My apologies if I'm misunderstanding the problem here, but there's a jump start procedure in the owner's manual for the HV battery. I can't believe that a discharged HV battery couldn't be brought up to a charge sufficient to start the ICE just by recharging from the underhood battery as described.

 

I know when my mechanic uses a scanner on my FEH, it's a scanner worth $1500 and has plug-in modules for different makes of cars.

 

Yeah, $1,500 is too rich for my blood. So I ordered the Scangauge II Tuesday evening. It is in the $160 range and has a whole lot of other features that it can be used for. Although it can't read Hybrid codes as it comes, it has an Xgauge feature that allows you to program additional functions to monitor. On their website they have a document that lists the parameters for numerous codes for various categories of Ford Vehicles. One of the categories is the Escape Hybrid. It has about 20+ additional codes you can add that are Hybrid related. The very 1st one listed is SOC. It is supposed to arrive by Monday. I will keep you posted on what I find out.

 

While waiting for the scangauge, I swung by my daughters house yesterday and checked all the fuses and relays that could be remotely related to the hybrid functions in both the passenger compartment and under the hood on the drivers side. All tested good.

 

Without a doubt by this time the OP has tried a jump start but it still didn't work. Which leads to another conclusion that this particular FEH's ICE swap from a wrecked FEH has more complicated issues.

 

So I received the Scanguage II yesterday and went to my daughter's house and plugged it in to the 2005 Escape hybrid. The normal scan for codes did not turn up any codes, including no pending codes. Not sure this means anything as I think most, if not all, of those codes require some time with the engine running since the last battery disconnect or clearing of codes to obtain data, to make an entry of a parameter out of spec. I also think they are mostly related to emmissions. If anyone knows what else may be read at this level I would appreciate your input.

So I went to gauge function of the scan guage. It shows 11.9 volts at the 12 volt battery and MAP pressure of 14.6. Of course speed and mpg are zero and 9999 (infinity) at this stage. So it is working fine.

So I then went to the Xguage function and added various FEH related functions to the guages with results as follows:

SOC 0.0 Traction battery State Of Charge in %
TBV 332 Traction battery Voltage
BTM 62.6 Traction battery Temperature in Degrees F
MXC 0.0 Charge Limit
MXD 0.0 Discharge Limit
TxT 59.0 eCVT Temperature

As you can see, the State of Charge is either 0 or still not avaiable to use or read due to the low limit relay or another limiting factor like reset, reflash, wrong wiring, etc. Please note how the voltage appears to be available to be read at 332. I don't know much about these batteries but I do know that lead acid batteries drop down in voltage rather quickly as capacityy is used up. Even if the traction battery doesn't drop as quickly as a lead acid battery, I would still think it is impossible for the voltage to be at design value fully charged and still be at design value of 330 volts at 0.0% charge. Does anyone know where the capacity is read from versus the where the voltage is read from? That would be very helpful in understanding where the battery power is good to and where it isn't good to?

Please note that the traction battery temperature at degrees F was also available.

MXC (charge limit) and MXD (discharge limit) are both a 0.0. They are supposed to read as amps. I am not sure what these parameters are? Anybody know what the purpose is? I can guess but it would be just that, a guess.

Please note I read a temperature value at the eCVT just to confirm that guage traffic parameters are available outside the traction battery system.

Does anyone know where to access all FEH parameters? I would like to program and test other parameters like the low limit relay status. I would assume anything that takes commands from the computer has parameters associated with it, in order to monitor and take appropriate action. For example if I can find the parameter that monitors or controls the lower threshold capacity relay to open, perhaps I can see if it is commnded to do so. If it is commanded to be open then I need to iinvestigate why. If it is closed then somethning else is keeping the power from reaching the SOC monitor parameter and to make it available for use in the vehicle.

Just a start here but I would expect this large amount of information will be very useful for a number of you with more experience than I have in this area.

Thanks!

 

332V means the cells are fine and the actual SOC is probably pretty good. You have open contactors. You should be getting a code from either the battery or the transaxle telling you this. One or both of the crash switches could be open even though you've pushed the buttons. If the contactors are bad in the battery itself, you are SOL but I really don't think that is the case. I think there is a thread about getting the codes from the battery somewhere but I think it is a PITA with the scangauge.

http://www.underhoodservice.com/ther...ybrid-service/

could be your problem?

 

Thanks FjordHybrid for your input. I am not getting a code from the normal OBD II scanner. Nor is my Scanguage II giving me a code. That is what really bothers me. I did go back last night and created an Xguage parameter from this webstire that is supposed to confirm if you have any DTC codes in the TBCM. It is called BTC. It didn't give me a value like 0 or 1, which is what I think it is supposed to do. So I don't know what the info means.

I also confirmed that the booster from the 12 volt battery actually works quite well. The 332 volts had dropped to 330 in one day. After one 8 minute boost, it was at 337 a few minutes after the boost had stopped. Very impressive!

Also confirmed that voltage is read before the safety disconnect as I pulled it out and was still able to read voltage.

A friend of my son-in-law with a $6,000 scanner is supposed to drop by and help out Thursday night. Although he does not consider himself a hybrid expert, he seemed to know a whole lot more about the Hybrid system than the several Ford trained "Hybrid Experts" I have spoken to.

 

Yeah, I did a test of the jump start a long time ago and it could get the voltage up to almost 340V. When I measured the current from the 12V battery (using a $10 clamp-on meter from HF) during a jump start it was drawing like 30A or so. So what reading did you get from the BTC xgauge? I did figure out that if the display was blank for an xgauge it means that either the FEH didn't recognize it or I had entered the code wrong. The Tav, for example, gives me a blank display because my FEH apparently doesn't recognize it. Did you check out the link? The actual good stuff is at the bottom of the article where they find a pinched wire.

 

330 v is about a 90% SOC.