FFH factoids & parts quiz

[mwr]

If you leave the car in Accessory, the HVB will keep the car alive by charging the 12 vdc battery until the HVB gets to it's low shutoff limit when the HVB is disconnected. The 12 vdc battery will power things until it dies. The car is then dead until you jump the 12 vdc. It may take a few minutes for the dead 12 vdc to come up enough for the computers to allow the HVB to be connected again. The HVB will be below normal charge level but will be enough to start the ICE. The HVB will recharge in a few minutes but the 12 vdc will take much longer and you should probably put an automatic charger on it overnight. You probably haven't done the 12 vdc much good and it's life is probably shortened by such an event ( BT,DT ).

Why would the 12v take so much linger to charge that you should put in on a charger? Why wouldn't it be easily charged by driving, just like the HVB only faster?

[lolder]

if you have a deficit of say 60 ampere-hours in the 12 vdc battery, the dc-to-dc converter which I think has about a 120 amp output capacity would ideally take one half hour to charge it. In practice about twice that so you are right, driving will charge it but it takes at least a half hour.

 

The HVB has a capacity of 1.4 Kwhrs. If you discharge it from say 50% to the nominal emergency cut off of 20% capacity, that's 30% of 1.4 Kwhs or 0.420 Kwhrs. The HVB can accept a charge rate of about 50 Kw and the generator is more powerful than that so the HVB recharges in a few minutes, probably in about a tenth of the time the 12 vdc requires.

[GrySql]

Continuing with the Hybrid Electric Control Software, this will end this section:

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

 

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Regenerative Braking

The regenerative braking is a software strategy and is controlled by the anti-lock brake system (ABS) module, the TCM, and the BECM. Regenerative braking is the ability to capture and store a portion of the energy that would be lost as heat during a braking event. When the driver applies the brakes, the TCM determines how much negative torque (braking force) the traction motor should provide in addition to the friction brakes. Depending on the high voltage traction battery state of charge, the amount of negative torque provided by traction motor can vary between 0 and 100 percent. The traction motor then becomes a generator, which causes the energy to flow into the high voltage traction battery. The TCM strategy smoothly blends regenerative and friction brake effort to make the dual brake operation transparent to the driver.

 

Torque Monitor

The torque monitor resides within the TCM as both software and as a redundant safety processor. The torque monitor detects certain computer concerns of the TCM. The torque monitor also detects if the overall powertrain torque delivered to the output shafts of the vehicle is excessive to what the driver is requesting. The torque monitor detects three gross errors that are present for some calibrated amount of time:

• unintended vehicle motion - the powertrain accelerates the vehicle when it should not (such as in NEUTRAL) or provides torque in the wrong direction. 

• excess acceleration - vehicle accelerates at greater rate than the driver or the cruise control requests. 

• excess powertrain deceleration - vehicle powertrain braking exceeds driver demand. 
When any of the gross errors are detected, the torque monitor communicates it to the TCM, which initiates appropriate action such as LOS mode. The torque monitor requested LOS mode can be cleared when the concern is no longer present, and the ignition is cycled to the OFF position for about 10 seconds.
• Torque Determination and Energy Management 
The TCM is responsible for torque determination and energy management functions. The TCM monitors gear selector position (PRNDL), brake pedal position (BPP) and accelerator pedal position (APP). The TCM then makes a torque command determination. Positive torque is perceived as vehicle acceleration and negative torque is perceived as braking. Based on the amount of torque requested by the driver, the TCM decides which power source has to deliver the torque to meet the driver demand while the powertrain system is running most efficiently. 

• Vehicle System Controller (VSC) 
The PCM, the TCM and the BECM are connected to a high speed controller area network (CAN) to exchange information messages. The VSC is a software function integrated inside the TCM, and is responsible for vehicle system operation, generating and sending commands to initiate appropriate actions such as LOS modes when concern is detected. The TCM also stores DTCs along with the freeze frame PID related to the LOS action that was initiated. 


Edited October 18, 2015 by GrySql

[Texasota]

I was curious if the high speed controller area network (CAN) was an industry standard or Ford proprietary. Lots of details on it here:

 

http://www.ni.com/white-paper/2732/en/

 

I think I remember other threads talking about how the TCM is the maestro that does most of the controlling and coordination in the FFH and I suppose that is also the case for most other hybrids. It is interesting, to me, that it appears the transmission (as opposed to the ICE) is the heart and soul of this power train.

