Bills_Fusion_Energi

larryh: If you get a chance, try the same hill WITHOUT grade assist to see how much more energy grade assist provides. Bill

larryh: Have you ever tried to investigate/document if the "Grade Assist" feature (button on the left side of the gearshift) provides any benefit as far as EXTRA battery charging is concerned? I've tried several times to determine if the battery charging amperage increases (even a SMALL amount) and I cannot see any increase in amperage when it is enabled, but I'm only using it for a short period, maybe it only provides a benefit when used for a long period of time, I'm not sure... What are your thoughts?

I found that braking "HARDER" rather than "SLOWLY" braking when coming to a stop provides much more charging energy to the High Voltage Battery as larryh has indicated, even though the BRAKING % display in the vehicle drops well below the 100% value. Braking slowly only seems to provide about 10 amps of battery charging (on average) but when braking harder I've seen the charging amperage as high as 55 amps while the display in the vehicle indicates around 80%. This would indicate that even though the friction brakes are being used somewhat much more energy is supplied to the battery for charging.

If the Vehicle/driver subscribes to the SYNCMYRIDE feature/website GPS data is exchanged with that site ALSO when using such features as TRAFFIC DATA on your selected route even if a MYFORDMOBILE is NOT used. It is unclear if this data is saved any length of time or if it is just used at that moment. The Navigation feature on the car seems to be using the GPS to determine its location but that information, if it is used, would seem to be internal to the vehicle.

Maybe that is Ford's version of a "cost effective" - "keep Driver Alert Warning System" ! I had a 2010 Ford Fusion Hybrid before my 2013 Fusion Energi, and that steering wheel was much worse in that area than my 2013. In another THREE years, going by that data, the problem should be corrected.....

I get monthly or so updates that they are still looking into MFM (going on 6ish months). Where are you seeing/receiving that type of information from. I do not seem to be getting or finding that type of information? 3 of 4 of the MFM data trackers work ...but my miles between gas is total bunk SEE topic: MyFordMobile SHORTCOMINGS Gas Sipper display is NOT accurate – It reports most miles without turning key off rather than most miles between adding gasoline This problem has been reported to Ford by numerous owners for the past 12 months and is VERY confusing to new owners because Ford refuses to publish any information concerning or resolving it

Does anyone know if the MyFordMobile Website has "regularly scheduled updates" done on a pre-determined date or time frame? OR Are updates done on a "as needed" basis?

