Ford Escape Hybrid preliminary information

Jan. 1, 2020
The Ford Escape Hybrid was offered for sale as a 2005 model. At the start of production for the 2006 model year the Mercury mariner was added. 

The Ford Escape Hybrid was offered for sale as a 2005 model. At the start of production for the 2006 model year the Mercury Mariner was added. At the start of production for the 2008 model year Mazda acquired this same vehicle as the Tribute. The hybrid systems used in all three of these vehicles are identical.

Because Ford Motor Company designed the all wheel drive model with a separate PTU unit, the FWD and AWD transaxles are the same. The hybrid battery pack is one of the most powerful in the industry rated at 330 volts and is located under the cargo cover.

The transaxle is known as the eCVT or the P310 and has a dedicated cooling system that is separate from the engine cooling system. The hybrid cooling system uses a 12 volt electric pump to circulate the coolant.

The P310 uses a Power Split Device (PSD) similar to the Toyota Prius to allow the transaxle to operate in its various driving modes. Unlike the Prius the P310 does not use a chain to connect the drive motors to the final drive. Instead, it is gear to gear. A four cylinder gasoline powered engine along with two 3 phase AC electric traction motors power the vehicle. The engine uses stop/start technology at which time the electric starter motor will start the engine if needed. The engine is a 2.3 Liter Atkinson Cycle design and can maintain a low RPM range while meeting the necessary torque requirements.

The vehicle can launch on electric power only. It also utilizes a regenerative braking system to recharge the hybrid battery pack and has electric assist steering which is functional when the ICE is off.

Power units, the Transmission Control Module (TCM), the DC to AC voltage inverter and the high voltage capacitors are all contained inside the transaxle. All other hybrid electronic controls are externally located.

To remove the battery disconnect switch in a Ford Escape or Mercury Mariner, remove the key from the ignition and place in a different safe location.

Next, Locate the ORANGE HV Battery disconnect switch in the right rear corner of the cargo area. Next, rotate the cover to the “UNLOCK” position and pull it out. Do not stick your hand or drop anything in the hole, the 336 volt battery pack is below the opening!

Next, replace the cover in the “SERVICE SHIPPING” location. Wait 5 to 15 minutes for the HV capacitors to discharge and then using your CAT III voltmeter and Class zero rated rubber gloves, check the HV circuits to make certain the voltage level is below 12 volts. Remember to wear your insulated gloves until you are sure there is little or no voltage on the high voltage circuits.

Caution: even though the capacitors are discharged, the hybrid battery pack is always lethal!

Once the hybrid battery disconnect switch has been turned off, it will be necessary to verify with class zero rated rubber gloves and a 1000 Volt, CAT III DVOM that the high voltage has dissipated.

This is done at the HV Battery cable connection in the battery box.

Should the HV Traction Battery develop a state of charge that’s too low to start the ICE, locate the cover in the driver’s kick panel and remove it.

Behind the door is a Battery Charge Switch. Pull the knob out and wait 8 minutes for the vehicles 12 volt battery to provide just enough power to start the ICE, let the vehicle run long enough to charge both batteries. There is an 8 minute timer that will shut the switch off. This was eliminated in 2009.

The High Voltage Traction Battery is cooled by fans as the fresh air is drawn in through the driver’s side rear quarter window vent. Battery fumes are exhausted through the bottom half of this same window vent. There is a small removable panel on the intake side of the duct work just below the window inside the vehicle. Located behind that panel is a filter that will need to periodically be replaced.

The High Voltage Traction Battery uses two cooling fans which also require periodic cleaning. The fan duct work is connected to the ducts that lead to and from the window vent.

There have been incidences of when pressure washing the vehicle, water may be forced down both the intake and exhaust ducts and into the high voltage battery area. This obviously causes major damage resulting in very expensive repairs.

Behind a panel located in the passenger rear side of the cargo area is the hybrid system Inertia Switch. This switch shuts down the hybrid system in case of a collision. It is located next to the tire jack, if the jack is not secured after use, it can fall on the inertia switch and stop the vehicle from moving.

The Charge/Assist Gauge indicates when the HV Traction Battery is powering the vehicle or being recharged. When the EV lamp is green the vehicle is in EV Mode

The “Wrench” Lamp illuminates when a malfunction has occurred. The “Triangle” Lamp illuminates when a serious malfunction in the hybrid system occurs. If the “BATTERY” Lamp is illuminated, this means the 12 volt system has a malfunction. When the “READY” Indicator Lamp is illuminated, this indicates that the vehicle is ready to drive even though the ICE may not be running. When the “Engine/MECS Over Temp” Lamp is illuminated, there is an over heating condition in the ICE or the hybrid cooling system.

