Now trying to determine the root cause of a no A/C condition on Hippo the Hybrid. .Hoping a FEH A/C expert will answer (what?). FORCAN output below. The compressor is working but it is only cycling from 0 to about 3000 rpm then stops. This is continuous cycling but no cold air is being generated. I tried adding a small amount of ford spec Freon (with no oil) to see it would positive function but to no avail. I did not want to add much without consulting this forum. I only have a single gauge (low pressure side) hookup - not the best since its probably a variable displacement compressor. The info below remains stable except cycling compressor and the input current ranges from .6A to about 2.0A.

ACCM_CHVS 316.00 Volt Electric A/C Compressor High Voltage Supply
ACCM_OCUR NO ACCM Over Current
ACCM_OPWR NO ACCM Over Power
ACCM_OTMP NO ACCM Over Temperature
ACCM_Unr NO ACCM Unrecoverable
AC_CIC 1.60 Amper Electric A/C Compressor Input Current
MAINECUV 63.75 Volt Main ECU voltage supply
GLOBTIM 429496730 sec Global real time
EATC_STATE Operational State ECU Operating States
OUTTMP 27 °C External Temperature From Sensor
POWER_MODE Running Power Mode Status
SELTESTDTC 0 Diagnostic Trouble Codes
TOTDIST 0.0 km Total Distance
ACCM_ECS 2640 rev/min Electric A/C Compressor Speed
ACCM_ITEMP 33 °C Compressor Internal Power Device Temperature

From the PCM Forscan test (note that there is no request signal - maybe an easy to replace sensor?):

AAT 26 °C Ambient Air Temperature
ACC_CMD Off Air Conditioning Compressor Commanded State
ACFDS_B No A/C Full Demand Switch for Battery Area
ACP_PRESS 652.0 kPa A/C pressure sensor
ACP_V 1.25 Volt A/C Pressure Sensor Voltage
ACRDV Off A/C Refrigerant Distribution Valve Commanded
ACRDV_F No Fault A/C Refrigerant Distribution Valve Status
AC_REQ No Air Conditioning Request Signal


This is PCM data with engine running:

