Electronic Control Modules - Service Information: Overview Dodge Dart PF

DESCRIPTION

The primary on-board communication network between microprocessor-based electronic control modules in this vehicle is the Controller Area Network (CAN) data bus system. A data bus network minimizes redundant wiring connections; and, at the same time, reduces wire harness complexity, sensor current loads and controller hardware by allowing each sensing device to be connected to only one module (also referred to as a node). Each node reads, then broadcasts its sensor data over the bus for use by all other nodes requiring that data. Each node ignores the messages on the bus that it cannot use.

The CAN bus is a two-wire multiplex system. Multiplexing is any system that enables the transmission of multiple messages over a single channel or circuit. The CAN bus is used for communication between most vehicle nodes. However, in addition to the CAN bus network, certain nodes may also be equipped with a Local Interface Network (LIN) data bus. The LIN data bus is a single wire low-speed (9.6 Kbps) serial link bus used to provide direct communication between a LIN master module and certain switch or sensor inputs.

There are two separate CAN bus systems used in the vehicle. They are designated: the CAN-IHS, and the CAN-C. The CAN-IHS and CAN-C systems provide on-board communication between all of the nodes that are connected to them. The CAN-C is the faster of the two systems providing near real-time communication (500 Kbps). The CAN-C is used typically for communications between more critical nodes, while the slower CAN-IHS (125 Kbps) system is used for communications between less critical nodes.

The added speed of the CAN data bus is many times faster than previous data bus systems. This added speed facilitates the addition of more electronic control modules or nodes and the incorporation of many new electrical and electronic features in the vehicle.

The central CAN gateway or hub module integral to the BCM is connected to CAN-IHS and CAN-C buses. This gateway physically and electrically isolates the CAN buses from each other and coordinates the bi-directional transfer of messages between them. The BCM is located under the left hand side of the instrument panel.

OPERATION

A multimedia supplement to the instructions contained in this article is available. To the multimedia example of the condition described go to; http://www.youtube.com/user/Mitchell1Tips then type, "A00646224.vid1" into the "Search Channel" box

Scheme 1

The primary communication network between electronic control modules on this vehicle is the Controller Area Network (CAN) data bus system. The Controller Area Network (CAN) data bus allows all electronic modules connected to the bus to share information with each other. Regardless of whether a message originates from a module on the higher speed CAN C (500K) Bus or on the lower speed CAN Interior High Speed (IHS) (125K) Bus the message structure and layout is similar, which allows the Body Control Module (BCM) to be a Central Gateway to process and transfer messages between the CAN C and CAN IHS buses. The BCM also stores Diagnostic Trouble Codes (DTCs) for certain bus network faults.

The CAN bus nodes are connected in parallel to the two-wire bus using a twisted pair, where the wires are wrapped around each other to provide shielding from unwanted electromagnetic induction, thus preventing interference with the relatively low voltage signals being carried through them. The twisted pairs have between 33 and 50 twists per meter (yard). While the CAN bus is operating (active), one of the bus wires will carry a higher voltage and is referred to as the CAN High or CAN bus (+) wire, while the other bus wire will carry a lower voltage and is referred to as the CAN Low or CAN bus (-) wire. Refer to the CAN Bus Voltages table.

CAN BUS VOLTAGES TABLE

The CAN-IHS bus network remains active until all nodes on that network are ready for sleep. This is determined by the network using tokens in a manner similar to polling. When the last node that is active on the network is ready for sleep, and it has already received a token indicating that all other nodes on the bus are ready for sleep, it broadcasts a bus sleep acknowledgment message that causes the network to sleep. Once the CAN-IHS bus network is asleep, any node on the bus can awaken it by transmitting a message on the network.

In the CAN system, available options are configured into the BCM at the assembly plant, but additional options can be added in the field using the diagnostic scan tool. The configuration settings are stored in non-volatile memory. The BCM stores a Diagnostic Trouble Code (DTC) in one of two caches for any detected active or stored faults in the order in which they occur. One cache stores powertrain (P-Code), chassis (C-Code) and body (B-Code) DTCs, while the second cache is dedicated to storing network (U-Code) DTCs.

Scheme 2

The Data Link Connector (DLC) (1) is a 16-way molded plastic connector that is part of the instrument panel wire harness. This connector is located at the lower edge of the instrument panel, outboard of the steering column. The connector insulator is retained by integral snap features within a rectangular cutout in a mounting bracket integral to the lower instrument panel and inboard of the inside hood release on the inner cowl side trim.

The Data Link Connector (DLC) is an industry-standard 16-way connector that permits the connection of a diagnostic scan tool to the Controller Area Network (CAN) data bus for interfacing with, configuring, and retrieving Diagnostic Trouble Code (DTC) data from the electronic modules that reside on the data bus network of the vehicle.

Scheme 3

The A/C heater module (2) is a microprocessor designed to operate the heating and A/C system, using the Controller Area Network (CAN) data bus. The A/C heater module has a plastic housing with two integral electrical connector receptacles and three mounting tabs (1).

