s guess, as due to Peukert’s Law (PbA batteries have lower capacity at high discharge rates) and high, variable discharge rates, the battery pack’s capacity is diminished by a large, unknown amount.

Current PbA limitations

  • The conversion adds 300+ lbs to the vehicle’s weight to provide 10 miles of electric range per charge (16.7 usable Wh/kg)
    • Though Ron has safely driven 17,000 miles in his converted Prius, the added weight could possibly cause vehicle instability during driving, and the battery may modify the effectiveness of the vehicle’s rear crush zone.
    • Existing conversions sit 1-2 inches low in the rear. Air shocks or heaver-duty rear springs would be nice, but have not yet been developed.
    • Though there are indications that improved hybrid efficiency due to a lower combined internal resistance of the two-battery combination at least partially compensates for the added weight, city gasoline mileage is otherwise reduced by up to 10%.
  • Operating costs are high due to an expected cycle life of only 300-400 deep cycles, providing only one to two years of daily driving (at 400 cycles, 10 electric miles per 2.1 kWh cycle, and $800/pack, battery cost is $0.95/kWh throughput or $0.20/electric-mile (in addition to the cost of electricity, usually 2-4 cents/mile depending on utility rates).
  • For decent battery life, the battery must always be charged within a day of discharge, making charging a required rather than optional operation (if planning to drive to somewhere without access to electricity, temporarily turn off PHEV operation).
  • PbA batteries perform very poorly in cold weather. Though our design includes a thermally insulated battery pack, heated during charging, this feature has been insufficiently tested due to moderate California temperatures during development.

Possible Future Battery Options

More advanced batteries may be retrofittable to the conversion. This will probably require upgrading to CalCars’ not-yet-designed next version of logic board, and will also probably require additional battery management electronics. Any new battery’s enclosure, mounting, and thermal management system will no doubt also be very different.

Possible future batteries and their likely characteristics (incl. low-volume pricing):

Example pack

Chemistry Usable
Wh/kg		 Cycle
life		 Yr daily
driving		 $/usable
kWh		 $/kWh
thruput		 Cents/
EV-mi		 kWh $ EV mi Wt,
lb
PbA
(current)		 16 400 1.1 $380 $0.95 20.0 2.1 $ 798 10 289
NiMH worst 36 2000 5.5 $1,200 $0.60 12.6 4.2 $5,040 20 257
NiMH best 36 4000 11.0 $800 $0.20 4.2 4.2 $3,360 20 257
Li-ion worst 56 1000 2.7 $1,200 $1.20 25.2 4.2 $5,040 20 165
Li-ion best 100 4000 11.0 $800 $0.20 4.2 6.3 $5,040 30 139
NiZn worst 36 500 1.4 $500 $1.00 21.0 4.2 $2,100 20 257
NiZn best 36 2000 5.5 $350 $0.18 3.7 4.2 $1,470 20 257
Firefly PbA worst 36 1000 2.7 $350 $0.35 7.4 4.2 $1,470 20 257
Firefly PbA best 45 4000 11.0 $250 $0.06 1.3 5.25 $1,313 25 257

Note that figures are for usable, not total, capacity in kWh (usually 80%, but much less for the current PbA pack (4.8 kWh total capacity), due to Peukert’s Law).

The Charger

The charger runs on standard 120v (or 240v) AC power and is used to recharge the PHEV pack. Three options are planned:

  • a Delta-q charger (http://www.delta-q.com) designed for the PbA battery pack, at a projected price of $800. We are in discussions with the company and will soon know if/when pre-production units will be available; UL-approved units are likely to be available in 2007.
  • the Brusa NLG503 charger, available through http://www.metricmind.com/index1.htm for $2650 retail including cables (a group rate is possible). Users can reprogram this charger for other voltages and battery chemistries, so it would be a good purchase for developers anticipating an eventual high-tech replacement battery.
  • (eventually) the Manzanita Micro PFC-40 charger, available through http://manzanitamicro.com for around $2000. This charger has programmable but less sophisticated charging algorithms, but can also double as a high-power DC:DC converter between the battery packs. Its output is not line isolated. Its incorporation will require modifications/enhancements of this conversion, and control circuitry and algorithms that have not yet been developed.

Useful information on charging lead-acid batteries can be found at http://batteryuniversity.com/partone-13.htm

The CAN-View

The CAN-View is a computer which monitors the CAN bus (the bus which the different microprocessors in the Prius use to communicate with each other) and both displays information to the driver on a display as well as control the extra plug-in systems. The Can-View computer can be programmed to turn on and off a series of relays which are used to control the PHEV operations. There are currently 2 versions of CAN-View available. Version 3 requires an '04 or '05 Prius and makes use of the built in display (or MFD) while Version 4 works with an 04-07 Prius but requires an external touchscreen (since the built in touchscreens were changed in the '06 model and are no longer compatible.) CAN-View is simple to install and installation typically requires between a half hour to one and a half hours. For more information, see CAN-View.

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.

EV Mode Button/Wire

The Prius can be put into "EV" mode which essentially turns the car into an electric car for speeds under 34mph. While Prius's come standard with a button in the dash in some countries, the button is not on the North American model, however the software is still present. EV mode can be entered by momentarily grounding pin 27 on plug H16 on the HV ECU. If the car exceeds 34mph or a host of other conditions are not met (such as the current charge limit, OEM battery temperature, low SOC, throttle, etc), the Prius will automatically exit EV mode and resume ICE use. For more detailed information on EV mode, see Prius EV Mode Button.

Control Circuit Board

A circuit board is needed which contains the logic to control the added heaters, fans, contactors, etc. The board is roughly 5" by 6" and is mounted in the electronics tray, between the PHEV battery and the stock battery.

Sub parts of this board are;

  • Power management - takes input from CAN-View and controls the contactors connecting the PHEV battery with the stock battery.
  • Battery Heating & Cooling - senses and controls the fans and heaters to keep battery temperatures within defined ranges.
  • System diagnostics - A simple LED board interface to monitor the technical operation of the system for debugging.
  • Charge interlock - stops the car from being driven away while plugged into a live outlet.

PHEV Battery Heating & Cooling

Lead acid batteries do not function as well when they are either hot or cold. The pack is heated and cooled as necessary by three standard 12" x 15" heating pads and three fans. The circuit board is responsible for controlling the heaters and fans. Depending on the layout, vents are provided either throught he bottom of the tire well or through the stock vent behind the storage bin on the rear drivers side of the car.

OEM Battery Fan Controls

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. 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 and increasing DCL to useful values sooner than without forcing the fan ON.

Electronics Tray

HVD1

The purpose of the diode is to allow energy from the regen braking into the PHEV battery pack. This functionality is off when CAN-View's ORIG/PHEV relay is set for ORIG (which turns off HVRL2.) The heatsink can dissipate >200 watts for short braking or around 100 watts for several minutes during downhill braking, and must be well connected to the heatsink and in the path of a fan when is on whenever the car is in ready mode. The diode will only heat when braking or when the battery is being charged by the ICE. The diode requires a DO-5 mounting kit to insulate the diode from the heatsink electrically, but still allow thermal conductivity.

Contactors

HVRL1 is responsible for paralleling the PHEV battery pack and the OEM Prius battery. HVRL2 is responsible for enabling / disabling the system. HVRL3 is used for the optional power resistor. HVRL1 and HVRL2 both have snubbers across the terminals to reduce arcing and extend the life of the contactors.

References

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