AAT 26 °C Ambient Air Temperature
ACC_CMD Off Air Conditioning Compressor Commanded State
ACFDS_B No A/C Full Demand Switch for Battery Area
ACP_PRESS 808.0 kPa A/C pressure sensor
ACP_V 1.44 Volt A/C Pressure Sensor Voltage
ACRDV Off A/C Refrigerant Distribution Valve Commanded
ACRDV_F No Fault A/C Refrigerant Distribution Valve Status
AC_REQ No Air Conditioning Request Signal
ADPT1_F No Fault Adaptive Fuel table 1 Status
AF_MOD11 No PCM control of air fuel to check O2S11 status.
AIRSUP_DC NO secondary air system supported
APP 0.00 % Accelerator Pedal Position
APP1 0.79 Volt Accelerator pedal position sensor 1
APP2 0.39 Volt Accelerator pedal position sensor 2
APP_D 15.69 % Accelerator Pedal Position D
APP_E 7.45 % Accelerator Pedal Position E
APP_FLT No Fault Accelerator Pedal Position Sensor Status
APP_MAXDIFF 0.00 ° Maximum angle difference between APP1 and APP2
APP_MODE No Pedal Accelerator Pedal Position
AST 0.00 ms Time Since Engine Start
AXLE 1.000 :1 Axle Ratio
BARO 98.0 kPa Barometric pressure
BOO1 Off Brake Pedal Position
BOO2 Off Brake Pressure Applied
BPO No Battery Power Off Request
CANVENT_F No Fault Canister Venting Status
CATEMP11 455 °C Catalyst Temperature Bank 1, Sensor 1
CATSUP_DC YES Catalyst
CAT_EVAL Yes Catalyst Monitor Evaluated
CCMSUP_DC YES CCMON$I
CCM_EVAL Yes Comprehensive Components Monitor Evaluated
CHT 1.20 Volt Cylinder Head Temperature
CHTIL Off Cylinder Head Temperature Indicator Lamp
CHT_F No Fault Cylinder Head Temperature Sensor Status
CLR_DIST 2479.0 km Distance since diagnostic trouble codes cleared
CMP_F No Fault Camshaft Position Sensor Status
CYL_1_ACCL 0 Acceleration value of cylinder 1
CYL_2_ACCL 0 Acceleration value of cylinder 2
CYL_3_ACCL 0 Acceleration value of cylinder 3
CYL_4_ACCL 0 Acceleration value of cylinder 4
DCDC_FS No Direct Current to Direct Current Fault Signal Active
DCE On DC to DC Converter Enable
DCE_F No Fault DC to DC Converter Status
DECHOKE Yes Crank fueling disabled
DTCCNT 0 DTC Count (includes those needing no action)
ECT 60 °C Engine coolant temperature
EGRMC1F No Fault EGR Motor Control 1
EGRMC2F No Fault EGR Motor Control 2
EGRMC3F No Fault EGR Motor Control 3
EGRMC4F No Fault EGR Motor Control 4
EGRSUP_DC YES EGR system monitoring
EGR_EVAL Yes Exhaust Gas Recirculation System Evaluated
EGR_F No Fault Exhaust Gas Recirculation Status
EGR_PCT 0.00 % Commanded EGR
EGR_STEP 0 EGR valve stepping motor position
EONV_RDY Not Ready Natural Vacuum EVAP Monitor Test Ready At Next Key Off
EQRAT11_ACT Inactive O2S11 is active (sensor is not open circuit)
EQRAT11_CMD 14.640 :1 Commanded Equivalence Ratio (Air to Fuel Mixture) Bank 1
EQ_RAT11 0.000 :1 Equivalence Ratio (Lambda) (Bank 1, Sensor 1)
ETCDIAG_SPI 0 Use electronic throttle control parameter with engineering assistance.
ETCDIAG_TC 0 Use electronic throttle control parameter with engineering assistance.
ETC_ACT 8.20 ° Electronic Throttle Control Actual
ETC_DSD 7.63 ° Electronic Throttle Control Desired
ETC_TRIM 0.35 ° Learned Value of Throttle Angle Offset
ETC_TRIM_LRN Yes Throttle Angle Offset has Learned
EVAP020C No EVAP Monitor 0.020 Leak Check Complete
EVAPCP 0.00 % Evaporative Emission Canister Purge Valve duty cycle
EVAPCV 0.00 % Evaporative Emission Canister Vent Valve
EVAPCV Off Evaporative Emission Canister Vent Valve
EVAPCV_F No Fault Evaporative Emission Canister Purge Fault
EVAPSOAK Yes EVAP Monitor Soak Time Conditions Met
