Module Communications Network: Other Ford Explorer V

Communication Network

Multiplexing is a method of sending 2 or more signals simultaneously over a single circuit. Multiplexing allows 2 or more electronic modules (nodes) to communicate over a twisted wire pair [data (+) and data (-)] network. The information or messages that can be communicated on these wires consists of commands, status or data. The advantage of using multiplexing is to reduce the weight of the vehicle by reducing the number of redundant components and electrical wiring.

The vehicle has 2 module communication networks connected to the DLC, located under the instrument panel. The communication networks are

1. HS-CAN
2. MS-CAN

To ensure the most accurate service information, portions of this procedure are under development and may not be immediately available at vehicle introduction. If you wish to provide feedback on the information provided, use the 'Report a Problem' button above

To ensure the most accurate service information, portions of this procedure are under development and may not be immediately available at vehicle introduction. If you wish to provide feedback on the information provided, use the 'Report a Problem' button above

Network Termination

The CAN uses network termination to improve communication reliability. Termination modules are located at both ends of the network. As network messages are broadcast in the form of voltage signals, the network voltage signals are stabilized by the termination resistors.

Each termination module has an internal 120 ohm resistor that bridges across the positive and negative bus connection. With two 120 ohm resistors located in a parallel circuit configuration, the total network impedance, or total resistance, is 60 ohms.

Network termination improves bus message reliability by

1. stabilizing bus voltage.
2. eliminating electrical interference.

Gateway Module

The IPC and BCM are gateway modules. The IPC translates messages on the HS-CAN to the I-CAN and vice versa. The BCM translates messages on the HS-CAN to the MS-CAN and vice versa. This allows a message to be distributed throughout all three networks.

The IPC and the BCM are the only modules on this vehicle that have this ability.

High Speed Controller Area Network (HS-CAN)

The HS-CAN operates at a maximum data transfer speed of 500 Kbps and is designed for real time powertrain information transfer and control.

Modules on the HS-CAN communicate using bussed messages. The HS-CAN uses an unshielded twisted pair cable, data bus (+) and data bus (-) circuits. In addition to scan tool communication, the HS-CAN allows sharing of information between all modules on the network.

Medium Speed Controller Area Network (MS-CAN)

The MS-CAN operates at a maximum data transfer speed of 125 Kbps and is designed for general information transfer.

Modules on the MS-CAN communicate using bussed messages. The MS-CAN uses an unshielded twisted pair cable, data bus (+) and data bus (-) circuits. In addition to scan tool communication, the MS-CAN allows sharing of information between all modules on the network.

To ensure the most accurate service information, portions of this procedure are under development and may not be immediately available at vehicle introduction. If you wish to provide feedback on the information provided, use the 'Report a Problem' button above

Controller Area Network (CAN) Fault Tolerance

Note. The oscilloscope traces shown are from the IDS oscilloscope taken using the IDS pre-configured CAN settings. The traces are for both data (+) and data (-) taken simultaneously (2-channel) at a sample rate of 1 mega-sample per second (1MS/s) or greater.

Scheme 132

The data (+) and data (-) circuits are each regulated to approximately 2.5 volts during neutral or rested network traffic. As messages are sent on the data (+) circuit, voltage is increased by approximately 1.0 volt. Inversely, the data (-) circuit is reduced by approximately 1.0 volt when a message is sent.

Successful communication of a message can usually be identified by the slight spike at the end of a message transmission. Any signals that are significantly different than the normal CAN waveform may cause network DTCs (U-codes) to set or may cause a complete network outage.

Scheme 133

In the event the data (+) and data (-) circuits become shorted together, the signal stays at base voltage (2.5V) continuously and all communication capabilities are lost.

Scheme 134

In the event the data (+) circuit becomes shorted to ground, both the data (+) and data (-) circuits are pulled low (0V) and all communication capabilities are lost.

Scheme 135

In the event the data (-) circuit becomes shorted to ground, the data (-) circuit is pulled low (0V) and the data (+) circuit reaches near-normal peak voltage (3.0V) during communication but falls to 0V instead of normal base voltage (2.5V). Communication may continue but at a degraded level.

Scheme 136

In the event the data (+) circuit becomes shorted to battery voltage, the data (+) circuit is pulled high (12V) and the data (-) circuit falls to abnormally high voltage (above 5V) during communication and reaches battery voltage (12V) for peak voltage. Communication may continue but at a degraded level.

Scheme 137

In the event the data (-) circuit becomes shorted to battery voltage, both the data (+) and data (-) circuits are pulled high (12V) and all communication capabilities are lost.

Scheme 138

Rhythmic oscillations, inductive spikes or random interference can corrupt the network communications. The corruption signal source may be outside electrical interference such as motors or solenoids or internal interference generated from a module on the network. In some cases, an open in either the data (+) or data (-) circuit to a network module may cause the module to emit interference on the one circuit which is still connected. The trace shown is an example of a "sawtooth" pattern transmitted from a module with one open network circuit.

Other corruptions may be present when a module is intermittently powered up and down. The module on power up may initiate communication out of sync with other modules on the network causing momentary communication outages.

Controller Area Network (CAN) Multiplex Messages

COMMUNICATION MESSAGE CHART

No High Speed Controller Area Network (HS-CAN) Communication, All Modules Are Not Responding

Refer to the OEM Wiring Diagrams - MODULE COMMUNICATION NETWORK for schematic and connector information.

No Medium Speed Controller Area Network (MS-CAN) Communication, All Modules Are Not Responding

Refer to the OEM Wiring Diagrams - MODULE COMMUNICATION NETWORK for schematic and connector information.

No Infotainment Controller Area Network (I-CAN) Communication, All Modules Are Not Responding

Refer to the OEM Wiring Diagrams - MODULE COMMUNICATION NETWORK for schematic and connector information.

No Power To The Data Link Connector (DLC)

Refer to the OEM Wiring Diagrams - MODULE COMMUNICATION NETWORK for schematic and connector information.

General Procedure

1. Establish a scan tool session.
2. Turn ignition to RUN. NOTE: For Intelligent Access (IA) vehicles, REFER to «PUSH-BUTTON START - WITH INTELLIGENT ACCESS (IA)»(ref-517559-S09965953172012121200000) , RUN. If the RFA module has been replaced, it may not be possible to put the ignition in RUN. The RFA module can communicate with a scan tool with the ignition in the OFF state.
3. The scan tool first attempts to communicate with the PCM. After establishing communication with the PCM, the scan tool then attempts to communicate with all other modules on the vehicle.
4. If an IDS session cannot be established with the vehicle, IDS may state "No communication can be established with the PCM."
5. Choose "NO" when the scan tool prompts whether or not to retry communication.
6. Enter either a PCM part number, tear tag or calibration number to identify the vehicle and start a session. The PCM part number and 4-character tear tag number are printed on the PCM label. If the PCM part number cannot be found, a base part number search on the HVBOM application (under the OASIS tab on the technician service publication website) retrieves the PCM part number.
7. REFER to «Diagnostic Routine A: The Powertrain Control Module (PCM) Does Not Respond To The Scan Tool»(ref-517597-S27134462132012121200000) .