HVJB Deep Dive: Is there any way that software fixes the problem of overheating contactors?

RobbertPatrison

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TLDR: Probably not

Longer version:
Thanks to John Kelly's excellent video we can lift the mystery of the operation of the High Voltage Junction Box (HVJB) in the MME. We can also figure out the likely problem that triggered the recall for the contactor. How? Buckle up and let's get technical!

What is in the HVBJB?
Here is the full schematic that I reverse-engineered from this and several other sources:
Edit: This teardown post also provides additional detail on the components.

Screen Shot 2022-08-08 at 8.08.46 .jpg


Screen Shot 2022-08-05 at 13.56.30 .jpg


The main task of the HVBJB is to distribute the high voltage battery energy and maximize safety. It contains the following major parts:
  • Main Contactor+ which connects the positive battery terminal. All current flows through this contactor.
  • A Pre-charge contactor + resistor to prevent sparks during startup. Since Main Contactor+ is the last one to close there will be 380Volt across the 2 pins. The pre-charge contactor closes first, charging the terminal slowly through a 24 Ohm resistor. After the voltage is equalized Main Contactor+ can be closed spark-free. Without the precharge circuit, a huge inrush current would flow. The high current and sparks could potentially weld the contacts, or damage the contacts. All EVs apply this trick.
  • Main Contactor- connecting the negative battery terminal. This switches both motors and the HVAC parts.
  • A 630A Rear motor + DCFC fuse. This supplies either the powerful rear motor or the negative terminal of the DCFC port.
  • A smaller Front Motor Fuse.
  • A Cabin HVAC Fuse that protects both the air conditioner compressor and the electric PTC heater. Both these parts heat or cool the cabin as well as the battery. See my earlier post here for details on how that is plumbed.
  • A charger contactor with a charger fuse that connects to both the onboard 240VAC->380VDCcharger and the 380DC->12DC charger. This is switched separately, allowing for L2 charging without powering up both motor inverters. More on that later.
  • Two beefy DCFC contactors isolate the high voltage pins of the charge ports. They are the same type as the Main Contactors.
What is the problem?
The subject of the recall is a malfunction of one of the 4 large contractors. According to Ford: "Direct Current (“DC”) fast charging and repeated wide open pedal events can cause the high voltage battery main contactors to overheat. This overheating may lead to arcing and deformation of the electrical contact surfaces, which can result in an electric relay switch remaining open or a relay switch that welds close from heat. An overheated relay switch that opens while driving can result in a loss of motive power, which can increase the risk of an accident."

What does the contactor look like?
A contactor (AKA a relay) is just an electrically controlled switch. When a 12V low voltage is applied to the primary input, the main contacts close which can conduct a very large current. Cars contain dozens of smaller contactors. The ones that switch the high voltage battery need to be particularly strong. The 4 large jampot-shaped contactors in the HVJB are made in Mexico by TE. This is the datasheet:
Screen Shot 2022-08-05 at 14.45.13 .jpg


Notice that the maximum rated continuous current is 500Amps . We'll come back to that later.

Contactors can fail. With high currents, the heat and sparking may 'weld' the contacts closed. It is called 'stuck closed' and this is what 'welded contacts' inside of this type of TE contactor look like (source):
Screen Shot 2022-08-08 at 12.54.33 .jpg


High heat might deform the plastic of the housing and make the contact 'stuck open'. Either of the failures is monitored by the MME. There is no temperature sensor in the HVJB to avoid overheating.

How does the HVJB operate during normal driving?
Before entering the car all HVJB contactors are open (that is, not conducting). The MME is powered by the 12V battery only. When you press the start button in the MME the following sequence of events will likely be commanded by the computer:
  1. The Main Contactor- (right side) closes. No current can flow yet because Main Contactor+ on the left is still open. The computer commands the inverters, compressor, and heater to be off.
  2. The computer verifies the voltages to check whether Main Contactor- is indeed closed (0 V across) and Main Contactor+ is open (~380V across). It also verifies that DCFC contactors are indeed open (and not weld shut).
  3. The pre-charge contactor closes to charge the left bus up to 380V.
  4. The computer verifies that the voltage on the left bus is high (~380V).
  5. After that Main Contactor+ closes.
  6. The pre-charge contactor opens, as its job is done.
  7. The computer verifies that the voltage on the left bus remains high (~380V) to verify that the contactor is closed. Likely it briefly commands a little load on the bus to check whether voltages remain stable. If not, this could be a contactor issue and it will throw an error.
  8. The front and rear motor inverters probably run a self-check.
  9. If all is OK, we are ready to drive!
After this, the HVJB will be switched like this, with both main contactors conducting:

Screen Shot 2022-08-05 at 15.16.50 .jpg


How much current flows while driving?
Normal steady driving commands about 25kW. This means that a current of (25,000/380=) 66Amps through the two contactors. Maximum regenerative braking is about 70kW, resulting in a reverse current flow of about 185Amps. During pedal-to-the-metal acceleration the peak current through the contactors will be ~900Amps in the GT. In the dual-motor MME it will be about 690A peak.

How does the HVJB operate during DC Fast Charging?
The likely chain of events is as follows after the car is plugged into DCFC:
  1. The Main Contactor - (right side) closes. No current flows yet because Main Contactor+ on the left is still open. The computer commands the inverters, compressor, and heater to be off.
  2. The computer verifies the voltages to check whether Main Contactor- is indeed closed (0 V across) and Main Contactor+ is open (~380V across). It also verifies that DCFC contactors are indeed open (and not weld shut). It will error out if that is not the case. and the car needs to be towed.
  3. Both DCFC contactors close.
  4. The computer verifies the proper voltages, verifying that the contactors are indeed closed and that the DCFC charger does not deliver power.
  5. The pre-charge contactor closes to charge the left bus up to 380V.
  6. The computer verifies that the voltage on the left bus is high (~380V). If not, the car needs to be towed.
  7. Main Contactor+ closes.
  8. The pre-charge contactor opens
  9. The computer verifies that the voltage on the left bus remains high (~380V).
  10. The computer commands the right amount of charge voltage and current from the DCFC charger. It constantly verifies that the voltages are as expected.
After that, the HVJB will be switched like this:

Screen Shot 2022-08-05 at 15.36.47 .jpg

The DCFC charge current flows through all 4 contactors. If needed, the AC compressor is run to cool the battery, or the PTC heater is run to (pre-) heat the battery.
The battery cooling is needed because of the internal losses in the battery. The parasitic resistance of the battery can be calculated from the voltage drop under load. When flooring the pedal I see a from 380V to 350V with a current of 250A. So the internal resistance is (30/350=0.09Ohm). That is approx. 2kW of heat in the battery during charging that needs to be sucked out.

Do the contactors get hot?
It seems so! The contactor is rated for 500A continuous and 1000A for 1 minute at a hot 85C. Hence the limitations in the GT. According to the datasheet, the internal resistance of the contact is (0.1V/200A =) 0.0005 Ohm maximum. That seems tiny, but at the rated 500A continuous current that would generate (500*500*0.0005=) 125Watt of heat. During DCFC charging at 150kW the current will be about 400A, so the 4 contactors will generate up to 80Watts of heat each. That is pushing it, as all that heat will need to go somewhere. On top is that the primary coil in the contactor also gets quite warm: 650mA minimum hold current at 12V is another 8 Watts of heat.

The 80 Watt heat is not insignificant: it will get as hot as an incandescent light bulb. It does not look like there is any dedicated cooling in the plastic HVJB assembly. The only way it is cooled is indirectly from the battery pack behind it. Hopefully, the actual contact resistance is lower than that.