EVAPSTA Not Running Evaporative Emission Monitor
EVAPSUP_DC YES Evap system
EVAPVM_F No Fault Evaporative Emission Vapour Management Fault
EVAP_EVAL Yes Evaporative System Monitor Evaluated
EVAP_PCT 0.00 % Commanded Evaporative Purge
EVBV 0.00 % EVAP Vapor Blocking Valve
EVBV Open EVAP Vapor Blocking Valve
EVBV_F No Fault EVAP Vapor Blocking Valve Status
FLI 51.76 % Fuel Level
FLI_F No Fault Fuel Level Input Status
FP Off Fuel pump
FP 75.00 % Fuel pump
FPM 39.74 % Fuel pump monitor
FP_F No Fault Fuel Pump Fault
FTBRAKE Off Foot Brake - Foot brake state used by strategy
FTP 0.1 kPa Fuel Tank Pressure
FTP_F No Fault Fuel Tank Pressure Transducer Status
FTP_H20 0 Fuel Tank Pressure displayed as inches of water
FUELSYS Open Loop Fuel System Status (Open/Closed Loop)
GENMTR_SDN No Generator and Motor shutdown requested
GTQ 0.1 Nm Measured Generator Torque
HCATSUP_DC NO Heated Catalyst
HCAT_EVAL Yes Heated Catalyst Monitor Evaluated
HFC Off Fan control high speed
HFC_F No Fault Fan Control High Fault
HPUMP Off Heater Pump Commanded
HPUMP_F No Fault Heater Pump Status
HTR11 Off Heated Exhaust Gas Oxygen Sensor Heater (bank 1, sensor 1)
HTR11F No Fault Heater control for O2S11 Fault
HTR12 Off Heated Exhaust Gas Oxygen Sensor Heater (bank 1, sensor 2)
HTR12F No Fault Heater control for O2S12 Fault
HTRCM11 0.00 Amper Heater Current Monitor for Heated Exhaust Oxygen Sensor 11
HTRCM12 0.00 Amper Heater Current Monitor for Heated Exhaust Oxygen Sensor 12
HTRSUP_DC YES oxygen sensor heater monitor supported
HTRX1 Off Heater control for Heated Exhaust Oxygen Sensor 11 and Heated Exhaust Oxygen Sensor 21
HTRX2 Off Heater control for Heated Exhaust Oxygen Sensor 12 & Heated Exhaust Oxygen Sensor 22
IACKAM0 0 Airflow Trim Learned (DRIVE, A/C Off) (LBM/min)
IACKAM1 0 Airflow Trim Learned (DRIVE, A/C On) (LBM/min)
IACKAM2 0 Airflow Trim Learned (Neutral, A/C Off) (LBM/min)
IACKAM3 0 Airflow Trim Learned (Neutral, A/C On) (LBM/min)
IACTRIM 0 Short Term Airflow Trim Before KAM Learned (LBM/min)
IAC_MODE PREPOSITION Idle Air Control
IAT 2.42 Volt Intake Air Temperature
IAT 36 °C Intake Air Temperature
IAT_F No Fault Inlet Air Temperature Sensor Status
INJ1_F No Fault Injector 1 Fault
INJ2_F No Fault Injector 2 Fault
INJ3_F No Fault Injector 3 Fault
INJ4_F No Fault Injector 4 Fault
INJPWR_M 13.89 Volt Injector Power Monitor
INJ_F No Fault Injector fault
KAPWR_OK OK Keep Alive Memory Power
KEYST On Ignition Key Status
LFC Off Fan control low speed
LFC_F No Fault Fan Control Low Fault
LOAD 0.00 % Calculated Load Value
LOAD_ABS 0.00 % Absolute Load Value
LONGFT1 2.34 % Long term fuel trim 1
LOOP_CONTRL OPEN Fuel System Status (Open/Closed Loop)
MAF 0.01 g/sec Mass Air Flow
MAF_F No Fault Mass Air Flow Sensor Status
MAF_V 0.01 Volt Mass Air Flow
MAP 98.0 kPa Manifold absolute pressure sensor
MAP_F No Fault Manifold Absolute Pressure Sensor Status
MAP_V 3.97 Volt Manifold absolute pressure sensor
MECP On Motor Electronics Coolant Pump
MECP_F No Fault Motor Electronics Coolant Pump Status
MECT_V 2.57 Volt Motor Electronics Coolant Temperature
MFC Off Medium Fan Control
MFC_F No Fault Medium Fan Control Status
MFF_EGR 0.04 % EGR Sensor Input At Time Of Misfire
MFF_INGEAR Yes Transmission In Gear at Time Of Misfire
MFF_LOAD 13.81 % Engine Load At Time Of Misfire
MFF_RPM 1168 rev/min Engine RPM At Time Of Misfire
MFF_RUN 30 sec Engine Running Time At Time Of Misfire
MFF_SOAK 316860 sec Engine Off Soak Time Prior to Misfire