The Ford Escape Hybrid can exhibit a variety of driving modes as well as a failsafe mode. Theses driving modes are controlled by the Vehicle System Controller System (VSC) which consists of the Powertrain Control Module (PCM), the Transaxle Control Module (TCM), and the Traction Battery Control Module (TBCM) which communicate over a CAN Bus network. The PCM contains the VSC program and is responsible for controlling the hybrid system as well as the failsafe and code storage operations. Hardware used consists of a traction motor battery, two traction motors located inside the transaxle and a power split device. These are the most common components seen in series parallel hybrid systems. All of which produce the following driving modes:

Electric Mode
Creep Mode
Positive Split Mode
Negative Split Mode
Neutral Gear Mode
Engine Cranking Mode
Limited Operating Strategy Modes

Inside the transmission there are two Motor/Generators. One is referred to as the Generator Motor while the other as the Traction Motor. The power split device is nothing more than a planetary gear set which connects power from both the Internal Combustion Engine (ICE) and the generator. The Traction Motor connects to the drive wheels. There are no clutch packs inside this transmission.

The “Electric Mode” is when the vehicle is driven by the Motor/Generators only known as the EV Mode. This “Electric Mode” is also used for reverse movement because the engine can only deliver torque in a forward direction.

The “Positive Split Mode” is when power from the ICE is split between the generator motor and the path to the drive wheels. Depending on need, the generator motor can charge the HV Traction Battery or power the traction motor through the power split device. This mode also allows the traction motor to operate as a motor or as a generator if it needs to make up the difference between engine power and desired power at the drive wheels.

Creep Mode” is when the PCM Commands a predetermined amount of torque to the drive wheels via the ICE, Generator Motor or Traction Motor to mimic the creep normally found on vehicles equipped with a torque converter. The maximum creep speed in forward or reverse is approximately 4 MPH (6 km/h).

The “Negative Split Mode” occurs when the ICE is running but the generator motor is reducing engine speed. This is not a preferable mode but occurs when all of the following vehicle conditions are met:

• The engine is running

• Vehicle speed is high

• The high voltage traction battery is charged

• Reducing engine throttle is not desired

When Neutral is select, the “Neutral Gear Mode” simulates neutral by not delivering any positive or negative torque to the drive wheels.  There are two neutral operating states:

1. Active neutral activated above 6 MPH (10 km/h).

In active neutral, the generator motor is allowed to start and stop the ICE as needed to maintain the HV Traction Battery charge and provide HVAC operation.

2. Passive neutral activated below 6 MPH (10 km/h).

In passive neutral, the engine must remain in the state it was when the mode was entered and is not permitted to change state, (start or stop).

If the engine is running when entering passive neutral, the speed control of the engine is transferred from the generator motor to the engine itself.

The engine controlling its own speed in passive neutral is described as “Secondary Idle”. The vehicle cannot be started in passive neutral, but can be started in active neutral.

The “Engine Cranking Mode” is when the generator motor inside the transmission rotates the ICE to a speed of approximately 1,000 rpm’s for about 0.3 seconds. At which time the PCM commands fuel delivery and spark appropriately to start the ICE.

Should one or more problems arise with the engine, transaxle, traction battery or regenerative brake systems, the “Limited Operating Strategy (LOS)” goes into affect.  The intention of the LOS modes is to manage vehicle operation after one or more of these systems have failed.  The PCM will initiate the proper LOS mode based on the severity of the malfunction detected. Some LOS modes will provide a limp home condition while others may totally disable the vehicle. A corresponding DTC will be stored however; the root cause that initiated the LOS mode may be in a different subsystem or component than indicated by the DTC. The diagnostic tip here is that the code does not necessarily indicate a failed subsystem or component as much as it indicates the subsystem or component that is affected by the LOS mode. 

The “Normal Power Down Sequence” is conducted by the PCM. Modules that are powered up by RUN circuit immediately shut down when the ignition is turned to the OFF or ACC position. The exception to this is with the PCM, TCM and TBCM (Traction Battery Control Module). They stay on until their power down sequence is complete.

The “Regenerative Braking” strategy occurs when the driver applies the brake. The PCM calculates how much negative force can be applied through the traction motor to transparently assist in the breaking effort. This negative force is then used to capture and store a portion of the energy which would normally be lost as heat during a braking event. Depending on the state of charge of the high voltage traction battery, the amount of negative torque provided by the traction motor can vary between 0 and 100 percent turning the traction motor into a generator as it charges the HV batteries.

TORQUE MONITOR
A strategy within the PCM, the “Torque Monitor” looks for certain PCM computer faults as well as monitoring to see if the overall powertrain torque delivered to the drive wheels exceeds what the driver is requesting. There are 3 gross errors the torque monitor is looking for, they are:

1. Unintended vehicle motion when the powertrain accelerates the vehicle when it should not or provides movement in the wrong direction.

2. Excess acceleration when the vehicle accelerates at a greater rate than the driver of speed control requests.

3. Excess powertrain deceleration when the powertrain braking exceeds driver demand.

When any of the gross errors are detected by the torque monitor, the PCM will initiate the appropriate LOS mode.

HYBRID MONITOR
The hybrid monitor indicates what state of drivability the hybrid system is operating in.

HYBRID  FLUID SERVICE
Remove the splash guard and the ATF drain plug. Once the drain plug is installed, tighten to 30 Lb. Ft.