So it is possible that during DCFC and/or frequent heavy accelerations the contactors get so hot that they break down or age prematurely. At 85C (hot coffee) the rating is 1000W for 1 minute. But given the likely poor heat conductivity, 80W continuous heat could make the contactor much hotter than 85C. So it could get out-of-spec. Most contactors will survive some abuse, but some unlucky ones will melt plastic and break open or weld themselves shut.

What could a software fix do to prevent the contactors from blowing open or welding shut?
There is a tiny possibility that a bug in the software causes the pre-charging contactor to open too late (or not at all). That would degrade Main Contactor+ quickly. The fix for that would be simple. This scenario is quite unlikely given the information we have from the recall.

The software could reduce the system current when the contactors are hot. This inevitably means some performance degradation or longer charge times. The problem is that there is no temperature sensor in the HVJB or anywhere near the contactors. Ford's software would have to guess the heat based on the average current and the battery temperature. I don't think that can be done accurately without being conservative, causing a noticeable performance degradation.

The software might attempt to detect whether a contactor is about to go bad. The problem with that the voltage drop of a loaded contactor is small (<0.1V) compared to the voltage drop of the battery under load (~30V). The voltages on the battery side of the Main Contactors likely cannot be measured accurately enough to detect contact degradation. With any increase of resistance due to a dirty contact, the contactor will get much hotter very quickly due to the high currents. It will blow or weld shut very rapidly. So, I don't think this is feasible.

I could be missing something, but I don't see a way that a software fix can avoid the hardware problem of overheating without some noticeable degradation of the specs.

What could the software fix do?
It does not seem likely that the OTA software fix prevents the problem from occurring. So it probably just mitigates the problem. Let's analyze what could be done:
  • Case 1: One of the Main Contactors is stuck open. No current can flow so the car will be bricked. No way around that.
  • Case 2: One of the Main Contactors welded itself shut. This is detected in the startup sequence. Rather than bricking, the MME could be put in a limp-home mode to significantly reduce contactor current. That is likely what Ford's fix does. Since the other Main Contactor can still open there should be no significant safety risk.
  • Case 3: One of the Main Contactors opened itself while driving due to overheating, or some discontinuity is detected while driving. This will result in a 'stop safely now' event. Rather than bricking the car in the middle of the road, the software could attempt to restart after a brief cool-down period l. The it can switch to the reduced power limp-home mode. This is likely what happens.
  • Case 4: One of DCFC contactors is open. In that case, DCFC is INOP, but the car should otherwise operate normally.
  • Case 5: One of the DCFC contactors is welded itself shut. This is a slight safety issue but should not have to result in the car going into limp-home mode.
What about a hardware fix?
Any hardware fix would be very expensive for Ford because removing and opening the battery is significant labor and requires skilled people. It would probably run at $3K-$5K per vehicle. I suspect that Ford is monitoring the statistics. They decided that the problem is still rare enough to fix a HVJB on a case-by-case basis. There is no significant safety risk, especially after the software fix.

A permanent solution would be a complete re-design of the HVJB with better cooling and temperature monitoring.
Ford could also replace just the contactors in the HVJB with a better version. This is what the repair seems to do. I suspect that significantly better contactors in the same form factor are not available. Therefore this does not guarantee the problem from re-occurring. It does not seem to be a real manufacturing defect, but rather a structural issue in the design of the HVJB.

How does the MME operate with AC L2 charging?
Both the DC-DC and AC-DC chargers are on a separate (lower-power) contactor. This allows the 12V battery to be re-charged without switching on the entire car. This saves energy because the motor inverters will be off. L2 AC charging is also possible without switching on the entire car:

Screen Shot 2022-08-05 at 16.53.47 .jpg

In that case, only the Main Connector+ and the charger connector need to close. The cooling of the DC-DC converter and the Charger runs entirely of the 12V battery so it does not need HV to be active.

As soon as the battery needs to be heated or cooled the rest of the circuit needs to wake up. In moderate temperatures that is not needed because L2 charging produces little heat.

Hope this helps!
Disclaimer: The above is my speculation based on my research. It might be inaccurate or contain errors.

Screen Shot 2022-08-05 at 7.36.59 .jpg

 
Last edited:

JohnFoxeSheets

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Notice that the maximum rated continuous current is 500A.
Do we know what size load cables are being used in the HVBJB? The 500A continuous rating is only for 400 mcm size cable...
 

MachLovin

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TLDR: Probably not

Longer version:
Thanks to John Kelly's excellent video we can lift the mystery of the operation of the High Voltage Junction Box (HVJB) in the MME. We can also figure out the likely problem that triggered the recall for the contactor. How? Buckle up and let's get technical!

What is in the HVJB?
Here is the full schematic that I reverse-engineered from this and several other sources:
Screen Shot 2022-08-05 at 13.56.30 .jpg


The main task of the HVJB is to distribute the high voltage battery energy and maximize safety. It contains the following major parts:
  • Main Contactor+ which connects the positive battery terminal. All current flows through this contactor.
  • A Pre-charge contactor + resistor to prevent sparks during startup. Since Main Contactor+ is the last one to close there will be 380Volt across the 2 pins. The pre-charge contactor closes first, charging the terminal slowly through a 24 Ohm resistor. After the voltage is equalized Main Contactor+ can be closed without sparks. Without the precharge circuit, a huge inrush current would flow. Sparks could potentially weld the contacts, or damage the contacts. All EVs apply this trick.
  • Main Contactor- connecting the negative battery terminal. This switches both motors and the HVAC parts.
  • A 630A Rear motor + DCFC fuse. This supplies the powerful rear motor or the negative terminal of the DCFC port.
  • A smaller Front Motor Fuse.
  • A Cabin HVAC Fuse that protects both the air conditioner compressor and the electric PTC heater. Both these parts heat or cool the cabin as well as the battery. See my earlier post here for details on how that is plumbed.
  • A charger contactor with a charger fuse that connects to both the onboard AC ->DCcharger and the DC->DC charger. This is switched separately, allowing for L2 charging without powering up both motor inverters. More on that later.
  • Two beefy DCFC contactors isolate the high voltage pins of the charge ports. They are the same type as the Main Contactors.
What is the problem?
The subject of the recall is a malfunction of one of the 4 large contractors. According to Ford: "Direct Current (“DC”) fast charging and repeated wide open pedal events can cause the high voltage battery main contactors to overheat. This overheating may lead to arcing and deformation of the electrical contact surfaces, which can result in an electric relay switch remaining open or a relay switch that welds close from heat. An overheated relay switch that opens while driving can result in a loss of motive power, which can increase the risk of an accident."

What does the contactor look like?
A contactor (AKA a relay) is an electrically controlled switch. When a 12V low voltage is applied to the primary input, the main contacts close and can conduct a very large current. Cars contain dozens of smaller contactors. The ones that switch the high voltage battery need to be quite large. The 4 large jampot-shaped contactors in the HVJB are made in Mexico by TE. This is the datasheet:
Screen Shot 2022-08-05 at 14.45.13 .jpg


Notice that the maximum rated continuous current is 500A . We'll come back to that later.

