Prius III hybrid to PHEV convertion

Hi everybody! I would like some special info if someone already knows about it... It regards the physical canbus messages between the nods..... As far as i understand all the apps that extract some kind of data (mainly voltage, current, state of charge ccl and cdl) actually ask it from the ECU... And the ecu respond the proper answer... But since i have read the canbus with an canbus shield I can not find some message that responds to the ones that are associated to the measurements i mentioned above... (Passive reading) So if someone have some info about these messages and willing to share this kind of info with us is welcome to do so...

Thanks,
George

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Well after some more play around... I will prepare for a test that i will do next month probably... I have set a simple double arduino setup that reads saves and promotes the incoming messages to the other unit... So each arduino will read and send the messages from each side. The one will read the canbus and send towards the other wich will be on the batery ecu and then it will read the battery ecu and send to the other that will send the mesaages to the car's canbus... In this way i hope to isolate the associated to soc messages and maybe replicate them... I donot itent to disrupt the rest of the messages at this phase of the project if it succeeds... But then i could possibly replacate the ccl dcl as the soc... But it is a later step... I will report the results asap! Cheers



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Hey guys,

I wonder if anyone knows wat are the can bus pins on the battery ecu plug... ???

It seems that there might be some succes after all... I will update the info... Also I have noticed that after the battery relative campain that toyota tech did at the car ... the DCL is down to 20 to 22 kw instead of 30kw that it used to be... so That might be the main reason te car accelerates slower... seems like a key parameter for overal power limit. because while it is low the most power comes from the engine otherwise the battery helps with that...

 

Well it seems that in gen3 the canbus doesnot take place between the battery managment module and the hybrid ecu...

Actually even if it is not clear seems that there is some serial communication that takes place ... So that seems to be the reason than tge 3rd gen did not hav so many phev conversions as the gen 2...

Is there anyone have some knowledge about that? Someone who refers that say that it might be 485...

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Yup, but since this version never imported in my country , the only way to have a phev is diy... And as it seems the 2nd gen that was using canbus for these data had and still have many phev converstions up to date... But there is nothing available even as info for 3rd gen... At least as regards the managment of the battery... Because there are some conversions with extra higher voltage bats out there but they still use the original which they charge continiusly until they reach some specific soc and then stop charging until some other specific soc again and again... So 3rd gen is missing right battery managment for conversion...

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Well it seems that there might be some way to research a bit more...(given time)

The hv bat smart unit communicates with Power Management control ecu with some kind of serial communication... The PMCEcu then decides and promotes probably the necessary info to the ECM by 2 can bus the screenshot is from 2010 wiring diagram... This might be the proper spot to intercept the comms and spoof the SOC dcl and ccl if someone could understand the comms... They might be similar to 2nd gen Prius but who knows... As I understand there might be 2 ways that toyo uses these info.... One is if the SOC value along with the dcl and ccl (plus voltage -plus current )is given in the ECM the ECM have some specific maps and restrict the torque value that drives the injections and sparks on the engine or the current and pwm of the mg2

The other and most probable way since the accelerator pedal is connected to PMC Ecu

Is that the latter dictates the 3 motors (1 gas and 2 mgs the current torque needed for each one in current state... (As 3 "driver's wish" values) so the ECM operate each one accordingly. If it is the case maybe the solution would be to intercept the engine torque requirement and change it with a 0 or next to 0 torque requirement so it might operate a pure ev mode or some blended hv mode but not depended on the SOC anymore... So a greater capacity bat can be used and or greater Regen can be achieved during long down hill instead of burned up in the engine during braking... I will try to get some samples of the can bus comms between the PMCEcu and the ECM to analyze...

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