Electronic Control Modules - Service Information: Other Jeep Compass I рестайлинг 2

FLASH PROGRAMMING

Note. The wiTECH diagnostic application is the preferred method for flashing ECUs.

Note. Help using the wiTECH diagnostic application for flashing an ECU is available by selecting "Help" then "Help Contents" at the top of the wiTECH diagnostic application window.

Note. The wiTECH software level must be at the latest release to perform this procedure.

Note. The StarMobile Desktop Client may also be used to perform this flash procedure.

STANDARD PROCEDURE - SKREEM PROGRAMMING

When a Powertrain Control Module (PCM) for a gasoline engine, or an Engine Control Module (ECM) for a diesel engine and the Sentry Key Remote Entry Module (SKREEM) (also known as the Wireless Control Module/WCM) on vehicles equipped with the Sentry Key Immobilizer System (SKIS) are replaced at the same time, perform the following steps in order

Note. If the PCM and the SKREEM are replaced at the same time, program the PCM VIN into the PCM first.

1. If applicable first replace the PCM/ECM with the original WCM still connected to the vehicle.
2. Using the appropriate service information program the new PCM/ECM. (This will ensure the Secret Key Transfer from the original WCM into the new PCM/ECM).
3. Now replace and program the WCM. This will retain the Secret Key from the PCM/ECM back into the new WCM.
4. With the scan tool, select Miscellaneous Functions, WCM/Wireless Control Module. Then select the desired procedure and follow the display on the scan tool.
5. If the vehicle is equipped with Tire Pressure Monitoring System program the Placard Pressure Values into the WCM/SKREEM.
6. Ensure all the customer's keys have been programmed into the new module if necessary.

Note. If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

Note. Before replacing the ECU for a failed driver, control circuit or ground circuit, be sure to check the related component/circuit integrity for failures not detected due to a double fault in the circuit. Most ECM driver/control circuit failures are caused by internal component failures (i.e. relay and solenoids) and shorted circuits (i.e. pull-ups, drivers and switched circuits). These failures are difficult to detect when a double fault has occurred and only one DTC has set.

PROGRAMMING THE SKREEM

The SKIS Secret Key is an ID code that is unique to each SKREEM/WCM. This code is programmed and stored in the SKREEM/WCM, the PCM/ECM, and each ignition key transponder chip. When the PCM/ECM or SKREEM/WCM is replaced, it is necessary to program the Secret Key into the new module using a diagnostic scan tool. Follow the programming steps outlined in the diagnostic scan tool for PCM REPLACED , ECM REPLACED , WCM REPLACED , or GATEWAY REPLACED under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item as appropriate.

Note. Programming the PCM/ECM or SKREEM is done using a diagnostic scan tool and a PIN to enter secure access mode. If three attempts are made to enter secure access mode using an incorrect PIN, secure access mode will be locked out for one hour. To exit this lockout mode, turn the ignition to the RUN position for one hour then enter the correct PIN. Be certain that all accessories are turned OFF. Also monitor the battery state and connect a battery charger if necessary.

ECM/SKIM/WCM PROGRAMMING

When a ECM and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM
3. Replace all ignition keys and program them to the new SKIM.

When an ECM (Bosch) and the SKIM are replaced at the same time perform the following steps in order

1. Program the new SKIM
2. Program the new ECM (Bosch)
3. Replace all ignition keys and program them to the new SKIM.

PROGRAMMING THE SKIM

1. Connect a battery charger to the vehicle.
2. Connect the StarSCAN®. CAUTION: If the ECM/PCM and SKREEM/WCM are replaced at the same time, the ECM/PCM MUST be programmed before the SKREEM/WCM.
3. Select "ECU View".
4. Select "WCM Wireless Control Module".
5. Select "Miscellaneous Functions".
6. Select WCM replaced.
7. Enter the PIN when prompted.
8. Verify the correct information.

Note. If the ECM and the SKIM are replaced at the same time, all vehicle keys will need to be replaced and programmed to the new SKIM.

PROGRAMMING IGNITION KEYS TO THE SKREEM

Each ignition key transponder also has a unique ID code that is assigned at the time the key is manufactured. When a key is programmed into the SKREEM/WCM, the transponder ID code is learned by the module and the transponder acquires the unique Secret Key ID code from the SKREEM/WCM. To program ignition keys into the SKREEM/WCM, follow the programming steps outlined in the diagnostic scan tool for PROGRAM IGNITION KEYS OR KEY FOBS under MISCELLANEOUS FUNCTIONS for the WIRELESS CONTROL MODULE/WCM menu item.