How does the HVJB operate during normal driving?
Before entering the car all HVJB contactors are open (that is, not conducting). The car is powered by the 12V battery only. When you press the start button in the MME the following likely sequence of events is commanded by the computer:
  1. The Main Contactor - (right side) closes. No current flows yet because Main Contactor+ on the left is still open. The computer commands the inverters, compressor, and heater to be off.
  2. The computer verifies the voltages to check whether Main Contactor- is indeed closed (0 V across) and Main Contactor+ is open (~380V across). It also verifies that DCFC contactors are indeed open (and not weld shut).
  3. The pre-charge contactor closes to charge the left bus up to 380V.
  4. The computer verifies that the voltage on the left bus is high (~380V).
  5. Main Contactor+ closes.
  6. The pre-charge contactor opens.
  7. The computer verifies that the voltage on the left bus remains high (~380V). Likely it briefly commands a little load on the bus to check whether voltages remain stable. If not, this could be a contactor issue and it will throw an error.
  8. The front and rear motor inverters probably run a self-check.
  9. If all is OK, we are ready to drive!
After this, the HVJB will be switched like this, with both main contactors conducting:

Screen Shot 2022-08-05 at 15.16.50 .jpg


How much current flows while driving?
Normal steady driving commands about 25kW so a current of (25,000/380=) 66Amps through the two contactors. Maximum regen is about 70kW, resulting in a reverse current flow of about 185Amps During pedal-to-the-metal acceleration the peak current through the contactors will be ~900Amps in the GT. In the dual-motor MME it will be about 690A peak.

How does the HVJB operate during DC Fast Charging?
The likely chain of events is as follows after the car is plugged into DCFC:
  1. The Main Contactor - (right side) closes. No current flows yet because Main Contactor+ on the left is still open. The computer commands the inverters, compressor, and heater to be off.
  2. The computer verifies the voltages to check whether Main Contactor- is indeed closed (0 V across) and Main Contactor+ is open (~380V across). It also verifies that DCFC contactors are indeed open (and not weld shut). It will error out if that is not the case. and the car needs to be towed.
  3. Both DCFC contactors close.
  4. The computer verifies the proper voltages, verifying that the contactors are indeed closed and that the DCFC charger does not deliver power.
  5. The pre-charge contactor closes to charge the left bus up to 380V.
  6. The computer verifies that the voltage on the left bus is high (~380V). If not, the car needs to be towed.
  7. Main Contactor+ closes.
  8. The pre-charge contactor opens
  9. The computer verifies that the voltage on the left bus remains high (~380V).
  10. The computer commands the right amount of charge voltage and current from the DCFC charger. It constantly verifies that the voltages are as expected.
After that, the HVJB is switched like this:

Screen Shot 2022-08-05 at 15.36.47 .jpg

The charge current flows through all 4 contactors. If needed, the AC compressor is run to cool the battery, or the PTC heater is run to (pre-) heat the battery.
The battery cooling is needed because of the internal losses in the battery. The parasitic resistance of the battery can be calculated from the voltage drop under load. When flooring the pedal I see a from 380V to 350V with a current of 250A. So the internal resistance is (30/350=0.09Ohm). That is approx. 2kW of heat in the battery during charging that needs to be sucked out.

Do the contactors get hot?
It seems so! The contactor is rated for 500A continuous and 1000A for 1 minute at a hot 85C. Hence the limitations in the GT. According to the datasheet, the internal resistance of the contact is (0.1V/200A =) 0.0005 Ohm maximum. That seems tiny, but at the rated 500A continuous current that would generate (500*500*0.0005=) 125Watt of heat. During DCFC charging at 150kW the current will be about 400A, so the 4 contactors will generate up to 80Watts of heat each. That is pushing it, and that heat needs to go somewhere. On top is that the primary coil in the contactor also gets quite warm: 650mA minimum hold current at 12V is another 8 Watts of heat.

The 80 Watt heat is not insignificant: it will get as hot as an incandescent light bulb. It does not look like there is any dedicated cooling in the plastic HVJB assembly. The only way it is cooled is indirectly from the battery pack behind it. Hopefully, the actual contact resistance is lower than that.

So it is possible that during DCFC and/or frequent heavy accelerations the contactors get so hot that they break down or age prematurely. At 85C (hot coffee) the rating is 1000W for 1 minute. But given the likely poor heat conductivity, 80W continuous heat could make the contactor much hotter than 85C. So it could get out-of-spec. Most contactors will survive some abuse, but some unlucky ones will melt plastic and break open or weld themselves shut.

What could a software fix do to prevent the contactors from blowing open or welding shut?
There is a tiny possibility that a bug in the software causes the pre-charging contactor to open too late (or not at all). That would degrade Main Contactor+ quickly. The fix would be simple. This is quite unlikely the issue given the information we gave.

The software could reduce the system current when the contactors are hot. This inevitably means some performance degradation or longer charge times. The problem is that there is no temperature sensor in the HVJB or anywhere near the contactors. Ford's software would have to guess the heat based on the average current and the battery temperature. I don't think that can be done accurately without noticeable performance degradation.

The software could better detect whether a contactors is going bad. The problem with that the voltage drop of a loaded contactor is small (<0.1V) compared to the voltage drop of the battery under load (~30V). The voltages on the battery side of the Main Contactors likely cannot be measured accurately enough to detect degradation. With any increase of resistance due to a dirty contact, the contactor will likely get much hotter very quickly. It will blow or weld shut very rapidly. So, I don't think this is feasible.

I could be missing something, but I don't see a way that a software fix can avoid the hardware problem of overheating without some noticeable degradation of the specs.

What could the software fix do?
It does not seem likely that the OTA software fix prevents the problem from occurring. So it probably just mitigates the problem. Let's analyze what could be done:
  • Case 1: One of the Main Contactors is stuck open. No current can flow so the car is bricked. No way around that.
  • Case 2: One of the Main Contactors welded itself shut. This is detected in the startup sequence. Rather than bricking, the MME could be put in a limp-home mode to significantly reduce contactor current. That is likely what Ford's fix does. Since the other Main Contactor can still open there should be no significant safety risk.
  • Case 3: One of the Main Contactors opens itself while driving due to overheating, or some discontinuity is detected while driving. This will result in a 'stop safely now' event. Rather than bricking the car in the middle of the road, the software could attempt to restart after a cool-down period and then switch to the reduced power limp-home mode. This is likely what it does.
  • Case 4: One of DCFC contactors is open. In that case, DCFC is INOP, but the car should otherwise operate normally.
  • Case 5: One of the DCFC contactors is welded itself shut. This is a slight safety issue but should not have to result in the car going into limp-home mode.
What about a hardware fix?
Any hardware fix would be very expensive for Ford because removing and opening the battery is significant labor and requires skilled people. It would probably run at $3K-$5K per vehicle. I suspect that Ford is monitoring the statistics. They decided that the problem is still rare enough to fix on a case-by-case basis and that there is no significant safety risk, especially after the software fix.

A permanent solution would be a complete re-design of the HVJB with better cooling and temperature monitoring. There seems to be a slight issue, so this would be the best solution. A patch would be to replace the contactors in the HVJB with a better version. This is what the repair does but it does not guarantee the problem from re-occurring. It does not seem to be a real manufacturing defect.

How does the MME operate with AC L2 charging?
Both the DC-DC and AC-DC chargers are on a separate (lower-power) contactor. This allows the 12V battery to be re-charged without switching on the entire car., saving energy. L2 AC charging is also possible without switching on the entire car:

Screen Shot 2022-08-05 at 16.53.47 .jpg

In that case, only the Main Connector+ and the charger connector need to close. The cooling of the DC-DC converter and the Charger runs entirely of the 12V battery so it does not need HV to be active.

As soon as the battery needs to be heated or cooled the rest of the circuit needs to wake up. In moderate temperatures that is not needed because L2 charging produces little heat.

Hope this helps!
Disclaimer: Though I have a Ph.D. in Electrical Engineering, the above is my speculation based on my research. It might be inaccurate or contain errors.

Screen Shot 2022-08-05 at 7.36.59 .jpg
Very detailed. Amazing information. Thank you very much for taking the time to put this together. I know I’ve been waiting for this specific deep dive.
 

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Wow what a great write-up this is!

If i understand correctly the smaller battery cars are less likely vulnerable?
 