The A/C heater module is located on the top of the air distribution housing, behind the radio or Integrated center stack screen, depending on how equipped.

The A/C heater module utilizes integrated circuitry and information carried over the Controller Area Network (CAN) data bus to monitor many sensors and switch inputs throughout the vehicle. In response to those inputs, the internal circuitry and programming of the A/C heater module allows it to control electronic functions and features of the heating and A/C system.

Some of the inputs received by the A/C heater module over the CAN bus are as follows

1. A/C Request
2. Ambient Air Temperature
3. Electric Back Light (EBL) Request
4. Electrical System Voltage
5. Engine Coolant Temperature
6. Engine Speed
7. Humidity, Windshield Glass Temperature and Dewpoint (ATC only)
8. Refrigerant Pressure
9. Vehicle Identification Number
10. Vehicle Odometer

Some of the messages broadcasted by the A/C heater module on the CAN bus are as follows

1. A/C Clutch Engage
2. Auto Headlamp Signal
3. EBL Status

The A/C heater module receives the following information over hardwired circuits

1. Auto Headlamp Signal
2. Evaporator Temperature
3. Interior Air Temperature
4. Left and Right Sun Load

The A/C heater module monitors and controls the following over hardwired circuits

1. Driver and Passenger Blend Door Positions
2. Blower Motor Speed
3. Mode Door Position
4. Recirculation Door Position

The A/C heater module is diagnosed using a scan tool. Prior to replacing an A/C heater module, run the calibration procedure to verify that the concern is not an air door calibration issue. Refer to STANDARD PROCEDURE .

The A/C heater module cannot be adjusted or repaired and must be replaced if inoperative or damaged.

The Antilock Brake Module (ABM) is mounted to the Hydraulic Control Unit (HCU) as part of the Integrated Control Unit (ICU) assembly and operates the Anti-lock Brake System (ABS). The ICU must be removed as an assembly then disassembled to service the ABS Module or the HCU separately.

The primary functions of the Antilock Brake Module (ABM) are to

1. Monitor the Antilock Brake System (ABS) and Electronic Stability Control (ESC) for proper operation.
2. Detect wheel locking or wheel slipping tendencies by monitoring the speed of all four wheels of the vehicle.
3. Control fluid modulation to the wheel brakes while the system is in ABS or traction control mode.
4. Modulates fluid pressure to the wheel brakes to control vehicle yaw rate in ESC mode.
5. Store diagnostic information.
6. Provide communication to the scan tool while in diagnostic mode.
7. Illuminate the amber ABS indicator in the instrument cluster.
8. Illuminate the yellow ESC/BAS indicator in the instrument cluster (if equipped).

The ABM constantly monitors the ABS and ESC (if equipped) for proper operation. If the ABM detects a fault, it will turn on the amber ABS and yellow ESC/BAS indicators and disable the ABS or ESC if so equipped. The normal base braking system will remain operational at that time.

The ABM continuously monitors the speed of each wheel through the signals generated by the wheel speed sensors to determine if any wheel is beginning to lock. When a wheel locking tendency is detected, the ABM commands the ABM solenoid coils to actuate. The coils then open and close the valves in the HCU that modulate brake fluid pressure in some or all of the hydraulic circuits. The ABM continues to control pressure in individual hydraulic circuits until a locking tendency is no longer present.

Scheme 4

1. To replace the ABM, the ICU assembly must be removed. Refer to «INTEGRATED CONTROL UNIT (ICU), REMOVAL»(ref-646223-S33976230812014072800000) .
2. Remove the bolts (1) attaching the ABM to the HCU. CAUTION: When removing the ABM from the HCU, be sure to completely separate the two components (approximately 38 mm (1.5 inches)) before removing the ABM. Otherwise, damage to the pressure sensor or pump motor connection may result, requiring HCU replacement. Do not to touch the sensor terminals on the HCU side or the contact pads on the ABM side as this may result in contamination and issues in the future.
3. Separate the ABM from the HCU.

The optional Blind Spot Monitor (BSM) system used in this vehicle has two control modules. One control module is dedicated to each side of the vehicle. The blind spot modules are each integral to the blind spot sensor for the same side of the vehicle. Refer to SENSOR, BLIND SPOT, DESCRIPTION .

The optional Blind Spot Monitor (BSM) system used in this vehicle has two control modules. One control module is dedicated to each side of the vehicle. The blind spot modules are each integral to the blind spot sensor for the same side of the vehicle. Refer to SENSOR, BLIND SPOT, OPERATION .

A Body Control Module (BCM) is an electronic control unit with a microcontroller that controls and integrates many of the main body electronic functions and features of the vehicle. Many of the functions and features provided by the BCM are possible because of numerous hard wired inputs and outputs, but most of these features are only possible or are enhanced because the BCM communicates electronically with other electronic modules in the vehicle as well as with a diagnostic scan tool using the Controller Area Network (CAN) data bus.