[hybridbear]

Normal Power Down Sequence

The TCM must conduct a normal power down sequence. Whenever the ignition is turned to the OFF or ACC position, modules powered up by the ISP-R circuit immediately shut down. However the PCM, TCM, and the battery energy control module (BECM) stay on, until the power down sequence is complete. The PCM and TCM stay powered by controlling their own dedicated power relays. The BECM is powered directly from the low voltage battery which permits wake-up function when the vehicle is off. During the power down sequence the TCM:

• requests the PCM to cut power to the injectors and ignition coils (engine shut down).

• disables the high voltage inverters.

• requests the BECM to disable the DC/DC converter.

• requests the BECM to open the high voltage contactors.

• discharges the high voltage inverter capacitors. • opens the TCM power relay.

If the power down sequence does not execute correctly, it is considered an abnormal shut down which may result in the PCM, the TCM and the BECM storing DTCs.

You can see some of this sequence when monitoring the system with Torque Pro. Certain modules immediately go inactive when the car is turned off and stop transmitting data, others continue to transmit data for a short time after the car is turned off. For example, Transmission Fluid Temp stops showing data right away when the car is turned off. 12V battery stats continue to transmit data and you can see how many amps of discharge the 12V battery is experiencing during this time.

[GrySql]

Okay, here's a quiz, what's this?

 

[Texasota]

Okay, here's a quiz, what's this?

hybrid_ecvt.jpg

 

The picture says it is a hybrid ECVT which would make it the heart and soul of our FFH's powertrain.

Edited December 30, 2014 by Texasota

[GrySql]

Some quiz when I leave the name on the picture...

Oh well, here's some hard data:

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

==

 

Transmission Overview
The Electronically Controlled Continuously Variable Transmission (eCVT) has the following internal components:
• Traction Motor
• Generator/Starter
• High voltage terminals
• Pump and filter assembly
• Transmission fluid auxiliary pump
• TR sensor
• TFT sensor
• Planetary carrier
• Differential carrier
When the transmission range is in the park position the park pawl locks the final drive to the transmission case and the vehicle cannot be moved. The vehicle can be turned on and the ready indicator light illuminates to indicate the selector lever can be moved out of park and the vehicle can be driven.
When the transmission range is in the reverse position, the TCM changes the polarity of the field coil which reverses the electric motor to move the vehicle in reverse.
When the transmission range is in the neutral position, the electric motor does not provide power to or hold the final drive and the final drive can spin freely.
When the transmission range is in the drive position, the TCM provides high voltage current to the electric motor to transfer torque to the final drive.
When the transmission range is in the low position, the transmission increases regenerative braking when the accelerator pedal is released to provide an engine braking feeling and increased battery charging.

 

Edited October 18, 2015 by GrySql

[Texasota]

When the transmission range is in the low position, the transmission increases regenerative braking when the accelerator pedal is released to provide an engine braking feeling and increased battery charging.

 

The behavior when the transmission is in the low position sounds similar to when the Grade Assist (GA) button is pressed. The above does not mention increased compression braking from the ICE. Are there other differences between the two?

[GrySql]

 

The behavior when the transmission is in the low position sounds similar to when the Grade Assist (GA) button is pressed. The above does not mention increased compression braking from the ICE. Are there other differences between the two?

They do act similar don't they, the PCM gets the response from the Grade Assist switch and sends the response to the TCM. I'm learning as we go along too, this is complex stuff. I'm trying to keep it in some type of order, from 2 different sources.

The TCM is the magical box that sits atop the eCVT and tells it what to do.

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

==

 

Transmission Control Module (TCM)

Note: The TCM is also known as the secondary on board diagnostic module C (SOBDMC).

The microprocessor that controls operation of the transmission is called the TCM. The TCM is a stand alone module. The TCM receives a variety of controller area network (CAN) messages and hardwired signals from modules connected to the CAN. Based on information received, the TCM makes a decision on how to control the operation of the generator motor or the traction motor. In case of a concern, the TCM is able to detect and store the appropriate DTC. The DTCs can be retrieved from the TCM by carrying out an on demand or continuous memory self test. The TCM can be reprogrammed. The TCM controls the motor electronics cooling system pump as well as the electric auxiliary heater and transmission auxiliary oil pump (plug in vehicles only).

 

TCM Keep Alive Memory (KAM)

The TCM stores data in the KAM (a memory integrated circuit chip) about vehicle operating conditions, and then uses this data to compensate for component variability. The KAM remains powered when the ignition is turned OFF so the data is not lost.

 

Edited October 18, 2015 by GrySql

[hybridbear]

Transmission Control Module (TCM)

Note: The TCM is also known as the secondary on board diagnostic module C (SOBDMC).

The TCM controls the motor electronics cooling system pump as well as the electric auxiliary heater and transmission auxiliary oil pump (plug in vehicles only).

