Security Land Rover Range Rover L322

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General

The security system is split into three elements: the locking system, the alarm system and the immobilization system. The locking and alarm systems are controlled by the Body Control Unit (BCU). The immobilization system is controlled by a dedicated ECU. The arming and disarming of the alarm system is linked to the activation of the locking system. The immobilization system operation is independent of both the locking and the alarm systems.

Locking and Alarm Systems

All vehicles incorporate a remote handset Central Door Locking (CDL) system and an alarm system with perimetric and volumetric protection functions. Specific features and modes of operation depend on the car/key memory settings in the BCU.

The CDL system controls the locking and unlocking of the side doors and fuel filler flap, and the opening of the tail doors. System features include automatic locking at a set vehicle speed and Single Point Entry (SPE).

The alarm system monitors for unauthorized entry, opening of doors and bonnet, vehicle movement and interference with the electrical system, and sounds an alarm if an event is detected. The alarm system can be configured to automatically arm and disarm with operation of the locking system. The locking and alarm systems incorporate

1. Actuators and switches in the door latches
2. A bonnet switch
3. A fuel filler flap actuator
4. A CDL switch
5. Upper tail door internal release switch
6. Upper tail door external release switch
7. Lower tail door release switch
8. A lower tail door release relay
9. Remote handsets
10. A Radio Frequency (RF) receiver (market dependent)
11. An infrared receiver (market dependent)
12. An alarm Light Emitting Diode (LED)
13. A Battery Backed Up Sounder (BBUS)
14. A volumetric sensor (if fitted)
15. A tilt sensor (if fitted).

Door Latches

The side door latches are sealed units that incorporate separate actuators for locking and superlocking the doors, and a Hall effect sensor to provide a door status signal for the BCU. The driver's door latch incorporates two additional Hall effect sensors to provide signals of lock and unlock selections made with the ignition key in the door lock. Turning the top of the ignition key rearwards sends a lock signal and turning the top of the ignition key forwards sends an unlock signal. The driver and front passenger door latches communicate with the BCU via their respective door modules and the P bus. The rear door latches are connected direct to the BCU.

The upper tail door latch incorporates a release actuator to open the upper tail door and a microswitch to provide an upper tail door status signal. A black manual release wire is attached to the upper tail door latch to allow the latch to be released in the event of actuator failure or loss of power, The end of the manual release wire is stowed in the inside trim at the bottom edge of the upper tail door and is concealed by the trailing edge of the parcel shelf when the upper tail door is closed.

Each lower tail door latch is connected to a release actuator mounted inside the tail door. A lever at the top of each latch housing allows the latches to be released in the event of actuator failure or loss of power. The levers are only accessible when the upper tail door is open.

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Bonnet Switch

The bonnet switch is a plunger operated switch installed in the engine compartment on the driver's side secondary bulkhead. When the bonnet is closed, the bonnet presses the plunger into the switch housing and holds the switch open. When the bonnet opens, the spring loaded plunger extends, which allows the switch to close and connect a ground to the BCU. The switch can also be held open with the bonnet open, by pulling the switch up.

Fuel Filler Flap Actuator

The fuel filler flap actuator extends and retracts a wire reinforced plastic pin to lock and unlock the fuel filler flap. A green manual release wire is attached to the pin to ensure the fuel filler flap can be released in the event of actuator failure or loss of power. The end of the manual release wire is stowed in the soundproofing behind the trim panel covering the rear fusebox.

CDL Switch

The CDL switch is a non latching push switch installed between the center face vents on the fascia, below the hazard warning switch. The CDL switch allows occupants to centrally lock the vehicle without arming the alarm. When the CDL switch is pressed, a battery voltage signal is connected to the BCU.

Upper Tail Door Internal Release Switch

The internal upper tail door release switch is a non latching push switch installed on the center console. The switch allows the tail door to be opened from inside the vehicle. When the switch is pressed a ground is connected to the BCU. The BCU only responds to the input when the CDL system is unlocked and the vehicle is stationary.