The BCM is a gateway between the high and low speed CAN data bus networks as well as a Local Interface Network (LIN) master node. This method of communication allows the sharing of sensor information, which reduces wire harness complexity, internal controller hardware and component sensor current loads. At the same time, this system provides increased reliability, enhanced diagnostics and allows the addition of many new feature capabilities. This method of communication is used by the BCM to acquire vehicle configuration data, including customer programmable features.

Software programming allows the BCM microcontroller to monitor all of these inputs and provide the appropriate outputs through high side drivers, low side drivers, on-board relays, Pulse-Width Modulation (PWM) and electronic messages to other modules in the vehicle. Some of the functions and features that the BCM supports or controls include

1. Brake Fluid Level - The BCM continuously monitors the brake fluid level sensor through a hard-wired input to monitor the brake fluid level. The BCM transmits an electronic message over the Can data bus to Instrument Cluster (IC) to illuminate the Low Fluid indicator based on the input signal received from the fluid level sensor.
2. Enhanced Accident Response Support - The BCM monitors an input from the Occupant Restraint Controller (ORC) and, following an airbag deployment, will immediately disable the power lock output, unlock all doors by activating the power unlock output, then enables the power lock output if the power lock switch input remains inactive for two seconds. The BCM also monitors an input from the Powertrain Control Module (PCM) to automatically turn ON the interior lighting after an airbag deployment event, 10 seconds after the vehicle speed is zero. The interior lighting remains illuminated until the ignition switch is turned to the OFF position, at which time the interior lighting returns to normal operation and control. These Enhanced Accident Response System (EARS) features are each dependent upon a functional vehicle electrical system following the vehicle impact event.
3. Exterior Lighting Switch Support - The BCM continuously monitors the headlamp switch position to activate or deactivate the exterior lighting. The headlamp switch provides the appropriate resistor multiplexed output hardwired to the BCM. The BCM reads and responds to this input by energizing or de-energizing the right and left park lamp feed circuits and the right and left high or low beam driver circuits through internal High Side Drivers (HSD) and by sending an electronic confirmation message back to the IC, which controls the high beam indicator as appropriate. The BCM also remembers which headlamp beams were last selected with the multi-function switch, and energizes those beams by default the next time the headlamps are turned ON. If the vehicle is equipped with optional automatic headlamps and the A (Automatic) position is selected, the BCM also monitors an electronic ambient light level message received over the CAN data bus from the Heat, Ventilation and Air Conditioning (HVAC) control module based upon a hard wired input from the rain sensor to turn the exterior lighting ON and OFF automatically while the ignition switch is in the ON position. The BCM also controls the fog lamps, cargo lamp, CHMSL, tail/stop lamps, reverse lamps and turn signals.
4. Fuel Level Data Support - The BCM provides a current source for and receives a hard-wired analog input from the fuel level sending unit located on the fuel pump module in the fuel tank. Based upon this input, the BCM uses electronic messaging to transmit this data over the CAN data bus for use by other electronic modules in the vehicle. The IC calculates the proper fuel gauge needle position and to control low fuel indicator operation based on these messages.
5. Hazard Lamp Circuit Control - The BCM monitors an input from the hazard switch and receives a hard-wired analog input from the switch. The BCM reads and responds to this input by energizing or de-energizing the right and left park lamp feed circuits through internal HSD units and by sending an electronic confirmation message to the IC over the CAN data bus, which controls the hazard light indicators as appropriate.
6. Headlamp Washer Control - On vehicles equipped with headlamp washers, the BCM controls a relay in the Power distribution Center (PDC) based on electronic messages received over the Can data bus.
7. Ignition On and Ignition Accessory/On Relay Control - The BCM monitors electronic ignition switch status messages received over the CAN bus from the RF hub and a hard-wired input from the ignition switch on the instrument panel, and provides high side driver outputs to control both the ignition ON and ignition ACCESSORY/ON relays in the Power Distribution Center (PDC) as appropriate.
8. Interior Lamp Load Shedding - The BCM provides a battery saver feature which will automatically turn OFF all interior lamps if they remain ON after a timed interval of about eight minutes.
9. Interior Lighting Control - The BCM monitors electronic messages and hard-wired inputs from the interior lighting switch, the door ajar switches, the liftgate ajar, and liftgate flip-up glass ajar switches (where applicable), the reading lamp switches and the RF hub to provide courtesy lamp control. This includes support for timed illuminated entry with theater-style fade-to-OFF and courtesy illumination DEFEAT features.
10. Local Interface Network Master Module - The BCM is the master module for the LIN data bus. In this role it gathers information from the compass sensor, and the Intelligent Battery Sensor (IBS), then either acts on that information directly or places electronic messages on the CAN data bus for use by other modules
11. Power Inverter Support - The BCM monitors a hard-wired input from the power inverter to determine the inverter status, then transmits electronic inverter status messages to other electronic modules in the vehicle over the CAN data bus.
12. Power Lock System Control - The BCM monitors inputs from the power lock switches and the RF hub to provide control of the power lock motors through high side and low side driver outputs. This includes support for rolling door locks (also known as automatic door locks), automatic door unlock, and a door lock inhibit mode.
13. Remote Radio Switch Support - The BCM receives electronic message inputs from the remote radio switches on the steering wheel over the CAN data bus, then provides electronic radio request messages over the CAN data bus to support the remote radio switch function.
14. Remote Start System Support - The BCM receives electronic message inputs from the RF hub and then displays the appropriate remote start system textual reminder messages to the vehicle operator within the EVIC display.
15. Shipping Mode - The new Chrysler Telematics Platform (CTP) vehicles no longer have a IOD fuse to use when transporting or storing for a long period of time. The BCM has a mode that takes the place of pulling the IOD fuse called "Shipping Mode" that is easily enabled or disabled.
16. Steering Wheel Switch Support - The SCM receives electronic message inputs from the steering wheel switches on the steering wheel over the CAN data bus to control and configure many of the EVIC displays and functions.
17. Vehicle Theft Security System Control - The BCM monitors inputs from the door ajar switches, and the RF hub, on vehicles so equipped. The intrusion module provides electronic horn and lighting request messages to the BCM for the appropriate VTSS alarm output features.
18. Washer Fluid Level - The continuously monitors the washer fluid level sensor through a hard-wired input to monitor washer fluid level. the BCM transmits an electronic message over the Can data bus to Instrument Cluster (IC) to illuminate the Low Washer Fluid indicator based on the input signal received from the fluid level sensor.