Note. If the original keys do not successfully program to the new SKREEM after the proper procedures are followed correctly, programming new keys will be necessary.

Note. A maximum of eight keys can be learned to each SKREEM. Once a key is learned to a SKREEM, that key has acquired the Secret Key for that SKREEM and cannot be transferred to any other SKREEM or vehicle.

If ignition key programming is unsuccessful, the scan tool will display one of the following error messages

1. PROGRAMMING NOT ATTEMPTED - The scan tool attempts to read the programmed key status and there are no keys programmed into SKREEM memory.
2. PROGRAMMING KEY FAILED (POSSIBLE USED KEY FROM WRONG VEHICLE) - SKREEM is unable to program an ignition key transponder due to one of the following
3. The ignition key transponder is ineffective. The ignition key transponder is or has been already programmed to another vehicle.
4. 8 KEYS ALREADY LEARNED, PROGRAMMING NOT DONE - The SKREEM transponder ID memory is full.
5. LEARNED KEY IN IGNITION - The ID for the ignition key transponder currently in the ignition lock cylinder is already programmed into SKREEM memory.

VEHICLE SCAN AND CONFIGURATION REPORTS

Scheme 15

PCM GROUND

Ground is provided through multiple pins of the PCM connector. Depending on the vehicle there may be as many as two different ground pins. There are power grounds and sensor grounds.

The power grounds are used to control the ground side relays, solenoids, ignition coil or injectors. The signal ground is used for any input that uses sensor return for ground, and the ground side of any internal processing component.

The PCM case is shielded to prevent RFI and EMI. The PCM case is grounded and must be firmly attached to a good, clean body ground.

Internally all grounds are connected together, however there is noise suppression on the sensor ground. For EMI and RFI protection the housing and cover are also grounded separately from the ground pins.

SENSOR RETURN - PCM INPUT

The sensor return circuit provides a low electrical noise ground reference for all of the systems sensors. The sensor return circuit connects to internal ground circuits within the Powertrain Control Module (PCM).

PCM OPERATING MODES

As input signals to the PCM change, the PCM adjusts its response to the output devices. For example, the PCM must calculate a different fuel quantity and fuel timing for engine idle condition than it would for a wide open throttle condition. There are several different modes of operation that determine how the PCM responds to the various input signals.

IGNITION SWITCH ON (ENGINE OFF)

When the ignition is turned on, the PCM activates the glow plug relay for a time period that is determined by engine coolant temperature, atmospheric temperature and battery voltage.

ENGINE START-UP MODE

The PCM uses the engine temperature sensor and the crankshaft position sensor (engine speed) inputs to determine fuel injection quantity.

NORMAL DRIVING MODES

Engine idle, warm-up, acceleration, deceleration and wide open throttle modes are controlled based on all of the sensor inputs to the PCM. The PCM uses these sensor inputs to adjust fuel quantity and fuel injector timing.

LIMP-IN MODE

If there is a fault detected with the accelerator pedal position sensor, the PCM will set the engine speed at 1100 RPM.

OVERSPEED DETECTION MODE

If the PCM detects engine RPM that exceeds 5200 RPM, the PCM will set a DTC in memory and illuminate the MIL until the DTC is cleared.

AFTER-RUN MODE

The PCM transfers RAM information to ROM and performs an Input/Output state check.

MONITORED CIRCUITS

The PCM is able to monitor and identify most driveability related trouble conditions. Some circuits are directly monitored through PCM feedback circuitry. In addition, the PCM monitors the voltage state of some circuits and compares those states with expected values. Other systems are monitored indirectly when the PCM conducts a rationality test to identify problems. Although most subsystems of the engine control module are either directly or indirectly monitored, there may be occasions when diagnostic trouble codes are not immediately identified. For a trouble code to set, a specific set of conditions must occur and unless these conditions occur, a DTC will not set.