Upper Tail Door External Release Switch

The external upper tail door release switch is a microswitch installed in the license plate lamp housing in the bottom edge of the upper tail door. The switch is operated by a lever connected to a rubber covered plate set into the outside surface of the license plate lamp housing. When the switch is activated it connects a ground to the BCU. The BCU only responds to the input when the CDL system is unlocked and the vehicle is stationary.

Lower Tail Door Release Switch

The lower tail door release switch is a non latching push switch installed under a rubber cover in the top edge of the lower tail door. When the switch is pressed, a battery voltage signal is connected to the BCU. The BCU only responds to the input when the upper tail door is unlatched and the vehicle is stationary.

Lower Tail Door Release Relay

The lower tail door release relay is installed on the rear fusebox. When the BCU receives a valid input from the lower tail door release switch, it momentarily energizes the relay to simultaneously activate the lower tail door release actuators.

Remote Handsets

The remote handset is incorporated into the head of the ignition key. Up to four different remote handsets can be initialized for use on the same vehicle.

The type of transmitter is market dependent and is either a Radio Frequency (RF) transmitter, operating at 315 or 433 MHz, or an infrared transmitter. RF transmitters communicate with the vehicle through the radio antenna integrated into the rear window heater and have an operating range of 10 m (32.8 ft) minimum and up 30 m (98.4 ft) under optimum conditions. Infrared transmitters communicate with the vehicle through an infrared receiver integrated into the interior rear view mirror and have an operating range of 3 m (9.8 ft) minimum and up to 5 m (16.4 ft) under optimum conditions.

Each remote handset incorporates a signal processor, transmitter and power supply in a dustproof and waterproof housing. Buttons on the housing operate the remote functions. An LED on the housing flashes when a button is pressed to confirm operation to the user. If the LED does not flash when a button is pressed the battery needs recharging/replacing.

RF remote handsets have three operating buttons

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1. The lock button, for locking and superlocking of the vehicle and convenience closing of the windows and sunroof
2. The unlock button, for unlocking the vehicle and convenience opening of the windows and sunroof
3. The tail door open button, for opening the tail door while the rest of the vehicle remains locked and for panic alarm activation. Infrared remote handsets only have two operating buttons, a lock button and an unlock button.

The remote handset functions as follows

1. One press of the lock button for superlocking
2. Two presses of the lock button for no volumetric protection
3. Press and hold the tail door switch for panic mode.

The power supply in the remote handset is provided by a single button cell battery on RF systems and two button cell batteries on infrared systems. When the batteries need replacing the message 'KEY BATTERY LOW' will be displayed in the message center. When the batteries are replaced, the old ones should be removed and the new ones installed within 1 minute or stored data will be lost and the remote handset will need to be reinitializes.

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Every signal from the remote handset contains the transmitter identification code and a rolling code. The BCU checks the codes and only responds if the signal is from a valid transmitter. During vehicle production, the remote handsets supplied with the vehicle are initialized to set their individual transmitter identification codes and synchronize their respective rolling codes with the BCU. If a transmitter loses synchronization with the BCU, or if a replacement or additional remote handset is to be used with the vehicle, the initialization procedure must be repeated. During the procedure, all remote handsets for use with the vehicle must be initialized.

Initialization Procedure

1. Ensure the vehicle is unlocked and the driver and front passenger doors are closed.
2. Install a key/remote handset in the ignition switch, then turn the ignition switch to position I and back to position 0 in less than 5 seconds to put the BCU into the initialization mode. Continue the procedure within 30 seconds of turning the ignition switch to position 0.
3. Remove the key/remote handset from the ignition switch.
4. Press and hold the unlock button for a maximum of 15 seconds. During this time, momentarily press the lock button three times within 10 seconds.
5. Release both buttons.
6. Successful initialization is indicated by the BCU locking then unlocking the vehicle. If this does not occur, repeat step 4 .
7. Repeat steps 4 and 5 with all other remote handsets belonging to the vehicle (4 maximum). Begin the initialization of each remote handset within 30 seconds of completing the previous initialization, or the BCU will drop out of the initialization mode and the complete procedure will have to be started again.