The BCM stores and compares vehicle configuration data with other Electronic Control Units (ECU) in the vehicle. This process is referred to as PRogramming Of Configuration of Systems Integrated (PROCSI) (also known as PROXI). If a configuration mismatch is detected, the BCM sets a Diagnostic Trouble Code (DTC). A configuration mismatch will require the performance of a Restore BCM PROXI Configuration routine, or a PROXI Configuration Alignment routine using a diagnostic scan tool.

The BCM uses On-Board Diagnostics (OBD) to monitor all of the systems and circuits it controls, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects. The BCM will also send electronic message requests to the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) for the display of certain textual warning messages related to some detected system conditions or faults.

The hard wired inputs and outputs of the BCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the BCM electronic controls or the communication between modules and other devices that provide some features of the BCM-controlled systems. The most reliable, efficient and accurate means to diagnose the BCM or the electronic controls and communication related to BCM-controlled systems operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

The heated seat module (also known as the Custom Seat and Wheel Module - CSWM) operates on fused battery current received from the ignition switch. The module is grounded to the body at all times through the electrical connector. Inputs to the module include Local Interface Network (LIN) data bus messages and standard hardwired 12 volt power and ground. In response to the LIN inputs the heated seat module will control the battery current to the appropriate heated seat elements.

When a heated seat switch LIN data bus signal is received by the heated seat module, the module energizes the selected heated seat element. The Low heat set point is about 38° C (100.4° F), and the High heat set point is about 42° C (107.6° F).

The CSWM will automatically transition the output from high to low after a maximum period of 60 minutes has elapsed. The CSWM will automatically transition the output from low to off after a maximum period of 45 minutes has elapsed.

In addition to operating the heated seat elements, the heated seat module sends LED illumination messages to the instrument cluster, sometimes referred to as the Cab Compartment Node (CCN) via the LIN data bus. The CCN then sends the LED illumination message to the accessory switch bank so that the appropriate LEDs are illuminated for any given heating level. Pressing the switch once will select high-level heating. Pressing the switch a second time will select low-level heating. Pressing the switch a third time will shut the heating elements off.

If the heated seat module detects a heated seat element OPEN or SHORT circuit, it will record and store the appropriate Diagnostic Trouble Code (DTC).

Driver and Passenger Seat Heat Systems

1. The element consists of a cushion element connected in parallel with a back element.
2. The seat cushion has a thermistor to provide feedback to the CSWM.
3. The seat cushion and seat back has a thermostat to automatically open the feed to the heated seat system.
4. The heated seat cushion and seat back have a thermostat to automatically open the feed to turn the heated seat system off if the temperature reaches or exceeds 135 °F (+/- 9 ° F).

1. Vented Seats - Refer to «OPERATION»(ref-646251-S19017891812014072800000) .
2. Heated Seats - Refer to «OPERATION»(ref-646252-S23658934102014072800000) .
3. Heated Steering Wheel - Refer to «OPERATION»(ref-646251-S19017891812014072800000) .

If the CSWM detects a heated seat element OPEN or SHORT circuit, it will record and store the appropriate diagnostic trouble code (DTC).

The Convergence Telematics Module (CTM) is used only in vehicles equipped with the optional Uconnect™ Hands-Free Communication System. The CTM contains the microcontroller, logic and memory circuits of the Hands-Free Communication System. The CTM uses On-Board Diagnostics (OBD) and can communicate with other electronic modules in the vehicle as well as with the diagnostic scan tool using the Controller Area Network (CAN) data bus. This method of communication is also used for Hands-Free Communication System diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel and is used by the CTM to acquire vehicle configuration data.

