Redshift

Are you plugging phone into usb?

 

Nope. Just bluetooth so I can send and receive calls. I don't want to play music from my phone when I pay for satellite.

Mine switches from FM to BT, but only occasionally. Every time would deserve a fix or work-around, like turning BT off on your phone. 

 

HAve fun,

Frank

 

I can't turn bluetooth off on my phone because then the hands free won't work. I'll recheck the settings. I turned off autoplay thinking that would cure it. Nope. BTW once in  a while it doesn't switch, but it's rare.

Almost every time when I start my car, Sirius switches off and it tries to play songs from my phone using bluetooth. It's annoying to have to switch it back to Sirius every time I start my car. Any suggestions? 2015 C-Max SEL.

There is no configuration option for the DRL on the left hand display in my 2015 cmax se.

 

My 2015 C-Max SEL does have the option of turning the DRLs on and off.

Just plugged in my scanner and got the P0302 code, misfire on cyl 2. Light was not flashing on me when I started the engine. I did have to let the hybrid battery run down before the engine would start running. 

 

FYI next time if you want your engine to start right away, just turn on your heater and turn up the temp. It will start in seconds.

Turning on the heat will definitely keep the engine running. Set it for a high temp and the engine will run for quite a while.

Thanks; am I correct, should the HVB die.....the 12v battery would start the C-Max...and the vehicle will run on the Gas engine.....one Poster wrote, if the HVB Battery dies, Vehicle will not run......reason for asking.  It wouldn't seem logical that with a Dead HVB battery that the Gas engine would not operate the C-Max.

 

The 12v battery cannot start the C-Max because the C-Max doesn't have a starter. Totally on the HVB to start it.

Frank... I understand, my concern is driving as you described, I can get the HVB to that 70% (top) but from there if I am in an area where I can drive mainly on EV....ie flat roads (I am in Florida); very little Braking....that 70% charge will quickly discharge to the 30%....about 1 to 1.5 miles of driving on EV......  This is what I mean when I wrote, my  HVB Charge "Lives" mostly at the bottom of the HVB Dash Symbol.  My feeling is the HVB Battery will Charge to 70% if I drive the vehicle Braking, off acceleration....Gas engine running.....so it does charge fully (I guess) but the HVB in my thinking discharges much too fast based on distance Traveling on EV.  Its liken to a battery at idle, it can show it is fine....but once a load is placed on it...its State of Charge is poor and its power runs down quickly.  Further, this is how its been since July, prior to this....I would say where I drive hasn't changed very much, prior to July the HVB Symbol was in the Mid to upper range...so to me, this is the basis for my concern.  

 

Don't worry at all. My 2015, when driven only on surface streets, never reaches full charge on the gauge. It's not meant to. The only time I see a full charge is when I go down a long hill. It's normal. Just drive and enjoy it.

I'm a bit confused on what you are asking. Do you really think it matters whether you turn up the temp manually or let the car do it? The auto setting works great in all kinds of weather. Set it and forget it.

For those that don't understand how a Power Split transmission works go to this link and set the sliders in the animation as I describe below for examples of how positive, negative, EV, reverse, and stationary modes work.   The rpms shown are based on the Prius transmission.  The C-Max rpms will be different but the same principles apply.  Also, this diargam is for rpm only and not torque as the motors can supply positive or negative torque irrespective of rotational direction.

 

Stationary Mode:  vehicle is not moving.   1) set the traction motor slider (MG2) to zero mph. 2) move ICE slider up and down. 3) the generator rpm will be positive and the control algorithms will determine whether to charge the HVB by applying the appropriate three phase voltages and frequency to generator (MG1) so that current will flow from the generator to the inverter and then to the HVB.  The rotation of MG1 is deemed positive.

 

Reverse Mode:  vehicle is moving in reverse.  1) set the traction motor slider (MG2) to -10 mph.  2) move ICE slider to zero.  3) the generator rpm (MG1) will be positive.  The traction motor (MG2) will supply torque to the wheels so the vehicle moves in reverse (negative rpm).

 

EV Mode: ICE is off and vehicle is being propelled by the traction motor (MG2).   1) set ICE to zero rpm.  2) move MG2 slider up and down above zero rpm.  3) the generator rpm (MG1) will be negative.  For the C-Max, the gearing is such that rpm is almost a -1:1 ratio of MG1:MG2 rpm.  The control algorithms will use the energy from the HVB to operate MG2.  