RF Receiver (Where Fitted)

The RF receiver converts the signals from the RF remote handset into digital messages and transmits them to the BCU. The RF receiver is integrated into the rear window antenna amplifier installed behind the inner trim on the top left edge of the upper tail door. Operation of the receiver is powered by a permanent battery feed from the rear fusebox.

Infrared Receiver (Where Fitted)

The infrared receiver converts the signals from the infrared remote handset into digital messages and transmits them to the BCU. The infrared receiver is integrated into the interior rear view mirror, with the receiving diodes installed in the red knob on the underside of the mirror. Operation of the receiver is powered by a permanent battery feed from the passenger compartment fusebox.

Alarm LED

The alarm LED is installed in the red knob on the underside of the interior rear view mirror to provide a visual indication of the alarm system status. Operation of the LED is controlled by the BCU.

Alarm System Status Indications

Alarm System Status Indications

BBUS

The BBUS is installed in the rear corner of the engine compartment, on the driver's side, on a bracket attached to the front wing. Depending on the BCU configuration, the BBUS can be used to produce the audio acknowledgment for arming and disarming of the alarm system as well as the audio warning after an alarm has been triggered.

The BBUS is normally operated by a permanent battery feed from the passenger compartment fusebox. An integral 7.2 V rechargeable battery powers the BBUS if it is disconnected from the vehicle battery.

The BBUS sounds when it receives an alarm or acknowledgment signal from the BCU. While the alarm system is armed, the BBUS also monitors the battery power supply and the arm/disarm signal line from the BCU, and operates the sounder if the battery power supply or the arm/disarm signal line is disconnected. The BCU arms and disarms the BBUS together with the rest of the alarm system.

Once an alarm has been triggered, the BBUS cycles the sounder on for 30 seconds and off for 15 seconds, for 5 minutes or until it receives a disarm signal from the BCU. If the alarm trigger is still present, the 5 minutes of on/off cycles is repeated a further 2 times. The alarm output from the BBUS is either a constant tone or a modulated tone, depending on the market. The continuous tone has a nominal value of 113 dBA when powered by the vehicle battery and 108 dBA when powered by the integral battery. The modulated tone has a nominal value of 109 dBA when powered by the vehicle battery and 104 dBA when powered by the integral battery.

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Volumetric Sensor (if fitted)

The volumetric sensor is installed behind openings in the rear interior lamp and monitors for intrusion into the passenger compartment when the alarm is armed.

The volumetric sensor consists of a microcontroller, two acoustic transmitters and two acoustic receivers. One transmitter/receiver pair faces forwards and one transmitter/receiver pair faces rearwards to ensure complete coverage of the passenger compartment. The front transmitter/receiver pair are in a rubber mounting attached to the microcontroller housing. The rear transmitter/receiver pair are in a remote rubber mounting and connected to the microcontroller housing by a four wire lead.

The volumetric sensor is powered by a permanent battery feed from the passenger compartment fusebox. The BCU activates and de-activates the volumetric sensor when it arms and disarms the alarm system. When the volumetric sensor is active it outputs ultrasonic pulses from the transmitters and checks the echoes picked up by the receivers for changes to the passenger compartment profile. If it detects a change of profile indicating movement in the passenger compartment the volumetric sensor reports the alarm to the BCU.

Each time the volumetric sensor is activated it performs a self test. If there are no faults the volumetric sensor sends an acknowledgment signal to the BCU. If the BCU does not receive the acknowledgment signal it de-activates the volumetric sensor.

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Tilt Sensor (if fitted)

The tilt sensor monitors for changes of vehicle attitude while the alarm is armed. The tilt sensor is installed under the passenger seat in the BCU bracket.

The tilt sensor incorporates a two axis sensor controlled by a microprocessor. A permanent battery feed from the passenger compartment fusebox powers the tilt sensor. The BCU activates and de-activates the tilt sensor when it arms and disarms the alarm system. The tilt sensor receives activation and de-activation signals from the BCU.