The CTM brings together (converges) several technologies in the vehicle. The CTM uses Bluetooth® technology to provide wireless connectivity between a paired compatible personal cellular telephone or a paired personal wireless audio streaming device and other on board vehicle systems. The CTM also uses sophisticated Voice Recognition (VR) software to recognize and respond appropriately to certain verbal commands, which allows hands-free control of a number of optional vehicle systems and features. In addition to English, the VR software includes Spanish and French language capability. Incoming call voices are broadcast through the front audio system speakers of the vehicle, automatically overriding any other audio signals on the front speakers while the Hands-Free Phone is in use.

The CTM circuitry receives battery current through a fused ignition output (unlock - run - start) circuit and fuse through the Body Control Module (BCM). The CTM also has a path to ground at all times received through a ground circuit and take out of the instrument panel wire harness that is secured to the body sheet metal. These connections allow the CTM to operate whenever the status of the ignition switch is Unlock, Run or Start. Other inputs to the CTM include

1. Cellular Telephone - Using the Bluetooth® wireless standard, the Bluetooth® transceiver within the CTM can pair and prioritize up to 10 combined personal cellular telephones and Bluetooth® capable portable media devices, each of which is given a spoken identification by the user during the setup process. The phone connectivity enables wireless calling, text messaging and cellular phone contact list synchronization features. The CTM will communicate with a paired device that is anywhere within the vehicle. However, placing metal between the CTM and the device may result in unwanted shielding of the signals.
2. Electronic Vehicle Information Center Switch Pod - Vehicles equipped with the Uconnect™ Hands-Free feature have two push buttons added to the Electronic Vehicle Information Center (EVIC) switch pod located in the left horizontal spoke of the steering wheel. One push button is labeled VR (Voice Recognition) and initiates the Uconnect™ Voice Command feature. The second button is identified by a telephone hand set icon and initiates the Uconnect™ Hands-Free Phone feature. The CTM monitors electronic messages received over the CAN data bus from the Steering Control Module (SCM) indicating the status of each of these two switches.
3. Integrated Center Stack Or Radio Receiver Module Display Screen Virtual Switches - Vehicles equipped with the Uconnect™ Hands-Free feature have two virtual (soft) push buttons available within the display of the Radio Receiver Module (RRM) or the Integrated Center Stack (ICS), as the vehicle is equipped. Either display is located in the instrument cluster bezel above the instrument panel center stack. One virtual push button is labeled VR (Voice Recognition) and activates the Uconnect™ Voice Command feature. The second button is identified by a telephone hand set icon and activates the Uconnect™ Hands-Free Phone feature. The CTM monitors electronic messages received over the CAN data bus from the RRM or the ICS indicating the status of each of these two switches.
4. Streaming Audio - BlueTooth® Streaming Audio (BTSA) allows audio content from any paired personal Bluetooth® capable portable media device or from an internet radio application on a Bluetooth® capable smart phone to be accessed and listened to through the audio system of the vehicle.
5. Universal Serial Bus - For music stored on a Universal Serial Bus (USB) flash drive or a Secure Digital (SD) memory card, the CTM receives metadata such as artist names and song titles from the RRM over a dedicated USB connection. This allows the audio content of these connected devices to be searched for and accessed using the Uconnect™ Voice Command feature.
6. Verbal Commands - Two wired microphones integral to the inside rear view mirror provide verbal commands from the vehicle operator to both the CTM and the RRM, which enables the control of several vehicle systems and features using the Uconnect™ Voice Command feature through the Voice Recognition (VR) software. Note: The optional navigation system uses dedicated VR software located within the RRM for that system, not the VR software within the CTM. However, the navigation system shares the inside rear view mirror microphone inputs with those of the CTM.

Outputs of the CTM include

1. Analog Audio Outputs - The CTM has both left and right channel analog audio output circuits. The CTM provides Uconnect™ Hands-Free call audio, BlueTooth® Streaming Audio (BTSA) and Hands-Free voice prompt audio to the RRM through these circuits.
2. Digital Electronic Messages - The VR software within the CTM is programmed to convert Uconnect™ Voice Command verbal inputs into the appropriate electronic request message, which is then transmitted by the CTM over the CAN data bus. When the Electronic Control Unit (ECU) that controls the requested feature receives the electronic request message over the CAN data bus, it will invoke the requested action.
3. Wireless Messages - The VR software within the CTM is also programmed to convert Uconnect™ Voice Command verbal inputs into the appropriate Bluetooth® wireless request message, which is then transmitted by the Bluetooth® transceiver to the appropriate paired wireless device to invoke the requested action.

The BCM stores and compares vehicle configuration data with the CTM as well as with other Electronic Control Units (ECU) in the vehicle. This process is referred to as PRogramming Of Configuration of Systems Integrated (PROCSI) (also known as PROXI). If a configuration mismatch is detected, the BCM sets a Diagnostic Trouble Code (DTC). A configuration mismatch will require the performance of a Restore BCM PROXI Configuration routine, or a PROXI Configuration Alignment routine using a diagnostic scan tool.