RedStallion

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" The pre-charge contactor closes first, charging the terminal slowly through a 24 Ohm resistor. After the voltage is equalized Main Contactor+ can be closed spark-free. Without the precharge circuit, a huge inrush current would flow. The high current and sparks could potentially weld the contacts, or damage the contacts. "

I find this explanation totally inadequate. The 24 Ohm resistor might result in current somewhere around 10A, so it does nothing to help reduce sparking of the main relay contacts on closing, because that one handles the currents of about 500A, so having a 10A bypass makes no difference.

I think the explanation of the resistor circuit work is different. The motor presents a huge inductive load, so when the main relay opens it can create a huge inductive voltage spike of many kV ionizing air and producing high voltage arc, which can damage the relay and electronic parts. So the resistive bypass is preventing the high inductive voltage spike on relay opening, not closing.
 
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How much current flows while driving?
Normal steady driving commands about 25kW. This means that a current of (25,000/380=) 66Amps through the two contactors. Maximum regenerative braking is about 70kW, resulting in a reverse current flow of about 185Amps. During pedal-to-the-metal acceleration the peak current through the contactors will be ~900Amps in the GT. In the dual-motor MME it will be about 690A peak.
Great write up!
In case you are curious, my data logs show about 655A max at WOT and a little over 300A max regen. First Edition.
 

Ming

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" The pre-charge contactor closes first, charging the terminal slowly through a 24 Ohm resistor. After the voltage is equalized Main Contactor+ can be closed spark-free. Without the precharge circuit, a huge inrush current would flow. The high current and sparks could potentially weld the contacts, or damage the contacts. "

I find this explanation totally inadequate. The 24 Ohm resistor might result in current somewhere around 10A, so it does nothing to help reduce sparking of the main relay contacts on closing, because that one handles the currents of about 500A, so having a 10A bypass makes no difference.

I think the explanation of the resistor circuit work is different. The motor presents a huge inductive load, so when the main relay opens it can create a huge inductive voltage spike of many kV ionizing air and producing high voltage arc, which can damage the relay and electronic parts. So the resistive bypass is preventing the high inductive voltage spike on relay opening, not closing.
Your understanding of how precharging works is wrong. The precharging current has nothing to do with the 500A main current.
It's used to charge up the large capacitors inside motor inverter. It doesn't matter it's 10A or 5A, you just need to wait longer with lower amperage before you can engage the main contactors. Once the capacitors are charged up, main contactors only need to supply motor current (up to 500A or whatever), not the in rush current for charging capacitors, which potentially go much higher without a resistor).
 
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RobbertPatrison

RobbertPatrison

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Wow what a great write-up this is!

If i understand correctly the smaller battery cars are less likely vulnerable?
Indeed. A smaller battery means less current so less potential for overhearing. I believe the maximum DCFC charge current is lower than 150kW, so that helps. Also the maximum currents while driving are less. GT models are likely most affected.
 

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Indeed. A smaller battery means less current so less potential for overhearing. I believe the maximum DCFC charge current is lower than 150kW, so that helps. Also the maximum currents while driving are less. GT models are likely most affected.
The maximum DCFC is <115kW so that should help...the recall includes all cars so not immune:(
 
OP
OP
RobbertPatrison

RobbertPatrison

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Great write up!
In case you are curious, my data logs show about 655A max at WOT and a little over 300A max regen. First Edition.
Cool. 300A regen would be ~115kW peak. Not impossible, but I have not seen it that high in my AWD ER using car scanner.
 

Shayne

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DC to DC that powers all 12V components in the car (brains) and recharges the 12V battery (cmos). Do not see the 12V circuit in the schematic. That is the circuit that does not work for me in the cold.

Going through the error codes of the TSB 22-2178 (HVJB Replacement) with a dumped I had from Jan. 13 2022 when I was having the second winter of problems.

P0AA1 event 47 P0AA4 event 48 P00A2 Events 1, 7, 326

The P00A2 contact stuck open events are assumed to be after the new 12V (1), stranded in Ottawa (7) and first month I owned it (326).

Started monitoring the 12V after it kill the second new 12V early January. Started the first month by starting it every day to see what it did with the soc of the 12V it did not do well and with way to much interaction so switched over to a 12V charger 24/7. From then to April on a 12V charger it only spit error codes at me once and booted for the whole winter.

P00A1 stuck close event 47 I have no idea when that happened and was not noted? Must assume stuck does not necessarily mean welded all the time. Did something happen and is it related to the following events 1 and 7? Maybe the +contact got damaged during event 47?

Event 326 was identical to both 1 and 7 and was brand new. Guess it does not close the contact along with (or causes) a high 12V battery drain and that equals a dead 12V in a day, day and a half. So far all I know is after it kill the second brand new 12V the 12V was a symptom not the cause. At the beginning I had no charging schedule which replacing the SOBDMC fixed and can also be seen.

Car Scanner ELM OBD2
DTC report
Selected brand: Ford
VIN: 3FMTK3SU6MMA01581

============1==============
P0AA2
Raw code: 0AA2
ECU: 7EC
Status: Confirmed
OBDII: Hybrid battery positive contactor - circuit stuck open

============2==============
U0594
Raw code: C594
ECU: 7EC
Status: Confirmed
OBDII: Invalid data received from hybrid powertrain control module

============3==============
P0CF7(66)
Raw code: 0CF766
ECU: 7EA[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============4==============
P1A1E(66)
Raw code: 1A1E66
ECU: 7EC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============5==============
U3513(00)
Raw code: F51300
ECU: 7EC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============6==============
U3517(00)
Raw code: F51700
ECU: 7EC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============7==============
P0AA2(00)
Raw code: 0AA200
ECU: 7EC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Hybrid battery positive contactor - circuit stuck open

============8==============
U0594(00)
Raw code: C59400
ECU: 7EC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Invalid data received from hybrid powertrain control module

============9==============
P0D2D(00)
Raw code: 0D2D00
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============10==============
P1A07(00)
Raw code: 1A0700
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
Ford: INVERTER HIGH VOLTAGE PERFORMANCE

============11==============
P1A10(00)
Raw code: 1A1000
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
Ford: HYBRID POWERTRAIN CONTROL MODULE - BATTERY DISABLED

============12==============
P2DA7(00)
Raw code: 2DA700
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============13==============
U351B(00)
Raw code: F51B00
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============14==============
U351F(00)
Raw code: F51F00
ECU: 7EE[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============15==============
P0DA8(00)
Raw code: 0DA800
ECU: 7EF[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============16==============
P0504(00)
Raw code: 050400
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Brake pedal position (BPP) switch A/B - correlation

============17==============
P0572(00)
Raw code: 057200
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Cruise control/brake switch A - circuit low
Ford: Cruise Brake Switch Circuit Low

============18==============
P0573(00)
Raw code: 057300
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Cruise control/brake switch A - circuit high
Ford: Cruise Brake Switch Circuit High

============19==============
P0850(00)
Raw code: 085000
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Park/neutral position (PNP) switch - input circuit malfunction

============20==============
P1001(00)
Raw code: 100100
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: KOER Not Able To Complete. KOER Aborted.; KOER Test Cannot Be Completed

============21==============
P1397(00)
Raw code: 139700
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: System Voltage Out Of Self Test Range
Ford: System Voltage Out Of Self Test Range

============22==============
P1575(00)
Raw code: 157500
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Pedal Position Out of Self Test Range
Ford: Pedal Position Out of Self Test Range

============23==============
P1595(00)
Raw code: 159500
ECU: Engine control unit
Status: Test not completed during this operation cycle
Ford: FORCED ENGINE SHUTDOWN - REMOTE START SYSTEM FAULT, TRANSMISSION RANGE NOT IN PARK

============24==============
P1596(00)
Raw code: 159600
ECU: Engine control unit
Status: Test not completed during this operation cycle