MFF_TCC_LOCK No Torque Converter Clutch at Time Of Misfire
MFF_THR_ANG 2.47 % Throttle Angle at Time Of Misfire
MFF_TRIP 20 Number Of Trips Since The Time Of Misfire
MFF_VSS 73.0 km/h Vehicle Speed At Time Of Misfire
MIL Off Malfunction Indicator Lamp
MIL_DIST 0.0 km The distance travelled since the MIL was activated.
MISFIRE No Engine Misfire currently detected
MISFIRE_MON Disabled Misfire Monitor Status
MISFSUP_DC YES misfire monitor supported
MISF_EVAL Yes Misfire Monitor Evaluated
MP_LRN Yes Misfire Profile Correction Learned
MTQ 0.3 Nm Measured Motor Torque
NUM_MISFIRE 0 Misfire Events During Latest Misfire Cycle
O2S11_CUR 0.00 mA Exhaust Gas Oxygen Sensor Current Bank 1 Sensor 1
O2S11_F No Fault Heated Exhaust Oxygen Sensor 11 Status
O2S11_HTR 22.75 % Commanded duty cycle for the O2S11 heater output.
O2S11_IMPED 4.94 Volt O2S11 sensor impedance is expressed as a voltage.
O2S11_READY No O2S11 is warm and ready to operate.
O2S11_STAT No Fault O2S11 Status
O2S11_TR 0 Ω Oxygen Sensor Trim Circuit Resistance 11 - NTK sensor
O2S12 0.04 Volt Heated Exhaust Gas Oxygen Sensor (bank 1, sensor 2)
O2S12.STFT 99.22 % Short Term Fuel Trim (Bank 1, Sensor 2)
O2S12.VOLT 0.04 Volt Heated Exhaust Gas Oxygen Sensor (bank 1, sensor 2)
O2SHTR_EVAL Yes Heated Exhaust Oxygen Sensor Heater System Evaluated
O2SSUP_DC YES oxygen sensor monitor supported
O2S_EVAL Yes Oxygen Sensor Monitor Evaluated
O2_DS1_ERR 0.00 Volt Downstream Closed Loop Input Error Bank 1
O2_DS_DISBL Yes Downstream Oxygen Sensor Fuel Control Disabled.
OBDMON_EVAL Complete All OBD drive cycle monitors have completed.
PARK_BRK Off Parking brake Switch
PCV_PWM 22.50 % Pressure control valve PWM
PSR On Power Sustain Relay Commanded
RLC_F No Fault Reverse Control Lamp Status
RO2FT1 0.00 % Rear O2 Fuel Trim - Bank 1
RPM 0 rev/min Engine Revolutions Per Minute
RPMDSD 1076 rev/min Desired Idle Speed RPM
RUNTM 0 sec Time Since Engine Start
SAIR_EVAL Yes Secondary Air System Evaluated
SCCS 4.66 Volt Speed Control Command Switch
SCCS NONE Pressed Speed Control Command Switch
SHRTFT1 0.00 % Short term fuel trim 1
SPARKADV 10.00 ° Spark Advance
SPARKADV 10.00 ° Spark Advance
START_KEY Off Key Position for Start Indicated
SYNC No CMP and CKP Synchronized
TAC_PCT 9.41 % Commanded Throttle Actuator Control
TIRESIZE 447 revs/km Tire Size (rev / mile)
TP 18.04 % Throttle Position
TP1 4.09 Volt Throttle Position Sensor 1
TP2 1.24 Volt Throttle Position Sensor 2
TPMODE WOT Throttle Position
TP_B 24.71 % Throttle Position Sensor 2
TP_F No Fault Throttle Position Sensor Status
TP_MAXDIFF 0.06 ° Maximum Angle Difference between TP1 sensor and TP2 sensor
TP_REL 6.27 % Relative Throttle Position
TQ_CNTRL None Requested Torque Control Requested
TR Park Transmission range
TR_A1 4.49 Volt Transmission Range Selector 1
TR_A2 0.46 Volt Transmission Range Selector 2
TR_F No Fault Transmission Range status
VCT1_F No Fault Variable Cam Timing Status
VCTADV 0.00 ° Variable Cam Timing actual Advance
VCTADVERR 0.00 ° VCT Advance Error
VCTDC 0.00 % Variable Camshaft Timing Duty Cycle
VCTSYS Open Loop VCT System status (open/closed loop)
VCT_DSD 0.00 ° Desired camshaft angle for all banks.
VPWR 13.79 Volt Control Module Voltage
VREF 5.00 Volt Reference Voltage
VSOUT_F No Fault Vehicle Speed Output Status
VSS 0.0 km/h Vehicle Speed
VSS 0.0 km/h Vehicle Speed
VSS_FM No Fault Vehicle speed sensor signal status
WARM_UPS 63 Number Of Warm-ups Since DTCs Cleared