The CTM uses On-Board Diagnostics (OBD) to monitor all of the systems and circuits it controls, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored system faults it detects. The CTM will also send electronic message requests to the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) for the display of certain textual warning messages related to some detected system conditions or faults.

The hard wired circuits of the CTM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the CTM or the electronic controls and communication between modules and other devices that provide some features of the Uconnect™ system. The most reliable, efficient and accurate means to diagnose the CTM or the electronic controls and communication related to Uconnect™ system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Following are brief descriptions of the systems that the Ignition Node Module (IGNM) controls.

The 8.4 inch Integrated Center Stack (ICS) Screen Module is located in the center of the instrument panel.

Scheme 5

The 8.4 inch (mid) (1) is a full touch screen for audio system and HVAC operations.

The Integrated Center Stack (ICS) screen is the user interface for many functions and features in the vehicle.

When the user selects a function on the ICS screen, the touch sends a message to the Telematics Gateway Module and then to the bus to the module related to the users input. The module then makes the changes requested by the users input and sends a message back to reflect the change has been made.

The following features can be accessed through the ICS screen

1. All Radio functions including CD/DVD
2. Media players
3. Satellite Radio, if equipped
4. GPS and navigation features, if equipped
5. Heated seats, if equipped
6. Climate controls
7. Bluetooth functions, if equipped
8. Personal convenience options
9. Dealer Mode

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

Scheme 11

1. Disconnect the negative battery cable.
2. Remove the instrument cluster bezel. Refer to «BEZEL, INSTRUMENT CLUSTER, REMOVAL»(ref-646233-S12297661002014072800000) .
3. Disconnect the harness connectors (2 & 3) from the rear of the Integrated Center Stack (ICS) screen module (1) to allow better access to the 40 - way connector. CAUTION: Push the 40 way connector in before pushing on the locking clip. Failure to follow these instructions will damage or break the connector locking clip. NOTE: In the event that the locking tab breaks or is broken, do not replace the harness. The connector will still lock and the harness will still function as designed. CAUTION: Never pull the connector out by the wires. Failure to follow these instructions will damage or break the wires and/or connector.
4. Push in on the 40 - way connector (1).
5. Gently push down on the connector release lock (1).
6. Using a pocket screw driver or a trim stick (special tool #C-4755, Trim Stick) or equivalent (1), gently pry on one side of the connector (2).
7. Using a pocket screw driver or a trim stick (special tool #C-4755, Trim Stick) or equivalent (1), gently pry on the other side of the connector (2).
8. Use steps 7 and 8 until the connector is out far enough to grab the connectors with your fingers.
9. Remove the retainers (1) and remove the (ICS) screen module (2) from the instrument panel bezel.

The Local Interface Network (LIN) module contains the circuitry of a LIN slave node, which provides source current for and communicates the switch or sensor states of the Electronic Vehicle Information Center (EVIC) switches, the remote radio switches and the horn switch over the LIN data bus to the LIN master node and Controller Area Network (CAN) gateway integral to the Steering Control Module (SCM).

The LIN master node in the SCM provides a clean ground and fused B(+) current for all of the switches and sensors on the rotating steering wheel through the LIN slave node circuitry of the LIN module as well as for the Light Emitting Diode (LED) back lighting of the steering wheel switch pods. The LIN slave node continually monitors all of the hard wired steering wheel switch circuits, while the LIN master node continually monitors the LIN bus data. The SCM will store a Signal Not Available (SNA) code for any LIN bus input errors. The SCM allows communication through the CAN gateway with other electronic modules in the vehicle over the CAN data bus. Therefore, any DTC information can be retrieved using a diagnostic scan tool connected to the Data Link Connector (DLC).

The hard wired circuits between the LIN module and the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the LIN slave or master nodes, the SCM or the electronic controls and communication between modules and other devices that provide some features of the LIN bus system. The most reliable, efficient, and accurate means to diagnose the LIN slave or master nodes, the SCM or the electronic controls and communication related to LIN bus system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Refer to MODULE, PARK ASSIST, DESCRIPTION .

Refer to MODULE, PARK ASSIST, OPERATION .

The Radio Frequency Hub Module (RFHM) (also known as the RF Hub/RFH) is an integrated receiver (or base station) in the vehicle that communicates with other electronic modules in the vehicle over either the Controller Area Network (CAN) data bus or a private serial bus to support the following standard and optional vehicle features or systems.