============25==============
P160A(00)
Raw code: 160A00
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: CONTROL MODULE VEHICLE OPTIONS RECONFIGURATION ERROR

============26==============
P161C(00)
Raw code: 161C00
ECU: Engine control unit
Status: Test not completed during this operation cycle

============27==============
P1703(00)
Raw code: 170300
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Brake Switch Out Of Self Test Range
Ford: Brake Switch Out Of Self Test Range

============28==============
P1705(00)
Raw code: 170500
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Not in P or N During KOEO / KOER
Ford: Not in P or N During KOEO / KOER

============29==============
P193F(00)
Raw code: 193F00
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: VEHICLE SPEED SIGNAL INTERMITTENT

============30==============
P2122(00)
Raw code: 212200
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Throttle position (TP) or Accelerator pedal position (APP) sensor/switch D - low input

============31==============
P2123(00)
Raw code: 212300
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Throttle position (TP) or Accelerator pedal position (APP) sensor/switch D - high input

============32==============
P2127(00)
Raw code: 212700
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Throttle position (TP) or Accelerator pedal position (APP) sensor/switch E - low input

============33==============
P2128(00)
Raw code: 212800
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Throttle position (TP) or Accelerator pedal position (APP) sensor/switch E - high input

============34==============
P2138(00)
Raw code: 213800
ECU: Engine control unit
Status: Test not completed during this operation cycle
OBDII: Throttle position (TP) or Accelerator pedal position (APP) sensor/switch D/E - voltage correlation

============35==============
P2227(00)
Raw code: 222700
ECU: Engine control unit
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Barometric pressure (BARO) sensor - range/performance problem

============36==============
P0CF7(00)
Raw code: 0CF700
ECU: 7EA
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============37==============
P0D3D(00)
Raw code: 0D3D00
ECU: 7EA
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============38==============
P0D56(24)
Raw code: 0D5624
ECU: 7EA
Status: Test not completed during this operation cycle

============39==============
P0D5C(00)
Raw code: 0D5C00
ECU: 7EA
Status: Test not completed during this operation cycle

============40==============
P0D5E(00)
Raw code: 0D5E00
ECU: 7EA
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============41==============
P0D81(25)
Raw code: 0D8125
ECU: 7EA
Status: Test not completed during this operation cycle

============42==============
P0D93(00)
Raw code: 0D9300
ECU: 7EA
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============43==============
P0EE7(13)
Raw code: 0EE713
ECU: 7EA
Status: Test not completed during this operation cycle

============44==============
P1A3C(00)
Raw code: 1A3C00
ECU: 7EA
Status: Test not completed during this operation cycle

============45==============
P2E4F(13)
Raw code: 2E4F13
ECU: 7EA
Status: Test not completed during this operation cycle

============46==============
U3020(00)
Raw code: F02000
ECU: 7EA
Status: Test not completed during this operation cycle

============47==============
P0AA1(00)
Raw code: 0AA100
ECU: 7EC
Status: Test not completed during this operation cycle
OBDII: Hybrid battery positive contactor - circuit stuck closed

============48==============
P0AA4(00)
Raw code: 0AA400
ECU: 7EC
Status: Test not completed during this operation cycle
OBDII: Hybrid battery positive contactor - circuit stuck closed

============49==============
P0D0F(00)
Raw code: 0D0F00
ECU: 7EC
Status: Test not completed during this operation cycle

============50==============
P064F(00)
Raw code: 064F00
ECU: 7EC
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Unauthorized software - non original equipment calibration detected

============51==============
P2C85(00)
Raw code: 2C8500
ECU: 7EC
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============52==============
P2BC5(00)
Raw code: 2BC500
ECU: 7EC
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============53==============
P0CA6(00)
Raw code: 0CA600
ECU: 7EC
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Hybrid battery system - charging current too high

============54==============
P0531(00)
Raw code: 053100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: AC refrigerant pressure sensor - range/performance problem
Ford: A/C Refrigerant Pressure Sensor Circuit Range/Performance

============55==============
P0534(00)
Raw code: 053400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: AC refrigerant charge loss
Ford: A/C Refrigerant Charge Loss

============56==============
P0600(88)
Raw code: 060088
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: CAN data bus - malfunction
Ford: Serial Communications Link Malfunction

============57==============
P060A(44)
Raw code: 060A44
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), monitoring processor performance problem

============58==============
P060A(47)
Raw code: 060A47
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), monitoring processor performance problem

============59==============
P060A(4A)
Raw code: 060A4A
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), monitoring processor performance problem

============60==============
P060A(86)
Raw code: 060A86
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), monitoring processor performance problem

============61==============
P060A(88)
Raw code: 060A88
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), monitoring processor performance problem

============62==============
P060B(47)
Raw code: 060B47
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), A/D processing performance

============63==============
P060B(62)
Raw code: 060B62
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), A/D processing performance

============64==============
P060C(41)
Raw code: 060C41
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), main processor - performance problem

============65==============
P060C(42)
Raw code: 060C42
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), main processor - performance problem

============66==============
P060C(44)
Raw code: 060C44
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), main processor - performance problem

============67==============
P060C(47)
Raw code: 060C47
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), main processor - performance problem

============68==============
P061A(92)
Raw code: 061A92
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), engine torque - performance problem

============69==============
P061A(93)
Raw code: 061A93
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), engine torque - performance problem

============70==============
P061B(64)
Raw code: 061B64
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Engine control module (ECM), torque calculation - performance problem

============71==============
P0657(00)
Raw code: 065700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Actuator supply voltage - open circuit

============72==============
P0658(00)
Raw code: 065800
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Actuator supply voltage - circuit low

============73==============
P0659(00)
Raw code: 065900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Actuator supply voltage - circuit high

============74==============
P06A9(00)
Raw code: 06A900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Sensor reference voltage D - circuit range/performance

============75==============
P071A(1F)
Raw code: 071A1F
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Transmission mode selection switch A - circuit malfunction

============76==============
P071B(00)
Raw code: 071B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Transmission mode selection switch A - circuit low

============77==============
P071C(00)
Raw code: 071C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Transmission mode selection switch A - circuit high

============78==============
P0726(62)
Raw code: 072662
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Engine RPM input - range/performance problem
Ford: Engine Speed Input Circuit Range/Performance

============79==============
P0811(00)
Raw code: 081100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Excessive clutch slip

============80==============
P088E(00)
Raw code: 088E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============81==============
P0972(00)
Raw code: 097200
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Shift solenoid (SS) A - range/performance problem

============82==============
P0974(00)
Raw code: 097400
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Shift solenoid (SS) A - circuit high

============83==============
P097A(00)
Raw code: 097A00
ECU: 7EE
Status: Test not completed during this operation cycle

============84==============
P0A11(00)
Raw code: 0A1100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter enable - circuit open

============85==============
P0A1A(06)
Raw code: 0A1A06
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator control module

============86==============
P0A23(00)
Raw code: 0A2300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator torque sensor - circuit range/performance

============87==============
P0A37(64)
Raw code: 0A3764
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator temperature sensor - circuit range/performance

============88==============
P0A38(00)
Raw code: 0A3800
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator temperature sensor - circuit low

============89==============
P0A39(00)
Raw code: 0A3900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator temperature sensor - circuit high

============90==============
P0A3A(00)
Raw code: 0A3A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator temperature sensor - circuit intermittent

============91==============
P0A45(00)
Raw code: 0A4500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Drive motor B position sensor - circuit malfunction

============92==============
P0A4C(00)
Raw code: 0A4C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor - circuit range/performance

============93==============
P0A50(92)
Raw code: 0A5092
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor - circuit over-speed

============94==============
P0A6F(00)
Raw code: 0A6F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase U current malfunction

============95==============
P0A71(00)
Raw code: 0A7100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase U current high