As you know, hippos have to keep cool and like the water or they emit a red ink substance to keep their hairless skin cool. Hopefully Hippo won't emit too much red ink to fix this issue.

 

Assuming the your pressure values are the high side (they are way too high to be low side), they are way too low for operation. I suspect the low side pressure switch is tripping.

What was the low pressure side pressure and how did it react when the compressor cycled ON/OFF.

What is "Ford spec Freon"? Do you mean straight R-134a with nothing added, or does Ford use something magical?

If it's just R-134a, a $4.88 can of SuperTech R-134a from Walmart is probably more cost effective. I've put that stuff in dozens of Prii with no issues (including my personal vehicles). Unfortunately, they've added a valve in the top of the can, so you'll need a reusable $3 adapter.

 

I believe the low side was fluctuating in the 40 PSI range which kinda seemed OK. The needle didn't seem to move much when the compressor cycled but by now my memory is a bit hazy. I recall not wanting to overfill and seek more direction. Due to the single gauge system I could not evaluate the high side. I agree that FORSCAN's pressure reading seems to make more sense to be from the high side and if so, it's too low. The next step appears to be to add refrigerant which is indeed R134a. I am aware of the no PAG and no dye directive. Thank you for the feedback which helped provide enough guidance/validation to move me forward a step. If anyone else has further words of wisdom, please RSVP.

 

Further to the problem above, my son and I worked together to add additional plain R134a to the system. I was under the hood with a single gauge system connected to the low pressure side while my son was monitoring live data from FORSCAN as I added refrigerant. During the installation procedure, my son monitored ACP_PRESS - A/C pressure sensor which appears to be the high siden pressure in the PCM module and also compressor RPM ACCM_ECS - Electric A/C Compressor Speed and AC_CIC Electric A/C Compressor Input Current in the ACCM module.The a/c controls in the stomach of HIPPO were set to Max AC which automatically invoked RECIRC the temperature on both sides were set to the coldest position and the fan speed was set to high. The vehicle was running in EV and occasionally the Atkinson would start up.
Key observations are as follows-
1) the addition of the freon took much longer than I expected as a relative neophyte. Maybe a function of the electric variable displacement compressor. It took about 20 minutes to empty the regular size can of R134a. No oil or dye was added. I opted not to add oil since the system did not appear to have any large leaks and still contained a fair amount of pressure. Adding oil to a hybrid is more complicated since you need a filling system uncontaminated with PAG oil. Better to take it to the professionals with FEH experience and special equipment IMHO.
2) as we added refrigerant, the compressor continued to cycle from zero to about 2500 rpm. After a long while, the cycle time on started to increase until just past halftime the compressor turned on for extended periods of time and the vent temperatures started to drop dramatically.
3) the low side was fluctuating up and down from the teens to about 50 psi. The high side as per FORSCAN started at about 800 kPa and gradually moved up over time although the kPA did drop numerous times in conjunction with compressor activity.
4) by the time the can was empty, the high side was fluctuating up to just past 1300 kPa. Looking at some charts on the internet and taking into account ambient air temp, this did seem a tad low. That said, it was blowing cold air on MAX AC despite outside temps being about 28C and a nice pool of condensate was forming under HIPPO for the first time.
5) During the a road trip, the AC performed well. With the vehicle off, I did not hear the hissing of a big leak. The fact there was refrigerant in the system when we bagan confirmed to me if there was a leak, it was relatively small.
6) After the road trip during which I hoped all pressures would stabilize, i hooked FORSCAN up again and reviewed PCM and ACCM data. High side pressures fluctuated up to 1600 Kpa briefly and the compressor rpm still fluctuated by it was usually in the 2000 to 5000 rpm area. Compressor input voltage fluctuated but this time was peaking at about 6 amp rather than under 1 amp when the system was not working. Interestingly, ACC_CMD - Air Conditioning Compressor Commanded State in the PCM module still said OFF when the system started running so perhaps this function is not supported by FORD? Please note that since I did not have a technician evacuate and install refrigerant and oil to Ford spec, there is a possibility that I am damaging my system. That is a risk I am taking with a 10 year old HIPPO the HYBRID.
7) Fine Print -These shared observations are designed to help certain FEH owners with similar issues possibly understand the root cause of their problem. Working on an AC system does require an understanding of AC systems along with their possible hazards and risks. Special tools and safety equipment are required. so please don't attempt to service your vehicle unless you are confident and capable of doing so.

