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Ford Ranger EV (2001 year). Manual - part 202

414-03B-204

High Voltage/Traction Battery — Nickel Metal Hydride

DISASSEMBLY AND ASSEMBLY (Continued)

59. Clip the thermistors into the contactor box

harness and install a zip tie to secure the
thermistor wires.

60. Connect the high-voltage interlock electrical

connector.

61. Position the two-pin high-voltage connector and

install the nuts.

414-03B-205

High Voltage/Traction Battery — Nickel Metal Hydride

DISASSEMBLY AND ASSEMBLY (Continued)

62. Remove the orange electrical tape from the

HVJ ends.

63. NOTE: The HVJ from module 25 connects to

the ‘‘+’’ terminal on the contactor box, the HVJ
from module 1 connects to the ‘‘-’’ terminal on
the contactor box.
Connect the HVJ ends to the contactor box and
install the nuts.

•

Fill the area around the nuts with Nyogel.

64. Install the traction battery cover.

•

Install the 22 bolts.

•

Apply Locktite 242 (Threadlock and Sealer)
to the bolts prior to installation.

65. Install the traction battery. Refer to

Traction

Battery

418-00-1

Module Communications Network

Manual Table of Contents

SECTION 418-00 Module Communications Network

VEHICLE APPLICATION:

Ranger EV

CONTENTS

PAGE

DESCRIPTION AND OPERATION

Module Communication ..............................................................................

418-00-2

DIAGNOSIS AND TESTING

Communications Network ............................................................................

418-00-3

Electrical Schematic ...............................................................................

418-00-3

Inspection and Verification ........................................................................

418-00-3

Pinpoint Tests .......................................................................................

418-00-4

Symptom Chart .....................................................................................

418-00-4

System Precheck ...................................................................................

418-00-3

418-00-2

Module Communications Network

The BCM is located in the upper front section of

DESCRIPTION AND OPERATION

the traction battery and controls all of the traction

Module Communication

battery systems. The module controls traction

The Electric Ranger has two module

battery charging and cooling, and operates the

communications networks. The standard corporate

traction battery self- heating system for cold climate

protocol (SCP) communications network, which is

operation. Maximum current flow out and into the

an unshielded twisted pair cable (data bus plus,

traction battery is also controlled by the BCM. In

circuit 914 and data bus minus, circuit 915 ) and

addition to controlling the traction battery systems,

the international standards organization (ISO) 9141

the BCM monitors the traction battery state of

communications network, which is a single wire

charge and sends the information to the IAA which

network (circuit 70 [/W]). Both networks can be

sends a signal to the instrument cluster State of

connected to NGS Tester at one connector called

Charge gauge. Refer to

Section 414-03A

the data link connector (DLC). This makes

Section 414-03B

troubleshooting these systems easier by allowing

The IAA module location is the standard Ranger

one smart tester to be able to diagnose and control

powertrain control module location, which is in the

any module on the two networks. The DLC can be

passenger side bulkhead in the engine compartment.

found under the instrument panel between the

The IAA module controls the climate control

steering column and the radio.

system, power steering, direct current to direct

The ISO 9141 communication network does not

current (DC/DC) converter, vacuum pump, coolant

permit inter-module communication. When the NGS

pump, and radiator coolant fan operation. The

tester communicates to modules on the ISO 9141

module also operates a number of instrument cluster

communication network, the NGS tester must ask

gauges and warning lamps. Refer to

Section

for all information; the modules cannot initiate

412-04

communications.

The TIM is located in the rear of the vehicle,

The SCP communications network allows

behind the motor/transaxle and below the pickup

inter-module communication and will remain

box. The TIM converts high voltage direct current

operational even with the severing of one of the bus

(DC) from the traction battery into high voltage

wires. Communication will also continue if one of

alternating current (AC) to power the

the bus wires is shorted to ground or battery

motor/transaxle. Output from the TIM to the

positive voltage (B+) or if a termination resistor is

motor/transaxle is varied to control the torque

lost. This faulted condition is detected and reported

applied to the driven wheels based upon sensor

to the host by the module’s network bus interface

inputs and driver demands. Refer to

Section

circuits.

303-14

Unlike the SCP communications network, the ISO

International Standards Organization (ISO)

9141 communications network will not function if

9141 Communications Network

the wire is shorted to ground or battery positive
voltage (B+). Also, if one of the modules on the

The anti-lock brake control module, central timer

ISO 9141 communications network loses power or

module (CTM), and the electronic crash sensor

shorts internally, communications to that module or

(ECS) module operate using the ISO 9141

all modules, will fail.

communications network.
The anti-lock brake control module is mounted on

Standard Corporate Protocol (SCP)

the hydraulic control unit, which is located in the

Communication Network

underhood compartment on the driver side near the

The battery control module (BCM), interface

inner fender. The module modulates brake line

adapter assembly (IAA) module, and traction

pressure to prevent wheel lock-up under heavy

inverter module (TIM) operate using the SCP

braking. Refer to

Section 206-09

communications network.

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