============96==============
P0A72(00)
Raw code: 0A7200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase V current malfunction

============97==============
P0A74(00)
Raw code: 0A7400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase V current high

============98==============
P0A75(00)
Raw code: 0A7500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase W current malfunction

============99==============
P0A77(00)
Raw code: 0A7700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator - phase W current high

============100==============
P0A7A(96)
Raw code: 0A7A96
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator inverter - performance problem

============101==============
P0A7D(00)
Raw code: 0A7D00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Hybrid battery pack - battery discharged

============102==============
P0A90(62)
Raw code: 0A9062
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Drive motor A - performance problem

============103==============
P0A92(62)
Raw code: 0A9262
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Hybrid generator - performance problem

============104==============
P0A94(00)
Raw code: 0A9400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter - performance problem

============105==============
P0BCD(00)
Raw code: 0BCD00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator inverter temperature sensor - circuit range/performance

============106==============
P0BCE(00)
Raw code: 0BCE00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator inverter temperature sensor - circuit low

============107==============
P0BCF(00)
Raw code: 0BCF00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator temperature sensor - circuit high

============108==============
P0BD0(00)
Raw code: 0BD000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator inverter temperature sensor - circuit intermittent/erratic

============109==============
P0C03(00)
Raw code: 0C0300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Drive motor B - current low

============110==============
P0C0C(00)
Raw code: 0C0C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Drive motor A inverter - power supply low

============111==============
P0C2F(62)
Raw code: 0C2F62
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Internal control module, drive motor/generator, engine speed (RPM) sensor - performance problem

============112==============
P0C2F(63)
Raw code: 0C2F63
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Internal control module, drive motor/generator, engine speed (RPM) sensor - performance problem

============113==============
P0C2F(71)
Raw code: 0C2F71
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Internal control module, drive motor/generator, engine speed (RPM) sensor - performance problem

============114==============
P0C2F(92)
Raw code: 0C2F92
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Internal control module, drive motor/generator, engine speed (RPM) sensor - performance problem

============115==============
P0C2F(93)
Raw code: 0C2F93
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Internal control module, drive motor/generator, engine speed (RPM) sensor - performance problem

============116==============
P0C39(00)
Raw code: 0C3900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor A - circuit range/performance

============117==============
P0C3A(00)
Raw code: 0C3A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor A - circuit low

============118==============
P0C3B(00)
Raw code: 0C3B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor A - circuit high

============119==============
P0C3C(00)
Raw code: 0C3C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor A - circuit intermittent/erratic

============120==============
P0C3E(00)
Raw code: 0C3E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor B - circuit range/performance

============121==============
P0C3F(00)
Raw code: 0C3F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor B - circuit low

============122==============
P0C40(00)
Raw code: 0C4000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor B - circuit high

============123==============
P0C41(00)
Raw code: 0C4100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter temperature sensor B - circuit intermittent/erratic

============124==============
P0C5F(00)
Raw code: 0C5F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Drive motor B position sensor, circuit B - circuit malfunction

============125==============
P0C64(00)
Raw code: 0C6400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit A - circuit malfunction

============126==============
P0C65(00)
Raw code: 0C6500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit A - circuit range/performance

============127==============
P0C66(00)
Raw code: 0C6600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit A - circuit low

============128==============
P0C67(00)
Raw code: 0C6700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit A - circuit high

============129==============
P0C6B(00)
Raw code: 0C6B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit B - circuit low

============130==============
P0C6C(00)
Raw code: 0C6C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Generator position sensor, circuit B - circuit high

============131==============
P0CA3(00)
Raw code: 0CA300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: DC to DC converter, step up voltage - performance problem

============132==============
P0CDF(00)
Raw code: 0CDF00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============133==============
P0CE2(00)
Raw code: 0CE200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============134==============
P0CE3(12)
Raw code: 0CE312
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============135==============
P0D32(00)
Raw code: 0D3200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============136==============
P0D33(00)
Raw code: 0D3300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============137==============
P0DFA(00)
Raw code: 0DFA00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============138==============
P0DFC(00)
Raw code: 0DFC00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============139==============
P0E10(00)
Raw code: 0E1000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============140==============
P0E31(00)
Raw code: 0E3100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============141==============
P0E4E(00)
Raw code: 0E4E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============142==============
P0E51(00)
Raw code: 0E5100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============143==============
P0E52(00)
Raw code: 0E5200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============144==============
P0E57(00)
Raw code: 0E5700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============145==============
P0E59(00)
Raw code: 0E5900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============146==============
P0E5A(00)
Raw code: 0E5A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============147==============
P0E5B(00)
Raw code: 0E5B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============148==============
P0E5C(00)
Raw code: 0E5C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============149==============
P0E71(00)
Raw code: 0E7100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============150==============
P1594(00)
Raw code: 159400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: FORCED ENGINE SHUTDOWN - REMOTE START SYSTEM FAULT, NO UNATTENDED VEHICLE TIMEOUT

============151==============
P184E(00)
Raw code: 184E00
ECU: 7EE
Status: Test not completed during this operation cycle

============152==============
P184E(62)
Raw code: 184E62
ECU: 7EE
Status: Test not completed during this operation cycle

============153==============
P184E(92)
Raw code: 184E92
ECU: 7EE
Status: Test not completed during this operation cycle

============154==============
P184E(93)
Raw code: 184E93
ECU: 7EE
Status: Test not completed during this operation cycle

============155==============
P1920(62)
Raw code: 192062
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: ENGINE SPEED SIGNAL

============156==============
P1A0C(00)
Raw code: 1A0C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - ENGINE DISABLED

============157==============
P1A0D(62)
Raw code: 1A0D62
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - GENERATOR DISABLED

============158==============
P1A0D(64)
Raw code: 1A0D64
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - GENERATOR DISABLED

============159==============
P1A0D(96)
Raw code: 1A0D96
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - GENERATOR DISABLED

============160==============
P1A0E(61)
Raw code: 1A0E61
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - MOTOR DISABLED

============161==============
P1A0E(62)
Raw code: 1A0E62
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - MOTOR DISABLED

============162==============
P1A0E(64)
Raw code: 1A0E64
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - MOTOR DISABLED

============163==============
P1A0E(96)
Raw code: 1A0E96
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - MOTOR DISABLED

============164==============
P1A0F(00)
Raw code: 1A0F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - VEHICLE DISABLED

============165==============
P1A13(00)
Raw code: 1A1300
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: HYBRID POWERTRAIN CONTROL MODULE - REGENERATIVE BRAKING DISABLED

============166==============
P1A1B(00)
Raw code: 1A1B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: BRAKE SYSTEM CONTROL MODULE - FORCED ENGINE RUNNING

============167==============
P1A40(00)
Raw code: 1A4000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============168==============
P1A41(00)
Raw code: 1A4100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============169==============
P2612(00)
Raw code: 261200
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: AC refrigerant distribution valve - circuit low

============170==============
P26C1(00)
Raw code: 26C100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============171==============
P26C3(00)
Raw code: 26C300
ECU: 7EE
Status: Test not completed during this operation cycle

============172==============
P272C(12)
Raw code: 272C12
ECU: 7EE
Status: Test not completed during this operation cycle

============173==============
P272C(14)
Raw code: 272C14
ECU: 7EE
Status: Test not completed during this operation cycle

============174==============
P272C(2A)
Raw code: 272C2A
ECU: 7EE
Status: Test not completed during this operation cycle

============175==============
P27B2(00)
Raw code: 27B200
ECU: 7EE
Status: Test not completed during this operation cycle

============176==============
P27B4(00)
Raw code: 27B400
ECU: 7EE
Status: Test not completed during this operation cycle

