OPERATION
The Blind Spot Monitor (BSM) displays provide the vehicle operator with a visual alert that a target vehicle (object of interest) has been detected by the BSM system within one of the BSM or Rear Cross Path (RCP) detection zones. The BSM display is also illuminated momentarily as a bulb test each time the ignition switch status transitions to ON as a part of the BSM system self tests. If a BSM display remains illuminated with the park brake applied (manual transmission), or with the transmission gear selector lever in the P (Park) position (automatic transmission), it indicates that the BSM system has registered a system fault and may require service.
Each BSM display is completely controlled by a hard wired output of the BSM control module integral to the BSM RAdio Detection And Ranging (RADAR) smart sensor (also known as Left or Right Blind Spot Sensor/LBSS or RBSS) for the same side of the vehicle as the display. The display units are grounded at all times through a takeout and eyelet terminal of the body wire harness that is secured to the body sheet metal.
The hard wired circuits between the BSM displays and the LBSS or RBSS 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 BSM displays or the electronic controls and communication between other modules and devices that provide some features of the BSM displays. The most reliable, efficient and accurate means to diagnose the BSM displays or the electronic controls and communication related to BSM display operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING or DIAGNOSIS AND TESTING .
DESCRIPTION
The park assist graphics share the Electronic Vehicle Information Center (EVIC) display, which is an electronic display unit located near the center of, and soldered onto the printed circuit board of the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC). Refer to CENTER, ELECTRONIC VEHICLE INFORMATION, DESCRIPTION . The park assist display along with the EVIC electronic display unit receive battery current and ground from, and are completely controlled by the IC circuit board.
The park assist graphics are only displayed when the system is active, sound and display mode is enabled, and an object or obstacle is detected within a detection area. The IC then displays the park assist graphic along with the appropriate object detection alert bar and arc sections within the EVIC display to indicate the approximate relative distance and location of the object or obstacle.
The EVIC electronic display unit is serviced only as a complete unit with the IC. The display unit cannot be adjusted or repaired. If ineffective or damaged, the entire IC unit must be replaced.
The park assist display in the Electronic Vehicle Information Center (EVIC) within the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) provides the vehicle operator with visual feedback by illuminating a vehicle graphic and object detection bar and arc sections in zones at the rear of the icon indicating the approximate relative location and distance of an object or obstacle from the vehicle. The fewer bar and arc sections illuminated, the nearer the object. In addition, the nearest bar sections can change from solid illumination to flashing on and off or from amber to red in color as the object or obstacle becomes nearer.
The IC will display the park assist graphics in the EVIC electronic display unit whenever an object is within the detection area and an electronic request message is received from the Park Assist Module (PAM) (also known as the ParkTronic System/PTS module) over the Controller Area Network (CAN) data bus.
Conventional diagnostic methods will not prove conclusive in the diagnosis of the park assist display or the electronic controls and communication between modules and other devices that provide some features of the park assist display. The most reliable, efficient and accurate means to diagnose the park assist display or the electronic controls and communication related to park assist display operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.
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. A Blind Spot Module (BSM) is integral to the Left Blind Spot Sensor (LBSS) or Right Blind Spot Sensor (RBSS) 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 .
The microprocessor within the Park Assist Module (PAM) (also known as the ParkTronic System/PTS module) contains the park assist system logic circuits. The PAM 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 park assist system diagnosis and testing through the 16-way data link connector located on the driver side lower edge of the instrument panel.
The PAM provides source current to the four park assist sensors located on the back of the rear bumper fascia. The PAM then monitors return inputs from each of the sensors on dedicated hard wired data communication circuits. These sensor inputs allow the PAM to determine when an obstacle is in the rear path of the vehicle, to calculate the relative location of the obstacle and to determine whether the distance to that obstacle is increasing or decreasing.
Pre-programmed decision algorithms and calibrations allow the PAM microprocessor to determine the appropriate park assist system outputs based upon the inputs received from the park assist sensors and electronic messages received from other modules in the vehicle over the CAN data bus. When the programmed conditions are met, the PAM sends electronic messages to the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) and the Radio Receiver Module (RRM) over the CAN data bus to obtain the proper park assist system visual and audible outputs.
The PAM microprocessor continuously monitors all of the park assist system electrical circuits and components to determine the system readiness. If a monitored system fault is detected, the PAM sets a Diagnostic Trouble Code (DTC) and sends the appropriate electronic messages to the IC to control the display of the appropriate park assist system graphics and textual messages in the Electronic Vehicle Information Center (EVIC) display within the IC and the generation of the appropriate audible warnings by the IC.