 

Positive Split Mode:   ICE is on and vehicle is moving. HVB being charged.  1)  set ICE rpm slider and traction motor rpm slider (MG2) so that the generator rpm (MG1) is greater than zero.  This is positive split mode where the control algoritms determine how much ICE torque is applied to the generator to charge the HVB.

 

Negative Split Mode:  ICE is on, HVB SOC is high (control algorithms won't allow any more charge), and vehicle cruising at higher speed.  1)  Set MG2 rpm high (say above 65 mph) to simulate that EV mode would not likely be used.  2)  set ICE slider so that MG1 rpm is about zero.   3) now slide ICE rpm lower simulating constant torque but at reduced rpm (more efficient operating point on the BSFC map of ICE). MG1 rpm is negative (physical rotation has changed from positive split mode.  The control algorithms will operate MG1 as a motor applying torque to slow down ICE.  The traction motor rpm remains constant but may act as a generator to utilize the combined torque of ICE and MG1 or motor if additional torque is required in both cases to maintain speed.

 

As one can see from my graph in a previous post and the linked demo (despite what Redshift continues to say),  the algorithms will switch the physical direction of rotation of the generator extremely quickly via electronics and seamless to the driver for the benefit of operating most efficiently. 

 

https://www.thoughtco.com/how-electric-motors-and-generators-work-85463

 

Motor/Generators

Motor/generators are really one device that can run in two opposite modes. Contrary to what folks sometimes think, that does not mean that the two modes of the motor/generator run backwards from each other (that as a motor the device turns in one direction and as a generator, it turns the opposite direction). The shaft always spins the same way. The "change of direction" is in the flow of electricity. As a motor, it consumes electricity (flows in) to make mechanical power, and as a generator, it consumes mechanical power to produce electricity (flows out).

 

Redshift tell me what happens when you shift into reverse???? 

Since there is no reverses gear, the electric motor DOES reverse. It does not reverse when going down the highway. That would put way too much stress on the electric motors. Notice how Ford stresses in the owner's manual to be at a full stop when switching into reverses or you could damage the tranny.

 

No, your addition to my post (shown in red) is incorrect. 

 

The generator rotation physically changes direction in negative split mode from positive split mode. So, by changing electronically the phase relationship of the 3 phases of the generator, the generator can be made to spin in the opposite direction thereby allowing the rpm of ICE to drop while still applying the same torque demand.  The generator rpm is added to the reduced ICE rpm to keep rpm to the wheels virtually the same.  See attached chart showing ICE, Generator, and Traction Motor RPM that I posted several years ago.  Clearly, the generator physically changed direction of rotation (blue dotted line). Also note how the Generator controls the overall "gear ratio" (green dotted line vs blue dotted line). 

 

Also, the torque requirements must remain in balance to the wheels to maintain the same speed.  So, the traction motor can act as a generator producing electric energy that will be used by the generator (acting as a motor).  The control algorithms will adjust the torque requirements of the generator and traction motor to keep ICE operating as efficiently as possible.  But, the transmission operating efficiency suffers because of the losses in the generator and motor converting mechanical energy to electrical and back to mechanical in negative spit mode. 

 

C-Max RPM.JPG

 

The electric motors spin at high RPM. They DO NOT physically reverse direction. https://www.thoughtco.com/how-inverters-and-converters-work-85612

 

The "lean burn" mode is likely negative split mode operation where the SOC of the HVB is high (around 2/3 - 3/4 full when looking at the battery symbol), cruising on relatively flat ground at moderate speeds (50 - 70 mph).  By backing off the throttle ever so slightly (or going down a very slight downgrade), torque demand drops slightly.  The power control algorithms can then reduce ICE rpm by spinning the generator in the opposite direction thereby maintaining rpm to the final drive and thus mph.  The traction motor will be used to make up slight differences in torque requirements (either + or -).  The effect on ICE is that it is now operating on a more efficient point on the Brake Specific Fuel Consumption map.

