PicoScope 7 Automotive
Available for Windows, Mac, and Linux, the next evolution of our diagnostic scope software is now available.
Just quoting it so I can read it at the same time as replying Danny.Dcunning35 wrote:No bms is used in smart regenerative charge systems and is basically used to calculate the battery soc and keep it as near to 85percent as possible .These vehicles can charge at 15.7v quite normal in refresh mode.
The lin bus is just a generator co signal sent out from the pcm , the pcm uses its supply voltage as the reference the makes a calculation and applies the cmd signal to increase the charge based on load.
Is it is a 1250 sigma engine check for arching around coil towers as this interupts lin signal .
You should have a generator lost coms dtc.
I'll go and check the HT system. Everything else will be later now. I've removed the alternator and am having it bench tested tomorrow, if faulty it will be fixed if not I'll re-install and work my way through your list above.Dcunning35 wrote:Ok so we know its a sigma engine so do check the ht for evidence of arching.
The lin is present , granted you say bitewise it doesn't change .
So we need to make sure the pcm is seeing a true representation of battery voltage. Use scan tool to check module supply voltage and generator command signal . Meanwhile scope the lin . Load the electrical circuits and look for the supply voltage change, gen cmd alter and subsiquently waveform to change.
Have you checked for a battery drain too?
Danny
Something is, as always, Wrong here !!! So what is the State of Charge(SOC)? Is it 89% or 45% ??? Can't be both !The battery has been tested and the printout advises the results are 12.16V, SOC 89% state of charge 45%.
Not necessarily a fault, lots of prerequisites to meet on Smart Charge, the alternator may not be commanded for Emissions control reasons - Test conditions again ?The charging voltage no load is 13.59V, loaded 12.09V.
It is Lin Bus, not Duty or Frequency, the human eye will never even begin to analyse it with just a quick glance. Also it carries Bi directional data and not just Command and feedback. Alternator Speed, Temperature, Component ID could easily be riding on it. Would be a project in it self to make sense of it. It is done for you in the PID'sscope on the LIN connection and observed a pulsed square wave but the on/off duration of some of the square wave pulses are on for a longer duration than the remaining square waves
I think (in the absence of 40+ possible DTC's) the Car needs a New Battery and it is fixed !I am leaning towards the alternator having failed.
Sorry admin error on my behalf, I think others saw through that. The SOH is 89%, the SOC is 45%. The terminal voltage is 12.16v, yes not ideal.STC wrote:Something is, as always, Wrong here !!! So what is the State of Charge(SOC)? Is it 89% or 45% ??? Can't be both !The battery has been tested and the printout advises the results are 12.16V, SOC 89% state of charge 45%.
12.16 volts is NOT a good battery - Where the Test Conditions Correct ??
Not necessarily a fault, lots of prerequisites to meet on Smart Charge, the alternator may not be commanded for Emissions control reasons - Test conditions again ?The charging voltage no load is 13.59V, loaded 12.09V.
I put theIt is Lin Bus, not Duty or Frequency, the human eye will never even begin to analyse it with just a quick glance. Also it carries Bi directional data and not just Command and feedback. Alternator Speed, Temperature, Component ID could easily be riding on it. Would be a project in it self to make sense of it. It is done for you in the PID'sscope on the LIN connection and observed a pulsed square wave but the on/off duration of some of the square wave pulses are on for a longer duration than the remaining square waves
Furthermore, that system has some 40 DTC's specific to Alternator & Charging (all the basis are covered) including DTCs for Alternator Lin Bus. The ECU has no issue with the communication or data. For that reason you can Move On !
Alternator ripple you can check with a Scope AC coupled or even a Power Probe 3 in P to P Mode.
I think (in the absence of 40+ possible DTC's) the Car needs a New Battery and it is fixed !I am leaning towards the alternator having failed.
A scope on both terminals of the battery and an Amp Clamp around the Negative cable (to eliminate lazy starter) whilst cranking would have spoken volumes in the first 10 minutes and dictated the correct test path from that point on. BASICS !!!
Now that is what you call "Keeping it Simple" !!!
What relevant serial data, actual values, component activations do you have available to you ?