The tilt sensor measures the longitudinal and transverse angles of the vehicle over a range of +/-16° from the horizontal. When the tilt sensor is activated, it stores the current angles in memory, If the vehicle changes attitude in either direction by more than the limit the tilt sensor sends an alarm signal to the BCU, which triggers the BBUS. After an alarm, the alarm limit is reduced to make the system more sensitive to any further change of attitude.

Alarm Triggering Limits

Alarm Triggering Limits

Each time the tilt sensor is activated it performs a self test. If there are no faults the tilt sensor sends an acknowledgment signal to the BCU. If the BCU does not receive the acknowledgment signal it de-activates the tilt sensor.

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Tilt Sensor Harness Connector C0960 Pin Details

Tilt Sensor Harness Connector C0960 Pin Details

Immobilization System

The immobilization system is a transparent system that prevents unauthorized starting of the vehicle by providing a secure interface between the ignition switch and the Engine Control Module (ECM). It also prevents the engine from starting if the steering lock is engaged or if the gearbox is not in park or neutral.

The immobilization system consists of

1. The transponder in each ignition key
2. The transponder coil around the ignition switch
3. The immobilization ECU.

Transponder

A transponder, consisting of a wireless Electronic Erasable Programmable Read Only Memory (EEPROM), is incorporated into the head of each ignition key, including the 'wallet' ignition key. A password and key code in the transponder provides each ignition key with a unique identification. As a further security measure, the transponder contains a rolling code number written to it from the immobilization ECU. The transponder key code and rolling code are entirely separate from the remote handset codes.

The transponder is written to and read from by the immobilization ECU via the transponder coil. The maximum range for communication between the transponder and the transponder coil is approximately 20 mm (0.8 in).

Transponder Coil

The transponder coil is installed around the top of the ignition switch key barrel to enable communication between the immobilization ECU and the ignition key transponder. To operate the transponder the immobilization ECU energizes the transponder coil with a 125 kHz ac current. This energizes the transponder by electromagnetic induction. Amplitude modulation is used to write data to the transponder.

Immobilization ECU

The immobilization ECU is installed on the driver's side of the gear selector assembly, underneath the center console. When it detects a valid transponder/ignition key in the ignition switch and is receiving a release signal from the steering lock ECU, the immobilization ECU sends a release signal to the ECM and energizes the starter solenoid when the ignition switch is turned to crank. The release signal to the ECM is a further rolling code synchronized in the immobilization ECU and the ECM. If either the ECM or the immobilization ECU are replaced they have to be re-synchronized using T4.

Up to 10 different transponders can be used with the immobilization ECU. The 10 unique transponder key codes and their associated rolling codes are generated during vehicle production and programmed into the immobilization ECU. The transponder of each ignition key supplied with the vehicle is then programmed with one of the key codes and its associated rolling code. Once the immobilization ECU and the transponders have been programmed they cannot be over written. The 'spare' key codes and associated rolling codes are retained in the immobilization ECU for future use. The key codes and associated rolling codes are also recorded in a spares support database together with the Vehicle Identification Number (VIN).

If an ignition key is lost, the key code of the related transponder should be disabled in the immobilization ECU using T4. If the key is subsequently found, the transponder can be enabled again.

If a replacement or additional ignition key is ordered, the transponder of the new ignition key is programmed by the spares supplier with one of the spare key codes and associated rolling code from the spares support database. The immobilization ECU recognizes the first use of the key code and automatically enables the new ignition key.

When a replacement immobilization ECU is ordered it comes pre-programmed with the key codes and rolling codes from the spares support database ready for use with the existing ignition keys once it has been synchronized with the ECM.

A starter motor protection function is incorporated into immobilization ECU. When the engine speed exceeds a predetermined value, a relay inside the immobilization ECU is disabled. This prevents damage to the starter motor in the event of a sticking ignition switch or if crank is selected while the engine is running.