HARD CODE

A DTC that comes back within one cycle of the ignition key is a hard code. This means that the problem is current every time the PCM/SKIM checks that circuit or function. Procedures in this Service Information verify if the DTC is a hard code at the beginning of each test. When the fault is not a hard code, an intermittent test must be performed. NOTE: If the scantool displays faults for multiple components (i.e. ECT, VSS, IAT sensors) identify and check the shared circuits for possible problems before continuing (i.e. sensor grounds or 5-volt supply circuits). Refer to the appropriate schematic to identify shared circuits. For more information, refer to the appropriate Diesel Powertrain Diagnostic Information .

INTERMITTENT CODE

A DTC that is not current every time the PCM/SKIM checks the circuit or function is an intermittent code. Most intermittent DTCs are caused by wiring or connector problems. Problems that come and go like this are the most difficult to diagnose; they must be looked for under specific conditions that cause them. NOTE: Electromagnetic (radio) interference can cause an intermittent system malfunction. This interference can interrupt communication between the ignition key transponder and the SKIM.

The following checks may assist you in identifying a possible intermittent problem

1. Visually inspect the related wire harness connectors. Look for broken, bent, pushed out or corroded terminals.
2. Visually inspect the related wire harness. Look for chafed, pierced or partially broken wire.
3. Refer to hotlines or technical service bulletins that may apply.

BULB CHECK

Key on: Bulb illuminated until vehicle starts, as long as all once per trip (readiness) monitors completed. If monitors have not been completed, then: Key on: bulb check for about 5 to 8 seconds, lamp then flashes if once per trip (readiness) monitors have not been completed until vehicle is started, then MIL is extinguished.

PINION FACTOR SETTING

Note. This procedure must be performed if the PCM has been replaced with a NEW or replacement unit. Failure to perform this procedure will result in an inoperative or improperly calibrated speedometer.

The vehicle speed readings for the speedometer are taken from the output speed sensor. The PCM must be calibrated to the different combinations of equipment (final drive and tires) available. Pinion Factor allows the technician to set the Powertrain Control Module initial setting so that the speedometer readings will be correct. To properly read and/or reset the Pinion Factor, it is necessary to use a scan tool.

1. Plug the scan tool into the diagnostic connector located under the instrument panel.
2. Select the Transmission menu.
3. Select the Miscellaneous menu.
4. Select Pinion Factor. Then follow the instructions on the scan tool screen.

STANDARD PROCEDURE - PCM/ECM REPROGRAMMING - GAS

Refer to STANDARD PROCEDURE and perform the PCM/TCM PROGRAMMING procedure.

STANDARD PROCEDURE - PCM/ECM REPROGRAMMING - DIESEL

Refer to STANDARD PROCEDURE and perform the PCM/ECM / TCM PROGRAMMING procedure.

Scheme 16

USE THE SCAN TOOL TO REPROGRAM THE NEW POWERTRAIN CONTROL MODULE (PCM) WITH THE VEHICLES ORIGINAL IDENTIFICATION NUMBER (VIN) AND THE VEHICLES ORIGINAL MILEAGE. IF THIS STEP IS NOT DONE, A DIAGNOSTIC TROUBLE CODE (DTC) MAY BE SET.

To avoid possible voltage spike damage to PCM, ignition key must be off, and negative battery cable must be disconnected before unplugging PCM connectors.

1. Disconnect and isolate the negative battery cable.
2. Unlock and disconnect the electrical connectors (2) from the PCM (4).
3. Remove the three mounting bolts (3) and ground wire (1).
4. Remove the PCM (4) from the air cleaner body cover.

Scheme 17

1. Disconnect negative battery cable.
2. Disconnect the Powertrain Control Module (PCM) harness connectors (1).
3. Remove bolts (1) and the PCM (2) from the air cleaner housing (3).

PCM DIESEL

1. Install Powertrain Control Module (PCM) onto the air cleaner housing. Tighten bolts to 11 N.m (97 in. lbs.).
2. Connect both PCM (2) harness connectors.
3. Connect negative battery cable.
4. Reprogram the PCM. Refer to «MODULE, POWERTRAIN CONTROL, STANDARD PROCEDURE»(ref-612709-S10821267472014043000000) .

Scheme 18

This vehicle is equipped with a Steering Control Module (SCM) that is internal to the left multifunction switch housing (2). The left (lighting) multifunction switch is located on the left side of the steering column, just below the steering wheel. This switch is the primary control for the interior and exterior lighting systems. The only visible components of the switch are the control stalk (1), control knob and control sleeve that extend through the steering column shrouds on the left side of the column. The remainder of the switch including its mounting provisions and electrical connections are concealed beneath the shrouds.