The ATF Check/Fill Plug is located at the rear of the transaxle. When the Check/Fill Plug is removed for the first time the support bracket will be in the way.

A modification will have to be made to the support bracket to allow for easy access to the Check/Fill Plug. Grind a small amount of material from the bracket in order to clear the Check/Fill Plug and fill with 4.3 Qts (4.5L) of Mercon® LV ATF fluid.

COOLANT SERVICE"
Under the hood you will find two cooler tanks. The most forward tank is for the engine while the one immediately behind it is called the Inverter Coolant Tank (Degas Bottle). This is part of the Motor Electronics Cooling System (MECS) which includes an MECS Radiator and plumbing to the inside of the transmissions to cool the internal motors. Removing the MECS cooling hoses from the transaxle will drain the system.

The hybrid coolant system is filled through the Inverter Degas Bottle. Coolant dry fill is 3.7 Qts. (3.5L) of Motorcraft Premium Gold Engine Coolant or newer (check with parts counter). Be sure to remove the Chrome Bleeder bolt to purge the air when refilling the system.

It is absolutely necessary to use the manufacturer’s recommended coolant so as to avoid catastrophic damage resulting in near bankruptcy repair costs.

Remove the chrome bleeder bolt located on the transaxle below the low voltage connector to purge the air from the MECS cooling system.

There is a bulletin issued by Ford/Mercury concerning an overheating problem (TSB 08-24-5). The issue it addresses is that some 2005-2008 Escape Hybrid and 2006-2008 Mariner Hybrid vehicles may exhibit a red triangle light and codes indicating a transaxle overtemp. This condition may result in reduced power as the system activates fail safe operation. Codes P1A0E, P1A0F, P0A3E, P0A7C and P1A0D may also be set.

If coolant levels are proper and the condition of the fluid is good, more than likely there is an issue with the MECS pump. This pump is easily accessible with the vehicle up on the hoist. It is located near the engine oil filter just below and behind the radiator. The part number currently for this pump is 5M6Z-8C419-A.

AN INSIDE LOOK OF FORD’s P310 eCVT TRANSAXLE
Special thanks go out to ALTO products for use of this transmission

The P310 eCVT transaxle is a massive unit weighing in at 287 pounds. It uses a damper

plate assembly instead of a torque converter between the transaxle and the engine.

There is a high voltage warning tag on the transaxle top cover because the DC to AC

Inverter as well as the Motor Control Modules are located underneath the cover.

These are most of the connectors that have to be disconnected for transaxle removal which are the TCM, MECS and HV cables.

Located between the MECS coolant pipes is the Hybrid System Temperature Sensor.

The top cover is ready to be removed; it has been damaged due to improper handling.

This must be avoided due to what lies underneath this cover.

Below the top cover is the DC to AC inverter, care must be taken not to damage this due to mishandling. A ground strap should be worn to avoid electrical damage from static electricity.

Once the inverter has been removed this cast aluminum cover is next. All the bolts are

mounted in rubber grommets, make certain during assembly they are all in place.

Be sure to disconnect all six ground straps before the cover is removed and make certain

they are all reattached during assembly, there are two on each side and one on each end.

Be sure to disconnect all six ground straps before the cover is removed and make certain

they are all reattached during assembly, there are two on each side and one on each end. 

Handle this cover with the same care as the inverter because the TCM is located on the under side.

Once the TCM cover is removed, the capacitor pack can be removed. There are three capacitors rated at 450 volts and 125 amps each, they will not fall out of the cover when it is removed.

Underneath the capacitor pack is where the Generator Control Unit (GCU) is located. It is rated at 300 Amps. Next to the GCU is the Motor Control Unit (MCU). It is rated at 600 Amps. These two modules control the operation of the Generator Motor and the Traction Motor which is the larger of the two.

Do not remove the GCU and MCU modules unless necessary, it disturbs the heat resistant insulating material underneath them. This entire section of the case can be removed with the modules intact.

Once the module assembly is removed this cast aluminum plate will be visible. It covers the transaxle cooling chambers.

Coolant is circulated by the MECS pump which keeps the GCU and the MCU from overheating.

With the rear cover removed the Generator Motor and the Traction Motor are accessible. The Traction Motor is the larger of the two and propels the vehicle when it is in EV Mode.

Both the Generator and Traction Motors have rotor support bearings on both sides.

Each motor has its own RPM Sensor and Temperature Sensor.

With the bell housing removed, the lubrication pump is visible. It provides lube oil to the gears and bearings and also helps to keep the electric motors cool. The blue connector seen above is the ATF Temp Sensor.

The lubrication pump is a simple gerotor style, with a pressure regulating valve.

The sump filter is bolted to the pump and is readily available.

The P310 eCVT transaxle is a gear to gear drive as seen above along with the final drive components.  Behind the gear and shaft in the upper part of the photo is where the power split device can be found. The lubrication pump drive is driven off the power split device either by the engine or the traction motor.

In the transmission case where the Generator Motor and the Traction Motor bearings are located, there are end play shims that must be installed in their proper locations. Measure each one during disassembly so the correct thickness shim goes in the correct location.

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