The immobilization ECU is powered by a permanent battery feed from the passenger compartment fusebox. It also receives an auxiliary power feed and an ignition power feed from the ignition switch. Power for the starter motor solenoid is supplied to the immobilization ECU when the ignition switch is in the crank position (on Td6 models) or on a permanent feed from the passenger compartment fusebox (on V8 models). A connection with the K bus provides the immobilization ECU with engine speed and locking system status.

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Immobilization ECU Harness Connector C0059 Pin Details

Immobilization ECU Harness Connector C0059 Pin Details

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Locking System

The locking system allows the doors and fuel filler flap to be centrally locked and unlocked using the CDL switch, the drivers door lock and the remote handset. The system has two locking states: locked and superlocked. Locking the vehicle from inside using the CDL switch puts the system into the locked state. Locking the vehicle from the outside using the driver's door lock or the remote handset puts the vehicle into the superlocked state.

When the vehicle is locked, the BCU

1. Energizes the lock actuators in the side door latches to disengage the external door handles from the latches
2. Energizes the fuel filler flap actuator to extend the locking pin to secure the filler flap (all except NAS)
3. Ignores inputs from upper tail door external release switch.

The BCU will lock the vehicle regardless of the position of the ignition switch and whether the key is in the ignition switch or not. The upper tail door internal release switch remains enabled and individual side doors can be unlocked using the internal door handle. From the locked state, the vehicle can be centrally unlocked using the CDL switch, the remote handset or the driver's door lock.

When the vehicle is superlocked, the BCU

1. Energizes the lock and the superlock actuators in the side door latches to disengage both the internal and the external door handles from the latches
2. Energizes the fuel filler flap actuator to extend the locking pin to secure the filler flap
3. Ignores inputs from both the external and the internal release switches of the upper tail door
4. Ignores inputs from the CDL switch.

The BCU will only superlock the vehicle after the ignition key has been removed from the ignition switch and the driver's door has opened. From the superlocked state, the vehicle can be centrally unlocked using the remote handset or the driver's door lock.

Tail Door Opening

When the vehicle is locked or superlocked, operating the tail door release button on the remote handset causes the BCU to actuate the upper tail door release actuator while leaving the remainder of the system in the locked/superlocked condition.

Volumetric protection is disabled when the taildoor is opened.

SPE

With the vehicle superlocked and SPE enabled, when the BCU receives a request from the remote handset or the driver's door lock it unlocks the driver's door and changes the rest of the system from the superlocked to the locked state. When it receives a second unlock request, from the remote handset, the driver's door lock or the CDL switch, the BCU unlocks the remainder of the system.

Automatic Locking

The BCU can be configured to automatically lock the system when the vehicle exceeds a set speed. The set speed is selectable between 2.5 and 17.5 mph (4 and 28 km/h) in 2.5 mph (4 km/h) increments.

To guard against accidental unlocking, the BCU can also be configured to automatically lock (not superlock) the system if no door switch, bonnet switch or CDL switch is activated within 2 minutes of unlocking the vehicle with the remote handset.

Automatic Unlocking

If a crash that triggers the airbags occurs, the SRS DCU outputs a crash signal to the BCU. On receipt of the crash signal the BCU outputs unlock signals to all the door latch actuators and the fuel filler flap actuator, irrespective of their current locked state. Subsequent attempts to lock the doors are inhibited until the BCU has received an unlock request.

Repetition Blocking

To protect the door latch actuators the BCU incorporates a repetition blocking feature. The BCU increments an internal counter by one each time an actuation occurs and decrements the counter by one every 8 seconds. If the counter exceeds 15, the BCU blocks further unlocking commands until the counter returns to 15 or less. The block is ignored if the BCU receives a crash signal or the system goes from superlocked to locked. In addition to the counter for the side doors, separate counters are maintained for each of the tail doors.

Lockout Protection

The vehicle cannot be locked when either of the front doors is open. The vehicle cannot be superlocked when the driver's door is open.

Alarm System

The alarm system arms and disarms in conjunction with the superlocking and unlocking of the locking system. Depending on the configuration of the BCU, the alarm system can be armed and disarmed when the locking system is activated with the driver's door lock or the remote handset, or only with the remote handset. Visual and audible confirmation of the alarm system arming and disarming, using the direction indicators and the BBUS, are also configurable in the BCU.