The switch housing and controls are constructed of molded black plastic. A single screw (7) through a mounting tab integral to the back of the switch housing, and a slide tab integral to the bottom of the switch housing secure the switch to the mounting bracket integral to the clockspring (3). A connector receptacle containing seven terminal pins is integral to the inboard end of the switch housing and connects the SCM through a jumper wire harness (5) directly to the right (wiper) multifunction switch (6). A second connector receptacle containing four terminal pins is integral to the back of the switch housing and connects the SCM to the vehicle electrical system through a dedicated takeout and connector of the instrument panel wire harness.

The SCM cannot be adjusted or repaired. If ineffective or damaged the entire left multifunction switch must be replaced. Refer to SWITCH, MULTIFUNCTION, LEFT, REMOVAL . The clockspring (with the multifunction switch mounting bracket), the left multifunction switch (with the SCM), the right multifunction switch and the jumper wire harness are each available for separate service replacement.

"DRIVE" POSITION

Shifting is available over all the ranges of gear ratios from the lowest to the highest.

WHEN USING THE MANUAL MODE (VEHICLES WITH THE MANUAL MODE)

When the manual mode switch is turned ON, the fixed changing gear line is set. By moving the switch to + side or - side, shift change is like a M/T and selects from a range of 6 pre-programmed gear ranges.

By limiting the shift to the area nearest the low side of the gear ratio, a larger driving force and engine brake are secured.

DOWNHILL ENGINE BRAKE CONTROL

When a downhill condition is detected while the accelerator pedal is released, the engine brake will be increased by downshifting so as to limit acceleration of the vehicle. Also, if uphill is detected, acceleration performance is improved by limiting the shift area on the highest side of the gear ratio.

ACCELERATION CONTROL

According to vehicle speed and a increase of accelerator pedal angle, driver's request for acceleration as well as driving conditions are measured. At the time of starting or acceleration while moving, this function improves in acceleration feeling by making the engine speed proportionate to the vehicle speed. Even at the time of slower acceleration, a shift map which can gain a larger driving force is chosen for compatibility of mileage with driveability.

LINE PRESSURE AND SECONDARY PRESSURE CONTROL

Control of line pressure and secondary pressure with a high degree of accuracy has reduced friction and improved fuel economy.

SECONDARY PRESSURE FEEDBACK CONTROL

When controlling the normal fluid pressure or the fluid pressure at the time of selection, the secondary pressure can be set more accurately by using the fluid pressure sensor to detect the secondary pressure and performing the feedback control.

LOCK-UP CONTROL

The lock-up applied gear range has been expanded by locking up the torque converter at a lower vehicle speed than conventional A/T models.

SELECTION CONTROL

When selecting between N (P) and D (R) position, the optimum operating pressure is set on the basis of the throttle position, the engine speed, and the secondary pulley (output) revolution speed to lessen the select shock.

CAN COMMUNICATION

Real-time communications (signal exchanges) are maintained among the control units such as the CVT, C/U, ECM, combination meter etc. Each unit is controlled optimally depending on vehicle driving conditions while sharing information and in cooperating with the other control units.

In CAN (Controller Area Network) communication, control units are connected with two communication lines (CAN-H line, CAN-L line) allowing a high rate of information to be transmitted by fewer wirings. Each control unit transmits/receives data but selectively reads required data only.

INPUTS AND OUTPUTS

ENGINE/CVT INTEGRATION CONTROL (CAN COMMUNICATION CONTROL)

In order to improve gearshift feeling and to perform controls such as prevention of engine slowdown, engine power control signals are intercommunicated between the engine ECM and the TCM, and real-time cooperative controls depending on vehicle driving conditions are performed.

TCM sends information such as fast slowdown signals, lock-up signals, torque down request signals to ECM, while receiving information such as torque down permission/prohibition signals, lock-up permission/prohibition signals, throttle position from ECM.

FAIL-SAFE FUNCTION

If an unexpected signal is sent from any sensor, switch, solenoid etc., this function controls the CVT to make driving as smooth as possible.