MyFordMobile SHORTCOMINGS The MyFordMobile (MFM) WEB site COULD BE A FANTASTIC tool to track your vehicles everyday usage but I’m sure many users are so confused with its inconsistencies they stop using it. The MyFordMobile Web Site just seems to be UNRELIABLE and the information you EXPECT to receive CANNOT be depended upon Besides POOR documentation, the Web site has MANY inconsistencies that need to be corrected. SOME are as follows: Missing or NO notifications from time to time Missing “Trip & Charge”, TRIP stats and/or CHARGING stats from time to time Incorrect notifications from time to time Delayed receipt of notifications from time to time (sometimes 2 or more hours) Double or triple notifications (OR MORE) on the same event from time to time no-reply@myfordmobile.com MyFord Mobile Alert 3/5/2014 Fusion Energi is fully charged. no-reply@myfordmobile.com MyFord Mobile Alert 3/5/2014 Fusion Energi is fully charged. no-reply@myfordmobile.com MyFord Mobile Alert 3/5/2014 Fusion Energi is fully charged. Wrong time indicated on notifications from time to time A negative time indicated for charging from time to time on E-Mail notifications “Fusion Energi is scheduled to start charging in -1 minutes at 04/06/2014 11:40 PM, but it is not currently plugged in.” Bad Battery System Health indicated from time to time Missing Tire Pressure Alerts when vehicle shows Low Tire Pressure on instrument panel False Charging DISCONNECT while charging or DRIVING from time to time, even though it was reported to Ford 9 months ago (number reduced from 2 per week to 1 per month though after reporting the problem) 04/11/2014 8:28:22 am Fusion Energi: Your vehicle had an accidental unplug while charging. NO Charging Disconnect notification when it SHOULD Have been issued The “Vehicle is Scheduled to Start Charging” E-mail notification NEVER has the correct time and Text notification does NOT have ANY times 04/11/2014 05:19:16 PM Fusion Energi is scheduled to start charging in 221 minutes at 04/11/2014 02:00 PM, but it is not currently plugged in. (actual time should be 9PM) Vehicle locator MAP display blank from time to time Vehicle locator indicator is not at the SAME location every time (It seems to wander slightly and sometimes far enough to indicate it is NOT at HOME location even though it is parked in exactly the same location every time) UPDATE fails to communicate with vehicle from time to time Remote Control feature fails to communicate with vehicle from time to time Value Charge Profiles do not seem to work correctly, at least for me. Web Site does NOT report vehicle trips less than 1.6 Miles “Discussions” on the Web Site are not always available New discussion “notifications by E-mail” when “subscribing to them” missing from time to time Ford Personnel with Technical Expertise not involved with Web Site “discussions” The Help Pages on the Web Site are NEVER updated or reflect Important User Info changes/updates Charging Station Finder does not work from time to time The numerous Achievements that can be obtained are not documented “Key Personalization” reports “data not available” for many owners – problem report to Ford about 9 months ago When I tried to send Ford an E-mail on questions or problems it went unanswered or I was referred to the 800 number or the dealer. MyFordMobile Website does not seem to be responsive to any suggestions, even though rarely, suggestions are asked for, they are RARELY or NEVER implemented NO provision provided to search the USER DISCUSSION FORUM or the HELP FILES for “keywords” as MOST websites have in this area, hence, similar posts by users seem to be DUPLICATED, especially by new users who need quick access in finding answers to their questions/concerns Questions and/or problems referred to Ford take forever to receive an answer or resolution, and sometimes you never receive a response Gas Sipper display is NOT accurate – It reports most miles without turning key off rather than most miles between adding gasoline This problem has been reported to Ford by numerous owners for the past 12 months and is VERY confusing to new owners because Ford refuses to publish any information concerning or resolving it No notifications by text or e-mail messages when Value Charge Profiles are updated, even though these notifications ARE checked in “Notification Preferences” No notifications by TEXT messages when New Achievements are earned, just E-mail ( Always TWO of the same), even though both these notifications ARE checked in “Notification Preferences” No method to download or collect and save the stats that MFM provides – The website ONLY displays about 2 weeks of stats, and the rest is just LOST Although the user can copy some of that information to save it for themselves, it is VERY cumbersome and time consuming to do so and not ALL of the information for those various methods are actually collected When the dealer sold me the vehicle he did not tell me about MyFordMobile, even though he signed me up for the SyncMyRide website. I stumbled upon it by accident. Contacting Ford about questions/problems seems to be hit or miss, one option is the 800 392-3673 number but it has over 20 options and if you miss one of them you are thrown into “left field” and really confused the next time you try to call. Also the FORD REPRESENTATIVES do not seem to know the Ford products very well, including the Websites and the Vehicles, they never try to explain any details on questions or problems presented to them, it seems a lot of their answers are just a plain GUESS

According to Ford Technical Services cooling Air is from the outside of the vehicle.... 414-03B High Voltage Battery Charging System 2013 Fusion Hybrid/Energi Description and Operation Procedure revision date: 01/10/2013 High Voltage Battery Charging System - Plug-In Hybrid Electric Vehicle (PHEV) - System Operation and Component Description During high voltage charging the BECM commands the outside air (OSA) duct mode door actuator to open. This allows outside air to be pulled into the high voltage battery pack to cool SOBDM . The BECM monitors the mode door position and motor circuits and sets a DTC if a fault is detected. The SOBDM monitors its internal temperature and commands the charger cooling fan speed accordingly to prevent overheating. When high-voltage charging is complete the BECM charging state HS1- CAN message switches from charging to charging complete and opens the high voltage charge contactors. The SOBDM continues to charge the 12V battery while AC input is present except when commanded off by the SOBDMC . Copyright © Ford Motor Company

SteveEnergi: I also agree with your comment from a “personnel” perspective… But, I wonder if the user may be able to “help” the vehicle’s battery management sometimes. For instance, after a long trip on EV power in high ambient temperatures (I’ve seen ambient reach 1200F in the Phoenix area), possibly letting the battery cool down somewhat for a couple hours MAY be beneficial in the long term life and efficient use of the battery. I’ve yet to observe how high the temperature in the High Voltage Battery reaches in the summertime here, I’ll find out in a couple of months ! ! ! Bill