I know SOBDMC from Torque Pro PIDs. I didn't realize that it is the TCM.

 

One important thing to note is that the Hybrid transmission fluid pump is only active when the ICE is on. The Energi has a secondary transmission fuel pump, as mentioned above, which is electric and is powered when the ICE is off. There have been some issues with owners who do a lot of mountainous driving having eCVT issues because of extended EV operation going down mountain grades with no lubrication in the transmission. I believe there was even a TSB relating to this. I wonder if the next redesign will feature the auxiliary transmission fluid pump on both the hybrid and the Energi. I would guess that the additional cost to add it at the factory is quite low and that warranty costs could add up for Ford when the eCVT costs thousands of dollars to replace when it fails. The eCVT must be replaced as one unit, so if/when it fails it is a big job.

[md13ffhguy]

One important thing to note is that the Hybrid transmission fluid pump is only active when the ICE is on. The Energi has a secondary transmission fuel pump, as mentioned above, which is electric and is powered when the ICE is off. There have been some issues with owners who do a lot of mountainous driving having eCVT issues because of extended EV operation going down mountain grades with no lubrication in the transmission.

Would Grade Assist enable the transmission fluid pump when the ICE is "on" for compression braking?

[hybridbear]

Would Grade Assist enable the transmission fluid pump when the ICE is "on" for compression braking?

Good question, I have no idea.

[GrySql]

I know SOBDMC from Torque Pro PIDs. I didn't realize that it is the TCM.

 

One important thing to note is that the Hybrid transmission fluid pump is only active when the ICE is on. The Energi has a secondary transmission fuel pump, as mentioned above, which is electric and is powered when the ICE is off. There have been some issues with owners who do a lot of mountainous driving having eCVT issues because of extended EV operation going down mountain grades with no lubrication in the transmission. I believe there was even a TSB relating to this. I wonder if the next redesign will feature the auxiliary transmission fluid pump on both the hybrid and the Energi. I would guess that the additional cost to add it at the factory is quite low and that warranty costs could add up for Ford when the eCVT costs thousands of dollars to replace when it fails. The eCVT must be replaced as one unit, so if/when it fails it is a big job.

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

 

 

==

 

Transmission Control Module (TCM) Comprehensive Component Monitor (CCM)

 

The TCM CCM detects concerns in the TCM system. The TCM CCM oversees internal and external TCM components, as well as internal and external circuits which provide input or output signals to the TCM.

When a monitored component concern is detected, the TCM stores a DTC and illuminates the powertrain malfunction indicator (wrench) lamp.

The following components are monitored:

• motor electronics cooling system (MECS)

• auxiliary heater system (plug in vehicles only) • transmission oil pump (plug in vehicles only) • high voltage sensors

• clean tach out

• electric motor position sensors

Edited October 18, 2015 by GrySql

[hybridbear]

Here's one that I found to be very interesting:

 

Enhanced Thermostat Monitor

The enhanced thermostat monitor helps to reduce the time it takes to identify a thermostat concern. This monitor is executed once per drive cycle during a cold start and has a run duration of 300 seconds.

During a cold start, when the thermostat should be closed, the enhanced thermostat monitor uses intake air temperature, engine speed, and engine load to predict the engine coolant temperature. Once the predicted temperature has exceeded a target temperature for a length of time, the actual engine coolant temperature is compared to its required threshold. This threshold is 11°C (20°F) below the thermostat regulating temperature. If the engine coolant temperature exceeds this threshold, the thermostat is functioning correctly. If the engine coolant temperature is too low, the thermostat may be stuck open and a DTC may set.

On some cars you just have to notice that you don't get heat to realize that your thermostat is worn out, the FFH will set a DTC when it happens.

[hybridbear]

Would Grade Assist enable the transmission fluid pump when the ICE is "on" for compression braking?

It appears the answer may be yes. The diagram shown below indicates that anytime the ICE is spinning the pump would be active.

 

Here is the same diagram for the Energi:

[hybridbear]

Here is more data about the cooling of the transmission & hybrid electric components:

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

electric powertrain cooling.pdf

TFT cooling PHEV.pdf

TFT cooling HEV.pdf

Edited October 18, 2015 by GrySql

[lolder]

Before they upped the EV speed with software, Ford probably believed the ICE would be turning going down hills at highway speeds. Now it doesn't and the lubrication problem is an example of unintended consequences. It sure would be nice to be able to undo that software "upgrade", IMHO.

[GrySql]

I had to go look up some new factoids...

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

 

Want to discuss this?

Edited October 18, 2015 by GrySql

[Texasota]

 

Want to discuss this?

HF-35.png

 

 

I'm game. Was wondering if we were going to have more factoids. I'm learning a lot here.