1. Brake Transmission Shift Interlock System (for automatic Transmission only) - The RFHM contains the controlling logic for the Brake Transmission Shift Interlock (BTSI) solenoid. The RFHM monitors the key position from the IGnition Node Module (IGNM) received over a private serial bus, hard wires brake input as well as inputs received over the CAN data bus to perform the BTSI solenoid control functions.
2. Ignition Systems - Depending upon how the vehicle is equipped, Rotary Switch system or Keyless GO system. For rotary system, IGnition Node Module IGNM coil communicate with FOBIK through LF signals (125 KHz) then communicates it to RFHM through a private serial bus, then RFHM sends CAN data bus to BCM for IGNITION status after valid key is verified. The RFHM also contains the controlling logic for the KG (KIN) back lighting features.
3. Passive Entry - If Smart door handles or exterior deck lid release switch is activated, RFHM fires and monitors LF signals from five Low Frequency (LF) antennas which wake up and communicate with the FOBIK, and RF signals from FOBIK to verify the key, if valid key is recognized by RFHM then RFHM sends CAN data bus to BCM to lock or unlock the vehicle.
4. Remote Keyless Entry - The RFHM is an RF receiver that monitors RF signals from Remote Keyless Entry (RKE) transmitter (FOBIK) and relays the appropriate electronic messages BCM module over the CAN data bus to support the features of RKE functions.
5. Remote Start System - The RFHM is an RF receiver that monitors RF signals received through the remote start antenna (longer range) from the Remote Keyless Entry (RKE) transmitter or the Passive Entry Keyless Go (PEKG) FOBIK and relays the appropriate electronic messages to BCM over the CAN data bus to support all RKE functions including optional remote start function.
6. Sentry Key Immobilizer System - RFHM uses a new high security encryption system called "Advanced Encryption Standard -AES" for Sentry Key Immobilizer System (SKIS). The new system marries FOBIKs, RFHM, BCM, ELV (if so equipped" and ECM with unique secret keys for each vehicle. Swapping parts ARE NOT ALLOWED in the new system, FOBIK are not allow to program for more than one Vehicle. Replacing any part of the system shall be done only in Chrysler authorize dealers using Chrysler diagnostic tool.
7. Tire Pressure Monitor System - The RFHM is an RF receiver that monitors RF signals received from the Tire Pressure Monitor (TPM) sensors and relays the appropriate electronic messages to other electronic modules in the vehicle over the CAN data bus to support the features of the TPM system.
8. Vehicle Theft Alarm System - The RFHM is an RF receiver that monitors RF signals received from the Remote Keyless Entry (RKE) transmitter or the Passive Entry Keyless Go (PEKG) FOB with Integrated Key (FOBIK) and relays the appropriate electronic messages to other electronic modules in the vehicle over the CAN data bus to support the features of the optional VTA system.

The RFHM is connected to a fused B(+) circuit and has a path to a clean ground at all times. These connections allow it to remain functional regardless of the ignition switch status. Any input to the RFHM that controls a vehicle system function that does not require that the ignition switch status be ON such as depressing a button on an RKE or FOBIK transmitter, prompts the RFHM to wake up and transmit on the CAN data bus.

The Body Control Module (BCM) stores and compares vehicle configuration data with the RFHM as well as with other Electronic Control Units (ECU) in the vehicle. This process is referred to as PRogramming Of Configuration of Systems Integrated (PROCSI) (also known as PROXI). If a configuration mismatch is detected, the BCM sets a DTC. A configuration mismatch DTC will require the performance of a Restore BCM PROXI Configuration routine, or a PROXI Configuration Alignment routine using a diagnostic scan tool.

RFHM uses On-Board Diagnostics (OBD) to monitor all of the Functions and circuits it controls, then sets active and stored Diagnostic Trouble Codes (DTC) for any monitored function faults it detects. RFHM will also send electronic message requests to the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) through the gate way module (BCM) for the display of certain textual warning messages related to some detected functions conditions or faults.

The hard wired inputs and outputs of the RFHM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. However, conventional diagnostic methods will not prove conclusive in the diagnosis of the RFHM electronic controls or the communication between modules and other devices that provide some features of the RFHM-controlled systems. The most reliable, efficient and accurate means to diagnose the RFHM or the electronic controls and communication related to RFHM-controlled systems operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

Scheme 12

1. Disconnect and isolate the battery negative cable.
2. Remove the trim panel from the rear shelf. Refer to «PANEL, REAR SHELF, REMOVAL»(ref-646233-S21392130702014072800000) .
3. Remove the two push-in plastic fasteners that secure the Radio Frequency Hub Module (RFHM) (1) to the shelf panel support.
4. If the vehicle is so equipped, disconnect the remote start antenna (3) connector from the RFHM.
5. Disconnect the body wire harness (2) connector or connectors from the RFHM.
6. Remove the RFHM from the vehicle.

Besides serving as the carrier for the clockspring and the multifunction switch, the Steering Column Control Module (SCCM) mounting housing contains an electronic circuit board, sometimes referred to as the Steering Control Module (SCM). The SCM is a Local Interface Network (LIN) bus master node and a gateway for the Controller Area Network (CAN) data bus. Refer to COMMUNICATION, DESCRIPTION . For additional information on the clockspring, refer to CLOCKSPRING, OPERATION . For additional information on the multifunction switch, refer to SWITCH, MULTIFUNCTION, OPERATION .