Murphy: Yes, I agree…. I see my battery (rated at 7.6KW) OBDII values as follows: 15.65% SOC (State of Charge) and 0.0 CTD (Charge Time Remaining) and 1.12KW ETE (Energy to Empty) when the vehicle’s MyTouch screen = 0% charge & instrument panel shows 0 miles left on the Battery. I’ve also noticed that when 0%, 0 miles occur the vehicle switches to Hybrid operation and shows about 1 mile left on the battery. 99% SOC and 99% CTD and 7.15KW (ETE) when the vehicle’s MyTouch screen = 100% charge & instrument panel shows 31 miles (max value) left on the Battery. So the vehicle seems to be maintaining the charge between about 14.7% to 94%. I’ve also noticed that when I plug in the 120V charger at 0% MyTouch, the vehicle will start charging immediately at full power for about 5 minutes and THEN shutoff and wait for the GoTime to arrive before it resumes charging at full power. This only happens near 0% , never when a higher charge remains on the battery. I have yet to determine if any of the above values vary with high or low battery temperatures. Bill

Immediately after use? Wait for a few hours to let the temperature drop? Try to keep it near 100% charged at all times? Try to keep it near 75% at all times? Depends on ambient temperature? Depends on the charge left – If near 0%, immediately? Depends on the charge left – If near 100%, wait for another trip? Does anyone have thoughts or opinions on this?

***** F L A S H R E P O R T - From Ford Engineers ***** “In some instances where a 2013 vehicle has a 2014 TCU installed, key personalization will not work. The “newer” TCU’s have an incompatibility for key personalization. Customers will always see “Data not available” under key personalization, even if it did work at one time. We are working with the TCU supplier on resolution, but we do not have an identified date as of yet. We feel that the issues the new TCU fixed were of a higher priority. If the customer really wants to keep track of separate keys, they will have to manually keep track.” It took them 6 (YES SIX) months to determine that – with NO RESOLUTION AVAILABLE ! ! !