[GrySql]

I'm learning a lot here.

Me too...

 

NOTE: The following is general information only and and may not be complete. This information is for discussion only and not to be used for problem solving with your specific car. This information is not intended to replace or supersede any warranty, parts and service policy, Work Shop Manual (WSM) procedures or technical training or wiring diagram information. Seek qualified automotive help if your car is having drive-ability problems.

 

 

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HF-35 Automatic Transmission External Controls -

System Operation and Component Description

—

System Operation

This transmission has 5 range positions: P, R, N, D and L (LOW) with a TCS.

—

Park

With the range selector in P:

• the parking pawl locks the output shaft to the case.

• the ignition key can be removed.

• the ignition switch can be cycled from OFF to START or RUN. The ready indicator light will illuminate on the IPC when the ignition switch is cycled to the START position.

The ready indicator light is located on the lower right hand corner of the IPC.

—

Reverse

With the range selector in R:

• the vehicle may be operated in a rearward direction.

• reversing lamps are illuminated.

• if the ready indicator light is not illuminated, which lights when the ignition switch is cycled to the START position, there is no reverse gear engagement.

—

Neutral

With the range selector in N:

• no power flows through the transmission.

• the output shaft is disengaged from the drive wheels.

—

Drive

The range selector in D position provides:

• low speed driving.

• acceleration.

• cruise conditions.

• deceleration.

• maximum fuel economy during normal operation.

If the ready indicator light is not illuminated, which lights when the ignition switch is cycled to the START position, there is no forward gear engagement.

—

Low

The range selector LOW position provides:

• engine braking.

• improved traction on slippery roads.

If the ready indicator light is not illuminated, which lights when the ignition switch is cycled to the START position, there is no forward gear engagement.

—

Brake Shift Interlock System

The brake shift interlock system prevents a shift out of P unless the brake pedal is pressed. The brake shift interlock system has a BSIA (brake shift interlock actuator) mounted on the selector lever assembly. If the ignition switch is in the RUN position, the BSIA will allow the selector lever to be moved out of P only when the brake pedal is pressed.

Note: There is a procedure that can manually override if the selector lever cannot be moved out of the P position when the ignition is in the ON position and the brake pedal is applied.

—

TCS (Transmission Control Switch)

Drive with grade assist is activated when the TCS is pressed. The TCS is located on the selector lever knob. When the TCS is pressed, the 6th gear or O/D upshift is prevented or the transmission shifts down to 5th gear. The TCS is meant to be used when driving conditions cause excessive shifting from 6th to other gears such as hilly terrain, mountainous areas or when engine braking is required.

Grade Assist

• Improves vehicle handling in hilly terrain or mountainous areas by providing engine braking and extending lower gear operation on uphill climbs.

• Additional engine braking is provided through the automatic transmission shift strategy which reacts to vehicle inputs (vehicle acceleration, accelerator pedal, brake pedal and vehicle speed).

• The transmission will select gears that will provide the engine braking desired, based on the vehicle inputs, this will increase engine rpm during engine braking.

 

Component Description

—

Brake Shift Interlock Actuator

The brake shift interlock system consists of:

• a BSIA that is integral to the selector lever assembly.

• an ignition switch.

• a BPP switch.

• a BCM.

—

Selector Lever Cable

The selector lever cable consists of:

• a cable that connects the transmission manual control lever to the selector lever assembly.

• a cable grommet that is fastened to the floor pan.

• adjuster locking tab at the transmission manual control lever.

—

Selector Lever

The selector lever consists of:

• a selector lever knob.

• a BSIA that is integral to the selector lever assembly.

• a TCS that is integral to the selector lever knob.

 

Edited October 18, 2015 by GrySql

[mwr]

Since when does the FFH have distinct gears?

TCS (Transmission Control Switch)
Drive with grade assist is activated when the TCS is pressed. The TCS is located on the selector lever knob. When the TCS is pressed, the 6th gear or O/D upshift is prevented or the transmission shifts down to 5th gear.

[GrySql]

Good catch, some boilerplate from another transmission I guess. I better look at that HF-35 Workshop Manual a little closer because that doesn't fit.

Edited January 11, 2015 by GrySql

[hybridbear]

I noticed that same strange language when I read through that section the other day. I don't get it. Does the gas Fusion have a 6 speed transmission?

[Texasota]

I noticed that same strange language when I read through that section the other day. I don't get it. Does the gas Fusion have a 6 speed transmission?

Yes, the automatics in the gas Fusions are 6-speed. The 2015 gas fusions no longer offer a manual transmission.

Edited January 11, 2015 by Texasota