SECONDARY SPEED SENSOR

The shift pattern is changed in accordance with throttle position when an unexpected signal is sent from the output speed sensor (secondary speed sensor) to the TCM. The manual mode position or the sports mode position is inhibited, and the transaxle is put in "D".

PRIMARY SPEED SENSOR

The shift pattern is changed in accordance with throttle position and secondary speed (vehicle speed) when an unexpected signal is sent from the primary speed sensor to the TCM. The manual mode function or the sports mode function is inhibited, and the transaxle is put in "D".

PNP SWITCH

If an unexpected signal is sent from the PNP switch to the TCM, the transaxle is put in "D".

SECONDARY PRESSURE SENSOR

If an unexpected signal is sent from the secondary pressure sensor to the TCM, the secondary pressure feedback control is stopped and the offset value obtained immediately before the non-standard condition occurs is used to control line pressure.

LINE PRESSURE SOLENOID

If an unexpected condition of the solenoid is detected by the TCM, the line pressure solenoid is turned OFF to achieve the maximum fluid pressure.

SECONDARY PRESSURE SOLENOID

If an unexpected condition of the secondary solenoid is detected by the TCM, the secondary pressure solenoid is turned OFF to achieve the maximum fluid pressure.

LOCK-UP SOLENOID

If an unexpected condition of the lock-up solenoid is detected by the TCM, the lock-up solenoid is turned OFF to cancel the lock-up.

STEPPING MOTOR

If an unexpected condition of the stepping motor is detected by the TCM, the stepping motor coil phases "A" through "D" are all turned OFF to hold the gear ratio used immediately before the unexpected condition occurred.

LOCK-UP/SELECTION SWITCHING SOLENOID

If an unexpected condition of the solenoid is detected by the TCM, the lock-up/selection switching solenoid is turned OFF to cancel the lock-up.

BACKUP POWER SUPPLY

Transaxle assembly is protected by limiting the engine torque when the memory back-up power supply for controlling from the battery is not supplied to the TCM. Normal status is restored when turning the ignition switch OFF to ON after power is normally supplied

TCM

1. 1. Shift control

1. 2. Line pressure control

1. 3. Selection control

1. 4. Lock-up control

1. 5. Engine/CVT integration control [CAN communication control]

1. 6. Self-diagnosis function

1. 7. Fail-safe function

PRIMARY SPEED SENSOR, SECONDARY SPEED SENSOR

Primary Speed Sensor It is installed near the CVT fluid cooler in the transaxle case. It sends rotating speed of the primary pulley (input shaft) to the TCM as a pulse signal.

Secondary Speed Sensor It is installed near the output gear part in the transaxle case. It sends rotating speed of the secondary pulley (output shaft) to the TCM as a pulse signal. TCM converts the pulse signal to vehicle speed.

STANDARD PROCEDURE - TRANSMISSION CONTROL MODULE INITIALIZATION

Note. Refer to the following chart when the Transmission Control Module (TCM) and/or transaxle has been replaced to determine if the TCM memory must be erased.

INITIAL LEARN (BRAND-NEW MODULE, MEMORY ALREADY CLEAR)

Battery must be connected. If the Totally Integrated Power Module (TIPM) is to be configured, configure the TIPM and then turn ignition key to OFF/LOCKED briefly, then back to RUN. The shifter must be in PARK or NEUTRAL, engine not running.

1. Turn the ignition key to RUN for 4 seconds to allow reading of new values.
2. Turn ignition key to OFF/LOCKED for 2 seconds to allow storing new values in EEROM.
3. Turn the ignition key to RUN, with scan tool clear DTCs.
4. Turn ignition key to OFF/LOCKED for 2 seconds.
5. After at least 7 seconds, read DTCs.
6. If DTCs resets, refer to «DIAGNOSIS AND TESTING»(ref-612731-S09084381222014043000000) .

RELEARN, AFTER REPLACING A TRANSAXLE

1. Turn ignition key to RUN.
2. Clear learning memory using the scan tool.
3. Turn the ignition key to OFF/LOCKED for 2 seconds.
4. Turn the ignition key to RUN Clear DTCs.
5. Turn the ignition key to OFF/LOCKED for 2 seconds.
6. Turn ignition key to RUN.
7. After at least 7 seconds, read DTCs.
8. If DTCs resets, refer to «DIAGNOSIS AND TESTING»(ref-612731-S09084381222014043000000) .