Body Electric - Overview MINI Cooper S I

Body Electronics

Model: All

Production: All

Purpose of the System

The purpose of the Power Distribution System is to provide a safe delivery of power (Electricity) within the vehicle. Electrical power as produced by the battery and generator is distributed though fuseboxes and the main wiring harness to vehicle systems.

The Power Distribution System consists of

1. The Battery
2. Fusebox(s)
3. Ground System
4. The Generator
5. Vehicle Wiring Harness

The Battery

The Battery location is dependent on model variation.

Scheme 1

Scheme 2

1. MINI COOPER - Battery is located in the engine compartment
2. MINI COOPER S - Battery is located in the rear luggage compartment (with BST)

All batteries used in the MINI are sealed for life and are maintenance free. A battery condition indicator which shows three battery states is located on top of the battery. The battery condition states are

1. Green - Battery is in good state of charge
2. Dark (Turning to Black) - Battery requires charging
3. Clear (Light Yellow) - Battery must be replaced

Battery Specification

MINI COOPER and MINI COOPER S batteries are 12 volt 55 AH Maintenance Free batteries.

Generator

All generators are mounted to the block with 3 fasteners and are located on the right side of the engine (viewed from the front of the engine). The MINI COOPER S generator is situated in a lower position to accommodate the supercharger.

Scheme 3

Generator Specification

All MINI COOPER (COOPER S) Generators are 120 Amp Valeo.

MINI COOPER

There are two fuseboxes on the MINI COOPER. One is located in the engine compartment (adjacent to the battery) and the other one is located at the base of the left side A pillar.

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The engine compartment fusebox contains two types of fuses

1. Blade Type Fuse - Conventional pull out male type fuse used to protect circuits between 5 and 30 amps.
2. J-case Fuse - A square pull-out fuse used to protect circuits from 30 to 50 amps.

The A Pillar fusebox contains conventional blade type fuses only and three PCB type relays which are integral to the fusebox and cannot be replaced. The PCB relays control the Rear wiper, heated rear window and the cigarette lighter.

MINI COOPER S Only

MINI COOPER S models utilize the two fuseboxes as on the MINI COOPER and add a third fusebox. The third fusebox contains a single 250 amp fuse and is located in the rear of the vehicle near the battery compartment.

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Workshop Hint

When disconnecting a battery always disarm the alarm and ensure the ignition and all electrical equipment is switched 'off'.

Disconnect the negative terminal first, and reconnect the positive terminal first.

Workshop Hint

Each harness, main, door or dashboard is vehicle specific. If replacing a harness, check that the replacement harness has the proper connectors for the equipment installed in the vehicle.

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Vehicle Wiring Harness

The MINI wiring harness is referred to as a single piece harness. The main harness is vehicle specific depending on optional equipment. In addition there are three other modular harnesses which connect to the main body harness

1. Door harness (x 2)
2. Dashboard harness

Integral to the main body harness are the multiple restraint system (MRS) harness, the CAN-bus twisted wire pairs, the single wire K-bus data link and the single wire diagnostic line. Repairs may be made on most harnesses depending on extent of damage although no part of the MRS harness is repairable.

Principle of Operation

The Power Distribution system reacts to the vehicle demand for electrical power. Current from the battery is routed through the fuses and harnesses to the component demanding power. The battery smooths out voltage fluctuations allowing components to receive a fixed voltage level.

The generator reacts to power demands and battery voltage supplies operating current during times of high demand. The high capacity of the generator ensures that sufficient power is always available.

Circuit protection is afforded by the fuse system. Excess amperage demands either through defective component or wiring harness fault are quickly reduced to protect the vehicle.

The battery location of the MINI COOPER S requires additional protection due to its long B+ battery cable. It is protected by a 250 amp fuse and the BST located in the battery compartment.

Wire Color Codes

WIRE COLOR CODES

Notes

Bus Systems

The vehicle electrical architecture of the MINI has been designed to exploit the full potential of its technological advances. Rather than having a control unit dedicated to its system and unaware of the operation of other systems, the systems around the MINI are all linked together.

The control units are linked to each other via bus-systems, allowing communication and exchange of information. Harness bulk and complexity is kept to a minimum using this method to relay information to and from the different systems. This method used by MINI is called multiplexing.

Multiplexing is a technique which uses the same wiring repeatedly for communication between all systems. The systems are all inter-connected, forming a network of communication lines. The information from sensors and switches are converted into digital signals by the system control unit and relayed serially throughout the system network, which is also referred to as a data bus-system.

Scheme 10

K-Bus System

The K-bus system utilized in the MINI is the proven K-bus serial communication network used by BMW in the E46. It uses a single wire colored white/red/yellow. The K-Bus used by Body related components to connect with other body electronic systems and the instrument cluster (IKE) is a slow bus system, transmitting at 9600 bits per second.

The K-Bus switches between 0-12 volts (High/Low) and has a low impedance, making it resistant to electromagnetic interference. Most users are active on the bus when the ignition is switched to KLR.

