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Automate

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Everything posted by Automate

  1. Automate
    It has happen to a lot of 2013 and early 2014 Fusion and CMax but not so may 2015+ models http://fordfusionhybridforum.com/topic/10342-info-on-transmissions-ecvt-that-have-failed/
  2. Automate
    Nice, what is the source for the chart?
  3. Automate
    No free superchargers for Model 3 owners http://www.foxnews.com/leisure/2016/06/01/tesla-says-software-update-will-fix-model-x-doors-model-3-owners-wont-get-free/?intcmp=hphz08
  4. Automate
    You did not read the last post by DanMc85.
  5. Automate
    Not necessarily a Hybrid or Energi, but a 2014 Fusion owner seems to have done it here. http://forscan.org/forum/viewtopic.php?f=5&t=2110#p9339 Windows FORScan software (required to make a change like this) is free. You just need a OBDII adapter.
  6. Automate
    I would bet the BCM setting is still there on 2014s. FORScan can do some things that even the dealers IDS software can't do. I turned on the DRL on the 2010 Fusion Hybrid using FORScan, an option only available of US fleet cars.
  7. Automate
    82% does not include "extracting the power from the battery", its only getting power into the battery It does include both the the efficiency of the the AC to DC conversion as well as the losses due to current in the battery but the AC to DC converter losses are much greater. With a 120V charger the overall efficiency is 0.72 with exactly the same batteries. The external charger can be rated higher but the in car electronics ultimately limits the kW charge rate.
  8. Automate
    But charging is only 82% efficient so 16A * 240V * 0.82 = 3.15 kW to the battery
  9. Automate
    Looks like kWH per battery charge. The Ford specs are 7.6kWH. Maybe 7.6kWH minus the 1.4kWH hybrid reserve? If your battery is older and does not have full capacity you would need to adjust this number. But you would probably also have to adjust the C number since an older battery probably does not have the same charging efficiency as a new battery.
  10. Automate
    @rbort The AC uses a variable speed compressor and only uses full power when there is a big difference between the actual temperature and the desired temperature. Have you looked at it after your car has been soaking in the hot sun and is 100+ and you turn the AC on max or the temperature setpoint down to minimum?
  11. Automate
    Just thinking about this again, this is an amazing amount of power the AC uses. My whole house AC compressor only uses 4.1kW and it's a 15+ year old low efficiency unit (SEER 10) I realize cars have very little insulation, lots of single pane windows, an engine and lots of electronics generating heat but it's still amazing. I guess the biggest thing is that cars get very hot when they sit parked in the sun and people expect them to cool down quickly after turning on the AC.
  12. Automate
    Yes, if it's at full current, but doesn't the charger slow down the rate (current) as the battery gets close to full charge? Also, as the battery temperature gets higher it will dissipate heat at a higher rate to the surrounding air. For this reason you will NOT get 9 times the temperature rise.
  13. Automate
    Maybe on average but the actual conditions do make a difference. The majority of the battery heating is cause by the current flowing into the battery. This heating follows the formula: Watts = Amps squared * Resistance So assuming the battery resistance stays constant, if the charging current is doubled the amount of heat generated goes up by a factor or 4. It's not linear. In addition the internal battery resistance does not stay constant. Most materials increase their resistance as they are heated. So as the battery gets hotter its internal resistance increases and the power loss, and therefore amount of battery heating increases slightly.
  14. Automate
    I would report the issue in the FORScan forum. They have been very responsive to fix bugs and add enhancements I have asked for in the forum.
  15. Automate
    Is this with Torque Pro? Maybe you have the wrong PID or scaling parameters? My 2010 FFH does not have MFT so I only have a relative Accessories Power usage meter with no scale but PID AC_CIC follows what I'm telling the AC to do when monitored with FORScan. On a hot day when I first turn on the AC the amps go up to around 7.5. After a while it ramps down to around 1.5 or 2 amps. When I turn off the AC, amps go to zero.
  16. Automate
    Is the PID calculated value always high or low? Does it always seem to be off by the same percentage?