 

Long story, short: you were low on R-134a

You likely saw low pressure side increasing as compressor cycled off and decreasing when compressor cycled on. It was likely your low pressure switch that was killing the compressor circuit.

Odd that you're that low. You may have a substantial leak. Adding an entire can is very uncommon. Usually a leak results in performance deterioration that triggers one to check it out well in advance of a complete lack of function. It's rare that I add more then 1/4 to 1/3 of a can to a Prius.

The "ACC_CMD" may be a remnant from the prior generation where the hybrid system could turn on the compressor to chill the rear evap for battery cooling. IIRC, that is no longer the case on the 2010+ with electric compressors.

Treat yourself to a set of manifold gauges and get the high side monitored and properly fill it. You're almost certainly still low.

 

Correct. It's possible the previous owner did not address the decline in AC performance over an extended period and then trading the unit in with an inop system. Agree, the low pressure switch was tripping. Good to know the compressor is working. Still concerned about the dissiccant contamination issue on Ford Escapes. I will recheck the high side a few times but it did hit 1600 Kpa for a second or two before cycling down so maybe close to OK. I will be ordering another can of R134a soon as a backup plan and actually checking the vent temps to confirm effective cooling op. Thanks for your help S. Keith.

 

550km long distance test run completed and everything is, so far, AOK

 

4 month checkup. Was expecting to add Freon again but everything checked OK by my interpretation. I used my single gauge filling apparatus to measure low pressure in PSI and FORSCAN to measure high pressure in kpa. The low fluctuated a bit from low to mid low range on gauge. The high side fluctuated with the variable displacement compressor and on/off cycles from mid normal to high normal (all using a Ford F150 R134a table since I couldn't find a hybrid table). Increasingly appears to be one of those very slow leaks that ends up triggering the low pressure sensor after 5-10 yrs of operation. I did snug up some of the AC lines that were accessible for what it was worth. Not with a torque wrench but experience as a shade-tree mechanic.

 

Have been adding a bit of Freon every spring but less than the first top-up so the leak seems to be small and consistent so far. Not adding oil since it's only a small top up with no sign of oil leakage. The previous owner probably didn't want to address this issue and let it go down for a few years before trading the vehicle in.

 

There was a 72 degree day this month and my A/C was blowing hot when I tested it. I think the compressor isn't coming on. I added coolant last year and it must have gone over the winter. I did notice the defogger lose effectiveness. I'm going to rebuild it soon I think as the car shut out the battery when it reached 42 or 43C.

For 2010 does it just keep letting you drive in EV? I saw leaks around the condenser and the in/out hoses on the compressor have cracks in the rubber. So I think I need to order those hoses too.