The Body Control Module (BCM) stores and compares vehicle configuration data with the PAM 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 PAM receives battery current on a fused ignition output (run) circuit through the Junction Block (JB) (also known as the interior Power Distribution Center/PDC). The PAM has a path to ground at all times through a ground circuit and take out of the body wire harness that is secured to the body sheet metal. These connections allow the PAM to be operational whenever the status of the ignition switch is ON.
The hard wired circuits between components related to the PAM 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 PAM or the electronic controls and communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient and accurate means to diagnose the PAM or the electronic controls and communication related to park assist system operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING .
The Blind Spot Monitor (BSM) RAdio Detection And Ranging (RADAR) smart sensors are each controlled by their on-board microcontroller and control circuitry. When the microcontroller recognizes that the appropriate conditions exist, it will energize the sensor to generate 24 Gigahertz radar pulses through the blind spot zone on that side of the vehicle. The sensor receives and filters the radar signals being returned from any objects detected within the zone, then transmits the appropriate data identifying the position and speed of identified objects to the microcontroller.
The microcontroller analyzes the sensor data to determine whether any detected objects should be reported. When it is determined that an object should be reported, the microcontroller controls its respective left or right BSM display directly through a hard wired output and sends electronic request messages over the Controller Area Network (CAN) data bus to the Radio Receiver Module (RRM) (also known as the radio or head unit) to mute any current output through the sound system speakers and to generate chime tones as an audible alert.
Each of the two BSM smart sensors is independent and communicates on the CAN data bus. The sensor performs a bulb test by illuminating the triangle icon in its respective right or left blind spot display for a few seconds each time the status of the ignition switch transitions to On. Each sensor microcontroller also continually monitors the BSM system and the sensor circuits and will store a Diagnostic Trouble Code (DTC) for any fault that is detected.
The hard wired circuits between the BSM smart sensors (also known as the Left Blind Spot Sensor/LBSS or Right Blind Spot Sensor/RBSS) and the display 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 smart sensors or the electronic controls and communication between modules and other devices that provide some features of the BSM system. The most reliable, efficient and accurate means to diagnose the smart sensors or the electronic controls and communication related to LBSS or RBSS operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING or DIAGNOSIS AND TESTING .
The park assist sensors are ultrasonic transceivers that are completely controlled by the Park Assist Module (PAM) (also known as the ParkTronic System/PTS module). The sensors transmit and receive ultrasonic signals. The sensors each receive battery current and ground in parallel from the PAM, but are each connected to individual dedicated serial bus communication circuits to the module.
Each sensor membrane is oscillated, then quieted by the PAM in a pulsating fashion. While the sensor membrane oscillates, it emits an ultrasonic signal. This signal will bounce or echo off of objects in the path of the vehicle. While quieted, each membrane receives the echoes of the ultrasonic signals it and the other sensors have transmitted. The sensors then communicate this echo data over the serial bus lines back to the PAM. The microprocessor in the PAM uses the intervals between the ultrasonic transmission and reception data from the sensors to calculate the distance to any obstacles identified by the ultrasonic echoes.
The hard wired circuits between components related to the park assist sensors 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 park assist sensors or the electronic controls and communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient and accurate means to diagnose the park assist sensors or the electronic controls and communication related to park assist sensor operation requires the use of a diagnostic scan tool. Refer to DIAGNOSIS AND TESTING .
The status of the park assist control setting is continually monitored by the Integrated Center Stack (ICS) display, also known as the Uconnect™ Touch screen module. The ICS receives battery voltage at all times on a fused battery feed circuit, and a path to ground at all times through the instrument panel wire harness. The inputs to, and outputs from the ICS display consist of electronic message communication with the Body Control Module (BCM) (also known as the Common Body Controller/CBC) over the Controller Area Network (CAN) data bus.
Each time the park assist control is used, the ICS circuitry sends an electronic park assist switch status message input to the BCM over the CAN data bus. The BCM then relays an electronic park assist switch request message to the Park Assist Module (PAM) over the CAN data bus. The PAM responds to each park assist switch request message by toggling the status of the park assist system from enabled to disabled, or from disabled to enabled, then sends an electronic park assist system status message back to the BCM over the CAN data bus as confirmation.
The BCM responds to the system status message received from the ICS by sending a message to the Instrument Cluster (IC) (also known as the Instrument Panel Cluster/IPC) over the CAN data bus to display a PARK ASSIST SYSTEM OFF message in the Electronic Vehicle Information Center (EVIC) display whenever the system has been disabled. The message will display each time the status of the ignition switch is On or Start and each time the transmission gear selector is moved to the Reverse ( R ) position.
The hard wired circuits between components related to the park assist switch 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 electronic controls and communication between modules and other devices that provide some features of the park assist system. The most reliable, efficient and accurate means to diagnose the park assist switch or the electronic controls and communication related to park assist system operation requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.