The K-Bus network enters sleep mode 60 seconds after the ignition is switched off. While in sleep mode the K-Bus is at 12 volts.

Scheme 11

Updated K Bus Information

1. MINI K-Bus system is comprised of K-Bus I and K-Bus II
2. If K-Bus I fails communication with the BC1 and K-Bus II is not possible, although components on K-Bus II MAY continue to function normally.
3. The BC1 acts as a repeater between the two K-Busses.
4. The BC1 is the Main Controller, supplying power and establishing message sequencing.

CAN-Bus

The CAN protocol was originally developed by Intel™ and Bosch in 1988 for use in the automotive industry to provide a standardized, reliable and cost-effective communications bus for a cars electronics to combat the increasing size of wiring harnesses.

The CAN-Bus system is a high speed serial data bus-system linked by an unshielded twisted pair of wires: yellow/black and yellow/brown. The wires are twisted to minimize electromagnetic interference. Both wires carry information and for the CAN-Bus to operate, both signals must be present.

The CAN-system is the fastest of the bus systems used in the MINI, transmitting at 500,000 bits per second. This speed is recognized as the fastest practical operating speed without shielded cable. It is used for systems where the speed of exchange of information is vital for their performance; engine management systems, automatic transmission and automatic stability control.

The CAN-system uses a linear topology which consists of the main bus length and shorter stubs. The main bus length terminates at the EMS 2000 and the IKE. The shorter stubs must be as short as possible and no longer than one meter. Any untwisted portion of the bus must not be longer than four centimeters.

Scheme 12

Diagnostic Bus System

The Diagnostic Bus System is made up of two separate bus-systems which allow the DISplus to communicate with the vehicle control units via the diagnostic socket

1. The Diagnostic bus (ISO 9141-2 OBD II): This allows communication with the DISplus and power train (emission) related control units
2. The DS2 Protocol bus: This connects to the control units that do not affect emissions and to the instrument cluster (IKE), which enables communication with all the control units on the K-bus system

The Diagnostic bus uses a single wire transmitting at 9,600 bits a second. The diagnostic line is used by DISplus to interrogate each control unit on the network and helps in the fault finding process. It uses a protocol very similar to that of the K-bus system and is accessed by DISplus via the 16 pin diagnostic connector located in the driver's footwell (under the dash, close to the A post).

Scheme 13

Bus Network

The MINI network system uses a number of interconnected bus-systems. The bus systems in use on the MINI COOPER are the CAN-bus, the K-bus and the Diagnostic buses (D-Bus and DS2 Bus). Most control units are connected to this system and can transmit and receive messages on the system.

The IKE acts as the communication gateway, enabling transfer of data from one bus system to another. The IKE contains a microprocessor, which converts and processes all signals into the format required for transmission on to another bus system.

Control units transmit and receive commands and information on the buses as digital messages. Units connected to the same bus use a common protocol (format) and baud rate (transmission speed (kbit/s)) for the messages they transmit. The protocol and baud rate varies from bus to bus.

All messages transmitted on the bus systems are made up of binary digits, referred to as bits (BInary digiTS). The bit can be either 0 or 1. A combination of bits that make up a signal is transmitted on the bus system. Each control unit converts the digital signal back to an analog value for its own use.

Each message contains coded information indicating the message beginning and ending, and an identifier or address to route the message to the correct destination. The signal also contains a check function which a receiving control unit uses to check the plausibility of the signal. The transmitting control unit monitors the return of the signal on the bus from the receiving control unit. This way the transmitting control unit confirms the signal received is the same as the one transmitted and any faults can be dealt with.

A priority system of control unit or message importance is established providing a smooth flow of information, ensuring that important messages are processed first.

Information from a single sensor is passed on to many control units reducing the number of sensors needed. (e.g. Raw vehicle speed is received at the DSC unit which uses this information for unit operation and a processed road speed is sent to the IKE over the CAN-Bus. The IKE converts this signal into a K-bus message and transmits this via the K-bus to the BC1 for the speed dependent wiper control and the radio for the speed dependent volume adjustment).

Advantages of multiplexing

1. Harnesses are smaller and less complex
2. Harnesses are cheaper and lighter
3. Improved reliability, reduced wires and connections
4. New systems can be added easily 'Plug and Play'

K-Bus

The K-bus system is primarily an event-driven system. Messages are sent after a request has been made for component operation or status change.

Each of the K-bus users are continually monitoring messages on the system. When a user needs to transmit, it waits until there is no activity and then transmits its message. The sender then listens to the system for its own message to be returned by the receiver. If it doesn't receive its own message, a user with higher priority has also transmitted and its message was ignored. The lower priority user then has to wait until the Bus becomes inactive and re-transmit. When it receives its own message back (correctly) successful transmission is confirmed.

Arbitration on the K-bus is controlled by the sender of the message. Each sender has an allocation priority. The body control module (BC1) has the highest priority on the K-bus system and messages from the BC1 override any other K-bus message which has been transmitted simultaneously.

All control units on the K-Bus receive all messages, but only the module addressed in the message will accept and react to the data.