============177==============
P2800(00)
Raw code: 280000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Transmission range (TR) sensor B - PRNDL input

============178==============
P2C94(00)
Raw code: 2C9400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============179==============
P2D40(00)
Raw code: 2D4000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============180==============
C0030(00)
Raw code: 403000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Left Front Tone Wheel

============181==============
C0033(00)
Raw code: 403300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Right Front Tone Wheel

============182==============
C0036(00)
Raw code: 403600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Left Rear Tone Wheel

============183==============
C0039(00)
Raw code: 403900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Right Rear Tone Wheel

============184==============
C0049(00)
Raw code: 404900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Brake Fluid

============185==============
C004B(00)
Raw code: 404B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============186==============
C004C(00)
Raw code: 404C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============187==============
C004E(00)
Raw code: 404E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============188==============
C004F(00)
Raw code: 404F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============189==============
C0061(00)
Raw code: 406100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Lateral Acceleration Sensor

============190==============
C0062(00)
Raw code: 406200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Longitudinal Acceleration Sensor

============191==============
C0500(00)
Raw code: 450000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============192==============
C0501(00)
Raw code: 450100
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============193==============
C0504(00)
Raw code: 450400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============194==============
C0506(00)
Raw code: 450600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============195==============
C0507(00)
Raw code: 450700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============196==============
C050A(00)
Raw code: 450A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============197==============
C050C(00)
Raw code: 450C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============198==============
C050D(00)
Raw code: 450D00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============199==============
C0510(00)
Raw code: 451000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============200==============
C0512(00)
Raw code: 451200
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============201==============
C0513(00)
Raw code: 451300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============202==============
C0516(00)
Raw code: 451600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============203==============
C0518(00)
Raw code: 451800
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============204==============
C0519(00)
Raw code: 451900
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============205==============
C051A(00)
Raw code: 451A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============206==============
C051B(00)
Raw code: 451B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============207==============
C052B(00)
Raw code: 452B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============208==============
C052D(00)
Raw code: 452D00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============209==============
C052E(00)
Raw code: 452E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============210==============
C053D(00)
Raw code: 453D00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============211==============
C0555(00)
Raw code: 455500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============212==============
C0556(00)
Raw code: 455600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============213==============
C0557(00)
Raw code: 455700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============214==============
C0558(00)
Raw code: 455800
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============215==============
C055C(00)
Raw code: 455C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============216==============
C055E(00)
Raw code: 455E00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============217==============
C0560(00)
Raw code: 456000
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============218==============
C0563(00)
Raw code: 456300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============219==============
C0564(00)
Raw code: 456400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============220==============
C0565(00)
Raw code: 456500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============221==============
C056A(00)
Raw code: 456A00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============222==============
C056B(00)
Raw code: 456B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============223==============
C0594(00)
Raw code: 459400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============224==============
C0596(00)
Raw code: 459600
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============225==============
C0597(00)
Raw code: 459700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============226==============
C1013(00)
Raw code: 501300
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============227==============
C101F(00)
Raw code: 501F00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============228==============
U0100(87)
Raw code: C10087
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, engine control module (ECM) A - no communication

============229==============
U0121(8F)
Raw code: C1218F
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Data bus, anti-lock brake system (ABS) control module - no communication

============230==============
U0159(87)
Raw code: C15987
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, parking aid control module A - no communication

============231==============
U0214(00)
Raw code: C21400
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, remote function actuation - no communication

============232==============
U0253(87)
Raw code: C25387
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Lost communication with accessory protocol interface module

============233==============
U0315(00)
Raw code: C31500
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Software incompatibility - anti-lock brake system (ABS) control module

============234==============
U0418(00)
Raw code: C41800
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Invalid data received - brake system control module

============235==============
U049C(00)
Raw code: C49C00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============236==============
U0515(82)
Raw code: C51582
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Invalid data received from remote function actuation

============237==============
U053B(86)
Raw code: C53B86
ECU: 7EE
Status: Test not completed during this operation cycle
OBDII: Invalid data received from image processing module A

============238==============
U1011(86)
Raw code: D01186
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Engine Air Intake; SCP (J1850) INVALID OR MISSING DATA

============239==============
U1012(83)
Raw code: D01283
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Primary Id $0C

============240==============
U1012(86)
Raw code: D01286
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Primary Id $0C

============241==============
U1014(83)
Raw code: D01483
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Primary Id $0E

============242==============
U101E(86)
Raw code: D01E86
ECU: 7EE
Status: Test not completed during this operation cycle

============243==============
U1022(00)
Raw code: D02200
ECU: 7EE
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Primary Id $16

============244==============
U1027(00)
Raw code: D02700
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Engine RPM

============245==============
U1028(00)
Raw code: D02800
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Primary Id $1C

============246==============
U103B(00)
Raw code: D03B00
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============247==============
U103B(83)
Raw code: D03B83
ECU: 7EE
Status: Test not completed during this operation cycle

============248==============
U2016(04)
Raw code: E01604
ECU: 7EE
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Signal Link Short to Ground (Non SCP) / From NGV Module
Ford: Signal Link Short to Ground (Non SCP)

============249==============
P01EB(96)
Raw code: 01EB96
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============250==============
P0607(00)
Raw code: 060700
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Engine control module (ECM) - performance problem

============251==============
P0886(00)
Raw code: 088600
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Transmission control module (TCM) power relay, control - circuit low

============252==============
P0B38(00)
Raw code: 0B3800
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Voltage converter coolant pump motor B - control circuit open

============253==============
P0B3A(00)
Raw code: 0B3A00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Voltage converter coolant pump motor B - control circuit high

============254==============
P0CDF(13)
Raw code: 0CDF13
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============255==============
P0D6D(00)
Raw code: 0D6D00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============256==============
P0D6F(00)
Raw code: 0D6F00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============257==============
P0D71(00)
Raw code: 0D7100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============258==============
P0EE3(00)
Raw code: 0EE300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============259==============
P0EE4(00)
Raw code: 0EE400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============260==============
P0EE5(00)
Raw code: 0EE500
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============261==============
P2531(00)
Raw code: 253100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Ignition switch, ON position - circuit low

============262==============
P2533(1F)
Raw code: 25331F
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Ignition switch, ON/start position - circuit malfunction

============263==============
P2533(62)
Raw code: 253362
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Ignition switch, ON/start position - circuit malfunction

============264==============
P2611(00)
Raw code: 261100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: AC refrigerant distribution valve - open circuit

============265==============
P2613(00)
Raw code: 261300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: AC refrigerant distribution valve - circuit high

============266==============
P26FD(00)
Raw code: 26FD00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============267==============
P2C95(00)
Raw code: 2C9500
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============268==============
P2D05(00)
Raw code: 2D0500
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============269==============
P2D06(00)
Raw code: 2D0600
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============270==============
P2D07(00)
Raw code: 2D0700
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============271==============
P2D08(00)
Raw code: 2D0800
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============272==============
P2D09(00)
Raw code: 2D0900
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============273==============
P2D41(00)
Raw code: 2D4100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============274==============
P2D42(00)
Raw code: 2D4200
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============275==============
P2D44(00)
Raw code: 2D4400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============276==============
P2DA4(00)
Raw code: 2DA400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============277==============
P2DA5(00)
Raw code: 2DA500
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============278==============
P2DA6(00)
Raw code: 2DA600
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============279==============
P2E62(00)
Raw code: 2E6200
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============280==============
P2E63(00)
Raw code: 2E6300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============281==============
P2E64(00)
Raw code: 2E6400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============282==============
C0047(00)
Raw code: 404700
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Brake Booster Pressure Sensor

============283==============
C0048(00)
Raw code: 404800
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Brake Booster Travel Sensor