The microcontroller-based SCM provides power and ground to the multifunction switch, then utilizes integrated circuitry to monitor hard wired digital return inputs from the switch. Except for the circuits for the standard equipment Driver AirBag (DAB), which are pass-through circuits of the clockspring, the SCM also provides power and ground to all of the electronics carried on the steering wheel through the stand alone LIN module or, if the vehicle is so equipped, the LIN module integral to the speed control switch pod in the right horizontal steering wheel spoke. The stand alone LIN module or the integral LIN circuitry of the speed control switch pod are each a LIN slave node.

The steering wheel-mounted electronics monitored by the SCM include the horn switch, the standard equipment odometer switch pod, the optional equipment speed control switch pod, the remote radio switches, the optional hands-free communication switches and the optional Electronic Vehicle Information Center (EVIC) control switch pod. The LIN slave node monitors the changing states of these switches through both hard wired analog and digital return inputs, then communicates those switch states to the LIN master node circuitry of the SCM over the LIN data bus. In response to those inputs, the SCM CAN gateway circuitry then transmits electronic message outputs communicating all of the monitored switch state changes to other electronic modules in the vehicle over the CAN data bus.

The SCM is connected to a fused B(+) circuit and has a path to a clean ground at all times. These connections allow it to remain functional regardless of the ignition switch status. Any input to the SCM that controls a vehicle system function that does not require that the ignition switch status be ON such as depressing the horn switch, prompts the SCM to wake up and transmit on the CAN data bus.

The Body Control Module (BCM) stores and compares vehicle configuration data with the SCM as well as with other Electronic Control Units (ECU) in the vehicle. This process is referred to as PRogramming Of Configuration of Systems Integrated (PROCSI) (also known as PROXI). If a configuration mismatch is detected, the BCM sets a DTC. A configuration mismatch DTC will require the performance of a Restore BCM PROXI Configuration routine, or a PROXI Configuration Alignment routine using a diagnostic scan tool.

The hard wired circuits between components related to the SCM may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the SCM or the electronic controls and communication between modules and other devices that provide some features of the SCM. The most reliable, efficient and accurate means to diagnose the SCM or the electronic controls and communication related to SCM operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING .

The Telematics Gateway Module (TGW) is responsible for the displayed information on the Integrated Center Stack (ICS) Screen Module over the CAN-AT bus.

The user input from the ICS Screen Module sends the information over the CAN-AT to the TGW, the TGW then sends the command out to the CAN-I bus to the requested module. The requested module then makes the changes requested by the users input and sends a message back to the TGW, the TGW then send the message over the CAN-AT to the ICS to reflect the users input selection has been activated and or changed.

The TGW is responsible for the following.

1. Displaying information on the Integrated Center Stack (ICS) Screen Module.
2. Passing user input to the correct module on the CAN bus.
3. Turning the specific areas (buttons) on the screen usable for user interaction.
4. CD/DVD operations.
5. SD card operations (Mid level only).

If the screen displays Shipping Mode , refer to STANDARD PROCEDURE .

Scheme 13

Scheme 14

1. If the vehicle is equipped with an internal Hard Disk Drive (HDD), perform a complete backup of user data.
2. Disconnect and isolate the negative battery negative cable.
3. Remove the glove box. Refer to «GLOVE BOX, INSTRUMENT PANEL, REMOVAL»(ref-646233-S20609399852014072800000) .
4. Remove the four retaining screws (3).
5. Remove the Telematics Gateway Module (TGW) and bracket (1) as an assembly, from the instrument panel (2).
6. Disconnect the antenna(s) (1), Convergence Telematics Module (CTM) and UCI cables (4), video cable (3) and electrical connectors (2) from the TGW.
7. Remove the TGW.

The KIN module contains the customer interface for ignition switch activation in the form of a momentary switch. Pressing the Start/Stop Button is the method of activation by the customer. The actual ignition status is communicated to the vehicle via a Start Button sense line to the RF HUB. The RF HUB transmits the ignition status on the CAN C communication bus to the vehicle. The KIN contains an LF coil which is used to communicate with and authenticate Fobiks during Back Up mode. A dedicated KIN communication line is used when authenticating or programming Fobiks. The KIN also has the ability to display the ignition status to the customer via three LEDs which illuminate the OFF, ACC, RUN states in a status ring around the Start/Stop Button. A fourth LED provides backlighting illumination for the Start/Stop Button itself.

After the driver is buckled and the shifter is in Park, the driver then pushes the KIN's SSB (Keyless Ignition Node's Start/Stop Button) while pushing the brake pedal as if braking while coming to a stoplight. (For manual transmission vehicles the clutch pedal is fully pressed instead of the brake pedal to initiate a start procedure). Before the vehicle is allowed to start, a 'FOB authentication' cycle must be completed. Once successfully completed, the RF Hub next sends the BCM the ignition switch position, which equates to a 'request to start' command. The process of starting a vehicle without the act of using a bladed key or FOBIK is called 'Keyless Go'.

For further information regarding the Passive Entry system, refer to OPERATION .

For further information regarding the Keyless GO system, refer to DESCRIPTION .

See also:
• DTC INDEX
• STANDARD PROCEDURE