For those that are interested-Ford's official description follows 414-03B High Voltage Battery Charging System 2013 Fusion Hybrid/Energi Description and Operation Procedure revision date: 01/10/2013 High Voltage Battery Charging System - Plug-In Hybrid Electric Vehicle (PHEV) - System Operation and Component Description System Diagram System Operation Network Message Chart — Generic Function Module (GFM) Broadcast Message Originating Module Message Purpose Customer State-of-Charge (CSoC) BECM Used to determine the correct LED charge status Plug present cord acknowledgement SOBDM Used to determine if a wall power plug is attached Puddle light activation BCM Used to determine status of the puddle light Ignition status BCM Used to determine ignition key state. The LED can only be lit if status is OFF or ACC. Gear lever position PCM Indicates gear state. The LED can only be lit if the PRNDL is in the Park position. High voltage battery charge status (not ready, charge wait, ready, charging, charge complete, fault) BECM Used to indicate charging status Illumination (gateway) BCM Used to determine illumination level of the LED from daytime and nighttime Ring On/Off (gateway) APIM The center stack sends a signal to turn the light ring on or off. This is a customer selectable preference. 12V Battery sensor voltage BCM 12V battery voltage measured with BMS (Battery Monitoring Sensor) Network Message Chart — Secondary On-Board Diagnostic Control Module A (SOBDM) Broadcast Message Originating Module Message Purpose High voltage battery state of charge (SOC) BECM Used to notify other vehicle modules that the high voltage battery has reached 100% SOC High voltage battery charge status (not ready, charge wait, ready, charging, charge complete, fault) BECM Used to transition the charger between charging and ready states Vehicle operating mode SOBDMC Vehicle must be in non-torque producing mode prior to charging Low voltage support PCM Used to activate the low voltage ouput and support the low voltage system Gear lever position PCM Used to determine transaxle gear state High voltage battery air inlet temperature BECM Used for high voltage battery cooling strategy Ambient air temperature PCM Ambient air temperature used for cooling strategy Cabin air temperature (gateway) FCIM Air temperature of cabin used for battery cooling strategy Maximum current request BECM Used to limit and set target setpoint of charger Maximum voltage request BECM Used to limit and set target setpoint of charger Charge contactor open/close BECM High voltage battery charge contactor command 12V battery charge setpoint command PCM This message is used to set the 12V battery charging voltage. The PCM receives 12V battery status from the BCM . DC/DC status DC/DC Converter Control Module Used to enable or disable charging of the 12V battery Ignition status BCM Used to determine ignition key state 12V battery sensor voltage BCM 12V battery voltage measured with BMS Vehicle configuration data BCM Vehicle identification number used for supporting DTC global snapshot data OBDII warm-up completions PCM Used to increment counters for DTC aging Odometer master value BCM Vehicle odometer value Component Description SECONDARY ON-BOARD DIAGNOSTIC CONTROL MODULE A (SOBDM) The SOBDM , also known as the BCCM, charges the high voltage battery and has an internal DC to DC Converter Control Module to maintain the 12V battery while vehicle is plugged into an external 110V or 220V AC EVSE. When the EVSE cord is plugged in the SOBDM wakes up by sensing a control pilot signal. The pilot signal duty cycle is analyzed to determine AC line capacity and the frequency is monitored to make sure it is in the proper range. The EVSE monitors the pilot signal to determine when to turn on AC output. A separate proximity circuit signal is analyzed to confirm if the connection is stable and the S3 button on the external charger cord is released. If both signals are in correct range, the SOBDM transmits an on-plug message via HS1- CAN . The SOBDM confirms the vehicle is not in torque producing mode by looking at the vehicle operating mode on HS1- CAN from the SOBDMC and closes an internal S2 switch signaling the EVSE to send AC voltage to the SOBDM . Switch S2 detection is determined by the pilot signal voltage change. If the AC voltage input is within range the SOBDM enables 12V battery charging and wakes up the BECM . While waiting to enter high voltage charging state, the SOBDM sets low voltage output to a minimum of 12.6V until it receives a low-voltage setpoint from the PCM via HS1- CAN . The SOBDM is ready for high voltage power conversion when it transmits a charger-ready message via the HS1- CAN . The SOBDM internally transitions from a ready state to charging state of the high voltage battery upon receipt of a battery charge ready or charging message from the BECM via the HS1- CAN . The vehicle gear position must be in PARK or the BECM will not transition to a charge ready state. When the BECM status goes from a charge ready to a charging state the charge contactors internal to the high voltage battery junction box are closed to begin charging the high voltage battery. The SOBDM limits the voltage and current to the high voltage battery based on the maximum voltage and current requests from the BECM via the HS1- CAN . The SOBDM transmits high voltage and current output internal measurements to the BECM via the HS1- CAN . During high voltage charging the BECM commands the outside air (OSA) duct mode door actuator to open. This allows outside air to be pulled into the high voltage battery pack to cool SOBDM . The BECM monitors the mode door position and motor circuits and sets a DTC if a fault is detected. The SOBDM monitors its internal temperature and commands the charger cooling fan speed accordingly to prevent overheating. When high-voltage charging is complete the BECM charging state HS1- CAN message switches from charging to charging complete and opens the high voltage charge contactors. The SOBDM continues to charge the 12V battery while AC input is present except when commanded