When the vehicle is superlocked, the BCU sends an arming signal to the tilt sensor, which relays it to the BBUS and the volumetric sensor. If the BCU does not receive an acknowledgment signal from the tilt sensor and the volumetric sensor within 1 second, the BCU disables the associated alarm feature for the remainder of the armed cycle.

If the BCU detects two superlocking signals within 10 seconds, it disables volumetric sensing and tilt sensing. This feature prevents accidental triggering of the alarm system during transportation of the vehicle or if a pet is left in the vehicle.

Perimetric Sensing

When the alarm system arms, the BCU waits for 3 seconds before it begins monitoring the door status switches and the bonnet switch for perimetric sensing. If a door or the bonnet have been left open, the BCU indicates this by flashing the alarm LED for approximately 10 seconds. The input from the open switch is ignored until 3 seconds after it changes to the closed state.

Volumetric Sensing

The BCU begins volumetric sensing 30 seconds after receipt of the superlock signal, the last door closes or convenience closing stops, whichever occurs last.

If the alarm has been triggered, the BCU will ignore further volumetric sensor signals for the duration of the alarm. The BCU resumes volumetric sensing 30 seconds after the alarm has stopped sounding.

Volumetric sensing and tilt sensing are disabled if the BCU receives a tail door open signal from the remote handset. The BCU resumes volumetric sensing and tilt sensing 30 seconds after the upper tail door closes again.

Emergency Disarming

If the alarm has been triggered and cannot be disarmed with the driver's door lock or the remote handset, it can be disarmed with the ignition switch as follows

1. Use the ignition key to unlock the driver's door.
2. Sit in the vehicle and ensure all the doors are closed.
3. While the BBUS is still sounding, put the ignition key in the ignition switch and turn it to position I. The alarm LED stays on instead of flashing.
4. After 10 minutes, the BBUS stops sounding, the alarm LED goes off, the locking system unlocks and the immobilizer is made inactive.

Emergency disarming is configurable in the BCU.

When the vehicle is unlocked, with the driver's door lock or the remote handset, the BCU outputs a 'vehicle unlocked' message on the K bus. The K bus message wakes the immobilization ECU which energizes the transponder coil around the ignition switch. When the ignition key is close to, or inserted into, the ignition switch, the immobilization ECU reads the identity of the transponder. If the transponder/ignition key is valid, the immobilization ECU outputs a 'valid key in ignition lock' message on the K bus.

When it detects the valid key in ignition lock message, the steering lock ECU disengages the steering column lock. After disengaging the steering lock, provided it is also receiving a Park/Neutral signal from the Electronic Automatic Transmission (EAT) ECU, the steering lock ECU sends a release signal to the immobilization ECU. When the ignition switch is turned from position 0 to position I, the immobilization ECU interrogates the transponder for the password and rolling code. If these are correct the immobilization ECU sends the coded release signal to the ECM and, when the ignition switch turns to position III, energizes the starter solenoid to crank the engine. The immobilization ECU also writes a new rolling code to the transponder and verifies it to ensure it has been correctly received.

On petrol models, the immobilization ECU energizes the starter solenoid via the starter motor relay. The starter motor relay is controlled by the ECM to provide the comfort starting function, which allows the engine to be started by a momentary crank (position III) selection on the ignition switch. When the ignition switch turns to position III, the ECM energizes the starter motor relay, which energizes the starter solenoid, until engine speed exceeds approximately 500 rev/min, or for 20 seconds, whichever occurs first.

If the vehicle is unlocked and the ignition key is not put into the ignition switch, the immobilization ECU de-energizes the transponder coil and goes back into the sleep mode after approximately 60 seconds. When the ignition key is subsequently put into the ignition switch and turned through 10° to 20°, the steering lock senses the movement and sends a 'request electronic vehicle immobilizer status' message on the K bus. The message wakes the immobilization ECU, which energizes the transponder coil and commences the transponder/ignition key identification and engine mobilization process as detailed above.