Electronics diverge in engineering Ford's hybrid C-Max and plug-in Energi

[darrelld]

http://www.sae.org/mags/sve/vehic/11705

 

Large cell compartment for plug-in holds electronic modules, which are (1) battery temperature sensor; (2) junction box; (3) battery energy controller; (4) DC-DC converter controller; (5) secondary on-board diagnostic module.

Turning a hybrid electric vehicle (HEV) into a plug-in hybrid (PHEV) is more than adding cells to a battery pack, reflashing the controller, and installing a charger. The 2013 Ford C-Max and C-Max Energi are examples of what it takes to develop conventional hybrid and plug-in versions of the same vehicle—that is, many specific parts, software, and validation.

 

Both cars have lithium-ion (nickel-manganese-cobalt oxide) cells, which are chemically very similar. But those in the plug-in C-Max Energi, which has a 21-mi (34-km) EV range, have thicker electrodes and store more energy.

 

Why wouldn’t the C-Max conventional HEV have the same electrode thickness? Because thinner electrodes have less impedance, so the cells (of which there also are fewer) can deliver electric power faster. HEV batteries are a power source for acceleration assist, only minimal EV operation.

[Jus-A-CMax]

Excellent article. So as we prepare for the summer heat, it looks like it's imperative we use the AC as it's part of the BMS. Very different to our habit of saving EV by opening the windows instead of AC. Hmmmmmh.

[roninsd]

During a couple warmer days here I used the AC, and while driving in EV, the ICE didn't kick in at all.  Wondering if it's just the heater than draws on the ICE.

[PWBarrett]

Yep - the AC compressor uses an electric motor powered off the HV battery, so it doesn't need the ICE,

(Until you run the HV battery down so low that the ICE runs to recharge it.)