 

Operating in negative split mode was easier to do prior to the Ford changing the maximum EV speed from 62? mph to 85 mph.  Now, backing off the throttle slightly generally kicks in EV mode.  In addition, Ford may have  tweaked the algorithms in later revisions.   Negative split is not the preferred mode and is used when ICE must be on.  The preferred modes are EV and positive split mode (ICE on, generator charging, traction motor assisting ICE propel car).

 

One thing. The generator doesn't physically change direction. The current flow direction is controlled electronically.

Thanks obob. I corrected my post after I checked my build date. 3-15 so it's not included in the recall.

Here it is, August 2018 and I still have received no notice from Ford about my door latches on my 2015 C-Max. Oops, my bad. My 2015 was manufactured in March, 2015 so it's not on the recall list.

Unfortunately, hydrogen isn't the answer -- at least currently. The problem is we don't have a good way to extract hydrogen from the air; current methods to "create" hydrogen costs more energy than is created. For hydrogen to become an answer, we need to have a major breakthrough.

It's true we don't  have the tech to extract hydrogen from the air since air has no hydrogen in it. I believe you meant water.

Had an odd thing happen two times so far. I was listening to the radio without the car on and I got a message that it was turning off the radio to save the battery. It said I could start the car instead. Has anyone else seen this? I hope it's not a warning that my 12v battery is dying.

I feel quite disappointed that Ford is spending time updating Sync 3 when there are millions of Sync 2 users who are left out in the cold.

I think you can edit one of the files on the flash drive and force it to reload the same version of sync.

I'll look into that. I saw that one of the files is different. I just don't want to brick my car :-) 

I downloaded 3.8 and then 3.10 off the internet and installed it on my 2013 hybrid.

3.10 works fine for me for several months now.

The version I downloaded was missing the self diagnostics test.

I found a version online that has the self diagnostic test using voice control. You can activate it manually which is what I have to do because I installed the version without first, then I found the full version. It won't let me update it.

I have a 2015 and it's always done that. Unless it does it constantly, the dealer can't do anything.

I also assumed my 24 thousand dollar C-Max was going to have a spare tire, and I assumed it would have a locking gas cap.  I also assumed that my cell phone would work with bluetooth and the rear tires would not wear like someone forgot to design the car right and the 12 volt battery would not go dead 4 times for mysterious reasons. 

 

( BTW, Ford fixed the dead battery thing which never was a problem with 2014s and newer. )

That's why you should never assume. Remember what the Pink Panther said about the word assume , right?

Found it here https://forum.xda-developers.com/showpost.php?p=71250920&postcount=834

Was able to download it.  Gen2v310build16180updatepackageNA.zip  593.6 MB

 

Is anyone running Sync V2 3.10 successfully on a c-max?  Looks like it came out last year but was

only available from dealers (for some cars).

 

Ford site still shows 3.8 as up to date for my 2013 but then the ford site didn't work right for the last update either.

I found a copy of the file also. I installed it in my 2015 C-Max. 3.10 seems to work fine except I no longer have vehicle health report. Weird.

LOL, I also think the Ford reps on the site left a long time ago.  I agree with you, I believe we are on your own on Sync 2.  Many of us had to install Sync 2 V 3.10 (which I believe is the last update) as we could not get the version directly from the Ford site.  What version do you have?

 

I don't recall ever seeing that Ford has "officially" abandoned Sync 2.  But there is a Class Action Suit that was given status by the court with respect to MFT, Sync 2 although I haven't seen anything lately on the status (within the last year or so) on what is going on.  Who knows maybe someday we'll get a check from Ford. :)

 

The class-action lawsuit goes to trial in California in April 2017. In a statement, lead plaintiff’s attorney Steve Berman claimed, “At best, what consumers paid for amounted to a pricey inconvenience, failing to live up to even the most basic of Ford’s gilded promises. But in the worst scenarios, the failed MyFord Touch system’s defects can be a hazardous distraction to drivers.”

I have version 3.8. I didn't know there were any more updates because Ford doesn't talk about Sync 2 any more. Where can I get 3.10? I'll Google it while waiting for your reply. Thanks.

I have a 2015 C-Max. My sync software was updated in October 2015. I haven't seen an update since. There is nothing on Ford's site about Sync 2, just Sync 3. Are the millions of Sync 2 owners now screwed out of updates? I want Google Auto to work in my car. Ford, have you completely abandoned all of us Sync 2 owners? It sure looks like it.