============284==============
C004D(00)
Raw code: 404D00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============285==============
C0051(00)
Raw code: 405100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Steering Wheel Position Sensor

============286==============
C0063(00)
Raw code: 406300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Yaw Rate Sensor

============287==============
C0064(00)
Raw code: 406400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Roll Rate Sensor

============288==============
C006C(00)
Raw code: 406C00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Stability System

============289==============
C0072(00)
Raw code: 407200
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Brake Temperature Too High

============290==============
C05A4(00)
Raw code: 45A400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============291==============
C05CC(00)
Raw code: 45CC00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============292==============
C113A(62)
Raw code: 513A62
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============293==============
B3A01(00)
Raw code: BA0100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============294==============
B3A02(00)
Raw code: BA0200
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============295==============
B3A03(00)
Raw code: BA0300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============296==============
U0001(00)
Raw code: C00100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Controller area network (CAN) data bus, high speed bus

============297==============
U0103(00)
Raw code: C10300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, gear shift module - no communication

============298==============
U010F(00)
Raw code: C10F00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: AC control module - communication signal lost

============299==============
U0126(00)
Raw code: C12600
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, steering position sensor control module - no communication

============300==============
U0131(00)
Raw code: C13100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, power steering control module - no communication

============301==============
U0140(87)
Raw code: C14087
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, body control module (BCM) - no communication

============302==============
U0143(00)
Raw code: C14300
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, body control module (BCM) C - no communication

============303==============
U0151(00)
Raw code: C15100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, supplementary restraint system (SRS) control module - no communication

============304==============
U0151(87)
Raw code: C15187
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, supplementary restraint system (SRS) control module - no communication

============305==============
U0155(00)
Raw code: C15500
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, instrumentation control module - no communication

============306==============
U0164(00)
Raw code: C16400
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, AC control module - no communication

============307==============
U016A(00)
Raw code: C16A00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Lost communication with navigation control module

============308==============
U0198(00)
Raw code: C19800
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Data bus, telematics control module - no communication

============309==============
U019B(00)
Raw code: C19B00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============310==============
U0288(87)
Raw code: C28887
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Lost communication with DC to AC converter control module A

============311==============
U0298(00)
Raw code: C29800
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Lost communication with DC to DC converter control module A

============312==============
U0401(00)
Raw code: C40100
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Invalid data received - engine control module (ECM)

============313==============
U0420(00)
Raw code: C42000
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Invalid data received - power steering control module

============314==============
U0452(00)
Raw code: C45200
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle
OBDII: Invalid data received from supplementary restraint system (SRS) control module

============315==============
U063B(87)
Raw code: C63B87
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============316==============
U0647(00)
Raw code: C64700
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============317==============
U069E(81)
Raw code: C69E81
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============318==============
U069E(87)
Raw code: C69E87
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============319==============
U1010(00)
Raw code: D01000
ECU: 7EF
Status: Test not completed during this operation cycle
Ford: SCP (J1850) Invalid or Missing Data for Engine Air Intake; INVALID INTERNAL CONTROL MODULE MONITORING DATA RECEIVED FROM HYBRID/EV PCM

============320==============
U301B(00)
Raw code: F01B00
ECU: 7EF
Status: Test not completed since last DTC clear, Test not completed during this operation cycle

============321==============
U0594(00)
Raw code: C59400
ECU: ABS/ESP[Archive (inactive)]
Status: Test failed since last DTC clear
OBDII: Invalid data received from hybrid powertrain control module

============322==============
U0151(00)
Raw code: C15100
ECU: ABS/ESP[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Data bus, supplementary restraint system (SRS) control module - no communication

============323==============
P1A1E(66)
Raw code: 1A1E66
ECU: BECM[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============324==============
U3513(00)
Raw code: F51300
ECU: BECM[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============325==============
U3517(00)
Raw code: F51700
ECU: BECM[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============326==============
P0AA2(00)
Raw code: 0AA200
ECU: BECM[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Hybrid battery positive contactor - circuit stuck open

============327==============
U0594(00)
Raw code: C59400
ECU: BECM[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Invalid data received from hybrid powertrain control module

============328==============
B115E(97)
Raw code: 915E97
ECU: CMR[Archive (inactive)]
Status: Confirmed

============329==============
B15E1(97)
Raw code: 95E197
ECU: CMR[Archive (inactive)]
Status: Confirmed

============330==============
B15E2(97)
Raw code: 95E297
ECU: CMR[Archive (inactive)]
Status: Confirmed

============331==============
U0293(00)
Raw code: C29300
ECU: DCDC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Lost communication with hybrid powertrain control module

============332==============
U2404(92)
Raw code: E40492
ECU: GWM
Status: Test failed (current drive cycle), Confirmed

============333==============
C1001(54)
Raw code: 500154
ECU: IPMA[Archive (inactive)]
Status: Test failed since last DTC clear

============334==============
U2100(00)
Raw code: E10000
ECU: IPMA[Archive (inactive)]
Status: Test failed since last DTC clear
OBDII: CAN-BUS Communication Malfunction

============335==============
U3000(49)
Raw code: F00049
ECU: IPMA[Archive (inactive)]
Status: Test failed since last DTC clear
OBDII: Control module

============336==============
U0415(86)
Raw code: C41586
ECU: IPMA[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
OBDII: Invalid data received - anti-lock brake system (ABS) control module

============337==============
B1578(78)
Raw code: 957878
ECU: IPMA[Archive (inactive)]
Status: Test failed since last DTC clear
Ford: Lamp Park Input Circuit Short To Ground

============338==============
B1D23(4B)
Raw code: 9D234B
ECU: PSCM[Archive (inactive)]
Status: Confirmed, Test not completed during this operation cycle

============339==============
P0CF7(66)
Raw code: 0CF766
ECU: SOBDM (BCCM)[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============340==============
P0D2D(00)
Raw code: 0D2D00
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============341==============
P1A07(00)
Raw code: 1A0700
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
Ford: INVERTER HIGH VOLTAGE PERFORMANCE

============342==============
P1A10(00)
Raw code: 1A1000
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
Ford: HYBRID POWERTRAIN CONTROL MODULE - BATTERY DISABLED

============343==============
P2DA7(00)
Raw code: 2DA700
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============344==============
U351B(00)
Raw code: F51B00
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear

============345==============
U351F(00)
Raw code: F51F00
ECU: SOBDMC[Archive (inactive)]
Status: Confirmed, Test failed since last DTC clear
 
OP
OP
RobbertPatrison

RobbertPatrison

Well-Known Member
Joined
Mar 24, 2022
Threads
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Messages
97
Reaction score
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Location
Silicon Valley, California
Vehicles
Ice White Mustang Mach-E
DC to DC that powers all 12V components in the car (brains) and recharges the 12V battery (cmos). Do not see the 12V circuit in the schematic. That is the circuit that does not work for me in the cold.
My schematic only captures the high voltage components. The DC/DC converter (in the top) so supposed to keep the 12V battery topped off. The way it is switched with a separate contactor it should be able to do that without switching on the entire car.
With a low 12V battery it might not be able to switch on the DC/DC converter to charge itself, and then things get dicey.
Low 12V battery voltage events will cause lots of codes because many subsystems become anemic.
 

Shayne

Well-Known Member
Joined
Aug 9, 2020
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Location
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Vehicles
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Retired
Country flag
My schematic only captures the high voltage components. The DC/DC converter (in the top) so supposed to keep the 12V battery topped off. The way it is switched with a separate contactor it should be able to do that without switching on the entire car.
With a low 12V battery it might not be able to switch on the DC/DC converter to charge itself, and then things get dicey.
Low 12V battery voltage events will cause lots of codes because many subsystems become anemic.
The main is on from what I understood. The HVB feeds the DC to DC.
 

 
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