12 volt Battery recall

[MakinDoForNow]

This isn't rocket science, it's a basic function (for a vehicle to charge it's 12v) that's been around for years...

Guess Ford can't master the art of 12v charging along with CV axles and backup cameras that must communicate via a dialup connection to the infotainment system

Nope not rocket science, but my cell phone is manny times more powerful and capable than the original moon rocket and lander had! The DCDC converter produces multiple variable voltages which may or may not be usable by the BMS which may be confused by many factors and when to charge and not charge AS PROGRAMED
I had a 2012 Honda CTV which would not charge battery for 15 minutes or until 12v had dropped below 12v. So to charge it's battery from startup I had to turn on headlights and fan to reduce buds voltage enough to activate regulator. Batteries would last 24-36 months without being put on maintainer every 4-5 months. Supposedly that was to increase the MPG.

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[OneAlienBoi]

BMS is the battery management (or monitoring) system that is supposed to keep your 12v sufficiently charged.

There are a number of factors that contribute to the 12v battery issues with hybrids but the DC to DC charge does to seem to be a culprit as well as the constant draw for the 4G modem and other things like key fob and proximity entry.

Basically even when your vehicle is off, there’s a lot going on still that is draining the 12v battery.

Ford’s BMS is doing a poor job managing parasitic draw on the flooded cell battery and it’s an issue.

AGM batteries hold up better but still will succumb to the same strains over time.

Correct me if I'm wrong, but isn't one of the changes made by the recent software updates supposed to be better BMS management?

 

[Ozarkbeard]

I'll just keep using my battery tender occasionally, like I've done on other vehicles in the past.

Still on the original flooded lead-acid battery for a year now, with no issues.

 

[OneAlienBoi]

I'll just keep using my battery tender occasionally, like I've done on other vehicles in the past.

Still on the original flooded lead-acid battery for a year now, with no issues.

I'm on the original flooded battery for close to 2 years no. No deep sleep, no power loss issues, none of it. I find myself saying I should probably do the recalls, and maybe pay to swap in a better battery in advance to avoid having these issues. But part of my brain is saying "The truck is perfect, what change anything".

I intentionally waited several months following these latest recalls to see how others trucks held up. Trying to time it to get it down before it gets cold, but after we're sure these latest recalls address the issues we were seeing. That appears to be the case thankfully.

 

[grumpyunk]

Ok what if it's something half stupid. Like the BMS telegraphs BCM (or?) that it needs 14.6v for battery and BCM combines all requests for current and DCDC produces 14.8v to get current on buss. Then BMS sees the 14.8 and says "too much, I cannot use it" and waits for 14.6v. so do we need to install a variable "regulator" to boost or limit voltage at battery positive to what BMS is asking for???
Edit to add:
Thoughts of by ex programmer who spent years debugging others work!

It is more like there is a parameter set in the ECM/BCM that determines the targeted SOC - State of Charge - the percent of capacity where the charging circuit will be allowed to shut down, more or less. In a non-hybrid, the alternator will be cut back and only produce so much output. The target is below 90%, but can be changed. When the BMS monitors in/out current, it reports the net to the BCM. The BCM then checks the parameter, and enables or disables charging above a set point.
If a vehicle is allowed to sit, it will fall below the set SoC target. If the target does not take advantage of the full SoC capacity, it will fall below sooner rather than later. Once below SoC, AutoSS for ecoboost models will be disabled until the battery is charged above the lower limit. Freeway driving will not raise the SoC above the low limit at least in some vehicles.
Hybrids just turn off charging when the specified SoC is reached. If it is too low, the vehicle will go to sleep sooner than a vehicle with the battery charged more fully.
Lowering the SoC improves fuel economy as the load to charge the 12V battery is reduced. The recall may reset the parameter to raise the target SoC.

 

[Packer Bill]

The recall may reset the parameter to raise the target SoC.

In my case, the recall did not raise the charging level. I had to use ForScan to raise it again to 95% after the recall was completed by my dealer.

 

[HeyBales]

It is more like there is a parameter set in the ECM/BCM that determines the targeted SOC - State of Charge - the percent of capacity where the charging circuit will be allowed to shut down, more or less. In a non-hybrid, the alternator will be cut back and only produce so much output. The target is below 90%, but can be changed. When the BMS monitors in/out current, it reports the net to the BCM. The BCM then checks the parameter, and enables or disables charging above a set point.
If a vehicle is allowed to sit, it will fall below the set SoC target. If the target does not take advantage of the full SoC capacity, it will fall below sooner rather than later. Once below SoC, AutoSS for ecoboost models will be disabled until the battery is charged above the lower limit. Freeway driving will not raise the SoC above the low limit at least in some vehicles.
Hybrids just turn off charging when the specified SoC is reached. If it is too low, the vehicle will go to sleep sooner than a vehicle with the battery charged more fully.
Lowering the SoC improves fuel economy as the load to charge the 12V battery is reduced. The recall may reset the parameter to raise the target SoC.

And then add to that excellent description the BCM calculation of SoC may easily be off.
So while in reality it's 55%, the BCM could be thinking it's 65% (isn't that the set value?) and goes into trickle-charge or no-charge mode (perhaps thinking it's an AGM).

How many times my charger has said battery at 100% after 4-5 hrs, truck reported SOC 75% right then.
After reset and relearn, morning was maybe almost 80% (some loss expected overnight sure).
But then another brief charge session to 100% again, truck still says 80%.

I know SOC calc on FLA isn't as good as lithium, but still. Did they gain no experience from the years of computer controlled regulator on alternator.
Does Ford's years of other hybrids have this issue?

 

[Draiders]

And then add to that excellent description the BCM calculation of SoC may easily be off.
So while in reality it's 55%, the BCM could be thinking it's 65% (isn't that the set value?) and goes into trickle-charge or no-charge mode (perhaps thinking it's an AGM).

How many times my charger has said battery at 100% after 4-5 hrs, truck reported SOC 75% right then.
After reset and relearn, morning was maybe almost 80% (some loss expected overnight sure).
But then another brief charge session to 100% again, truck still says 80%.

I know SOC calc on FLA isn't as good as lithium, but still. Did they gain no experience from the years of computer controlled regulator on alternator.
Does Ford's years of other hybrids have this issue?

Knowing ford im sure they waited to fix this issue first the 25 model year. And these issues are not new to ford or even just their hybrid i had nothing but trouble with my 17 expedition eating thru batteries about one a year and ford couldnt figure that out either, otherwise a fantastic vehicle.

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