  17. Automate
    The Air Conditioning compressor also uses power from the HVB so I assume you made sure the AC was off? The AC compressor current can be monitoring in the ACCM (Air Conditioning Control Module) from PID AC_CIC
  18. Automate
    @larryh Do you have a list of the PIDs you used for these experiments? The best list I could find (this one http://i-fix.us/Torque-Pro-Settings-for-Ford-Fusion-and-C-MAX-Energi.php) do not include motor and generator current or KW Thanks,
  19. Automate
    The signals actually come from the TCM. (Transmission Control Module) FORScan shows this. Ford does not provide a lot of info on the sensors because they are internal to the transmission possibly even internal to the motors. Not even dealers are allowed to take the eCVT transmission apart and repair it. If anything goes wrong they have to replace the whole transmission. FORScan also shows that there is a Engine Torque measurement. Obviously this can't be derived from any battery current sensor. I would agree that the description " Generator Torque from AC Source" is not clear. It could mean the torque sensor generates an AC signal that must be conditioned into an torque value. Or it could be they want to make sure mechanics know its for the AC motor / generator and not the engine torque sensor. And back to my first post. The fault codes are:P0A18 – Motor Torque SensorP0A23 – Generator Torque Sensor Why would Ford call it a Torque Sensor if it is really a Current/Wattage Sensor?
  20. Automate
    Your assumptions are contradictory. You are saying the GTQ_OUT is not measured with a torque sensor but rather calculated from the measured current. But then your also saying the generator circuit is open and therefore there should be no current. No current would result in no calculated torque. I don't disagree that the generator may not be sending current back to the battery. But even if the circuit is disconnected, the physics of the spinning generator creates current/voltage. If it has nowhere to go it will be converted into wasted heat in the generator. But if you follow my wikipedia link above or do a search for "hybrid cvt torque sensor" you will see that hybid transmissions do have torque sensors.
  21. Automate
    Not true. Hybrids use permanent magnet motors. The spinning magnetic field in the rotor will induce a current in the windings of the stator. What Ford engineers decide to do with this current is a different matter. For efficiency reasons they may not send it back to the batteries but the current/voltage still exist from the physics of the way a motor works. Get a motor up to speed and then remove all power. Grab hold of the motor leads while its spinning down and you WILL get shocked. This induced current/voltage will result in a torque on the generator.
  22. Automate
    Not sure about the "corner" at 2000 RPM but the one at 6000 RPM is easy to explain. The motor/battery combination has reached its kW (or HP) limit. kW is a product of torque times RPM. Above 6000 RPMs in order to not go over the kW limit the torque has to reduce as the RPMs increase. Take the numbers from your graphs and calculate kW = Torque (N.m) x Speed (RPM) / 9.5488 The graph should be a flat line above 6000 RPM at the kW limit.
  23. Automate
    The reason you are getting a "piecewise" graph is your data only has a resolution of 0.1 and only a small range of 0 to 2.5 N-m. You need to collect the data with at least 0.01 resolution to get a smother curve. Take a look at this FORScan screenshot with my FFH in park The GTO_CMD and MTO_CMD are the torque commands from the control module to the inverter (variable frequency drive) that controls the motors. This is a calculated value. The GTO_OUT and MTO_OUT is the sensor measured actual output of the corresponding motors. Notice the CMDs are at zero but the OUT (actual) are not. If OUT was a calculation it would match CMD.' Look on the Hybrid Synergy Drive Wiki page http://en.wikipedia.org/wiki/Hybrid_Synergy_Drive And you will see the statement: "Special couplings and sensors monitor rotation speed of each shaft and the total torque on the drive shafts, for feedback to the control computer." The Ford eCVT uses the same design as the Toyota Synergy and at one time both Ford and Toyota hybrid transmissions were made by the same company.
  24. Automate
    When I first heard of the motor / generator torque values I assumed the same thing but the more I look into it the more I'm convinced there is actually a torque sensor, probably some kind of strain gauge inside the transmission. First there are OBDII fault codes that get turned on when the ECU detects invalid values from the sensors: P0A18 – Motor Torque Sensor Circuit Range/Performance (non-MIL, Hazard, wrench light)P0A23 – Generator Torque Sensor Circuit Range/Performance (non-MIL, Hazard, wrench light)If actual torque was calculated from motor / generator output current then you would not have these and instead have something like motor / generator current sensor fault Second, at least on my 2010 FFH the torque values don't go to exactly zero when the torque commands and motor / generator currents go to zero. On my car the torque values float around plus or minus 0.2 or 0.4 ft-lbs when the motor / generators are off which is what you would expect when a real strain gauge does not go to exactly zero when the force is zero.
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