off by the SOBDMC . During high 12V electrical loads or if the ignition is turned on while the vehicle is plugged in the main DC to DC Converter Control Module is enabled to charge the 12V battery. If this occurs, the SOBDM disables its low-voltage support and no longer charges the 12V battery. However, it continues charging the high voltage battery. The SOBDM shuts down if the BECM status is charge complete. If the release button (S3) on the EVSE is pressed while low-voltage or high-voltage charging is in progress, the SOBDM detects a change of proximity circuit voltage. The high-voltage and the low-voltage DC charging simultaneously stops. The SOBDM disables power conversion and opens the internal S2 switch. When the EVSE detects an open S2 switch by sensing a pilot signal voltage change, it drops the AC voltage output to zero so the charger cord can be safely removed. This prevents arcing of the charge port terminals when the Electric Vehicle Supply Equipment (EVSE) cord is disconnected. GENERIC FUNCTION MODULE (GFM) The CPLR contains 4 LED segments that display the high voltage battery state of charge and high-voltage charging system faults. The customer turns the LED segments on or off by changing the setting in the FCIM menu. The GFM monitors the gear lever position and ignition signals to detect if the vehicle is in motion. Due to Federal/State regulations, the GFM cannot activate the LED s (Display On) when the vehicle is in motion. The CPLR LED s will not operate unless the gear lever position is Park and the ignition status is OFF or ACC. When the external charging cable is connected to the vehicle, the SOBDM receives the input from the charge port and analyzes the connection. A pilot signal indicates the utility present and the capability. A proximity signal confirms the AC voltage is stable. If the connection is good a plug present cord acknowledgement is sent to the GFM via HS1- CAN to wake it up. If the external charging cable is not plugged in correctly, the SOBDM will not wake up and the GFM remains off. Once the charging cord connection has been validated, the SOBDM and the BECM transmit data which includes CSoC, charge ready status, and illumination to the CPLR via HS1- CAN . The electronics included on the printed circuit board (PCB) of the light ring analyze the signals and illuminate the sections accordingly. When a fault is sensed by the GFM , a DTC is set and can be retrieved using a scan tool connected to the DLC . COMPONENT OPERATION The SOBDM is an air-cooled component that converts an input voltage of (120 or 240 volts) AC to high-voltage DC and low-voltage DC power, while maintaining electrical isolation between the systems. The SOBDM is known as the on-board charger. When plugged into an external power source, the SOBDM is enabled and charges the high voltage battery (168-361 volts) and the low-voltage battery (12-15 volts). The SOBDM steps the high-voltage down to a low-voltage (between 12 and 15 volts, depending on vehicle needs), providing power to charge the vehicle low-voltage battery. During charge the SOBDM incorporates an internal DC/DC converter to charge the low-voltage battery directly. When a fault is sensed by the SOBDM , a DTC is set and can be retrieved using a scan tool connected to the DLC . The CPLR displays the current CSoC and charging operations of the high voltage battery. The CPLR is connected to the GFM using a pigtail harness located on the left front fender of the vehicle, just behind and above the left front wheel opening. When plugged into an external power source (120 or 240 volts), the GFM activates the light ring around the charge inlet port and performs a cord acknowledgment. If successful this sequence flashes one light segment one at a time in order. The segments shut off and this sequence repeats 2 times. During this sequence the GFM monitors the light segments for faults. If a non-functional segment is detected a DTC sets. This self-test can only detect a segment where all LED s are non-functional. The GFM communicates with other modules over the HS-CAN bus to analyze the signals to illuminate the sections accordingly. The CPLR displays charging, charging faults, and charging status. The light ring is segmented into 4 equal LED s, each indicating the state of charge: • One segment flashing < 25% charged • One segment lit (one segment flashing) > 25% charged • Two segments lit (one segment flashing) > 50% charged • Three segments lit (one segment flashing) > 75% charged. A flashing ring segment indicates a charge is in progress. When all four rings are solidly lit, the charging operation is complete. If less than four rings are solidly lit charging is not ready. When the charge is complete an internal timer starts to do a 3-5 minute shutoff to turn the LED s off and put the module to sleep. The LED s remain off until a Puddle Light Activation command is sent via the key fob or door handle. If the GFM receives a fault all LED segments flash rapidly for no more than 5 minutes before going to sleep. LED illumination varies depending if it is daytime or nighttime. To remove the EVSE cord, press the release button to stop the charging process. All the LED s shut off indicating it is safe to unplug the cord. There is a customer preference setting in the APIM to customize the operation of the Charge Port Light Ring (CPRL). The options available include: LED s On (normal operation), LED s Off except for Cord Acknowledgements and Puddle Light Activation requests, LED s Off (this setting prevents LED operation for any reason). Copyright © Ford Motor Company

Energitic: Pardon me for inferring that I do not believe you, but I'm just trying to obtain different viewpoints and further information on the subject, since there seems to be a lot of misunderstanding involving this subject. Note on my previous post NOT all low power devices utilize the disconnect feature. These forums are supposed to be a discussion on various subjects BUT they sometimes seem to be an "attack" on an individuals comments, whether it was intended or not. That was NOT my intention here. Bill