The K bus remains operational in the event of a disconnected or failed control unit. This is referred to as a "Tree" structure with each control unit occupying a branch.

The K-bus provides the diagnostic connection to the control units located on the bus (except for the IKE).

Bus Line Communication Rules

Scheme 14

1. Only one module speaks at a time.
2. Everybody speaks at the same speed.
3. Messages are acknowledged by the recipient.
4. The message is repeated if the addressed module fails to respond.
5. The BC1 has priority.
6. Quit sending message after 5 failed attempts.

The CAN-Bus consists of a twisted pair of wires. One line is CAN High (CAN-H, yellow and black) the other is CAN Low (CAN-L, yellow and brown). Both Can-H and CAN-L have a standing voltage of 2.5 volts. CAN-L is pulled low to 1.5 volts. CAN-H is pulled high to 3.5 volts.

With CAN-H and CAN-L both at 2.5 volts there is no potential difference (voltage) between them. This is known as the recessive state and is equivalent to logic 1. With CAN-H pulled to 3.5 volts and CAN-L pulled to 1.5 volts there is a potential difference of 2 volts between them. This is known as the dominant state and is equivalent to logic 0. CAN-H and CAN-L always switch together. These two states (0 or 1) are the only two possible.

When a control unit transmits a signal, it is made up of a series of dominant and recessive states. The signal is a combination of the two possible states, in effect 0 and 1, hence a digital signal.

For correct operation CAN-Bus must be terminated at both ends (EMS 2000 and IKE) with a control unit resistance of 120 ohms, connected between CAN-H and CAN-L. These terminations ensure that bit errors due to signal reflections are avoided.

Scheme 15

Data transmitted from any subscriber on a CAN bus does not contain addresses. Instead the content of the message (RPM, TD, Temp, etc) is labeled with an identifier code unique throughout the CAN. All of the subscribers receive the message and each one checks the message to see if it is relevant to its own operation.

If the message is relevant then it will be processed, if not, it will be ignored. The identifier code also determines the priority of the message. In a case where two control units attempt to send a message over a free bus line, the message with the higher priority will be transmitted first. The protocol of the CAN ensures that no message is lost, but stored by the Master Controller and then re-transmitted later when it is possible.

CAN Bus Terminal Resistors

Terminal resistors used in the CAN-Bus circuit establish the correct impedance to ensure fault free communication. A 120 Ohm resistor is installed in two control units of the CAN between CAN-H and CAN-L. Because the CAN is a parallel circuit, the effective resistance of the complete circuit is 60 Ohms. (Ohms' Law of a Parallel Circuit)

The resistance is measured by connecting the appropriate adapter to any of the modules on the CAN and measuring the resistance between CAN-L and CAN-H. The resistance should be 60 Ohms. The CAN bus is very stable and can continue to communicate if the resistance on the CAN bus is not completely correct; however, sporadic communication faults will occur.

Modules which do not have the terminal resistor can be checked by disconnecting the module and checking the resistance directly between the pins for CAN-H and CAN-L. The value at these control units should be between 10k Ohms and 50k Ohms.

D-Bus System

The D-Bus is a serial communications bus that transmits data between the DISplus and the connected control units. The control unit subject to diagnosis is selected by sending a diagnosis telegram to the control unit address. By request from the DISplus, the control unit transmits information and the contents of the fault memory or activates a control unit output. The D-bus is only active when the DIS or MoDIC is connected to the diagnostic socket and communicating.

1. D-Bus is connected to power train (emission) related control units.
2. DS2 Protocol Bus is connected to control units that do not affect emissions and the IKE. Through the IKE communication with the K-Bus is possible.

The operating voltage of the D-bus is 12 volts. The voltage measurement is taken from each data line connection to ground. Each module on the D-bus provides its own voltage.

D-Bus operation and signals are similar to K-Bus.

K and D Bus Faults

The failure of communication on the K or D bus can be caused by several sources

1. Failure of the bus cable.
2. Failure of one of the control units attached to the bus.
3. Failure of the voltage supply or ground to individual modules.
4. Interference in the bus cables.
5. Bus interrupted
6. Bus shorted to battery voltage
7. Bus shorted to ground
8. Bus line open
9. Defective plug connections (damaged, corroded, or improperly crimped)

If problems are encountered trying to establish communication with a control module consider first

1. Battery charge level of the vehicle. Maintain a battery charger on the vehicle at all times during diagnosis.
2. Always check that the diagnosis head and connection are OK before working through a test module for lack of communication.

Since MINI COOPER uses the IKE as a gateway

If identification of the vehicle is carried out by the diagnostics without any problems then the D-bus is OK.

If several control units are not recognized this indicates that a bus link is defective. Continue troubleshooting using the test modules for those particular bus systems.

Short Circuit to B+: Modules that send a message see that the message was not received and that the bus remains high. However, subscribers are unable to decide whether the fault is due to a shorted line or a defect in the communication interface. The module will repeat its message 5 times before discontinuing and faulting. The module will continue to operate as normal minus any commands that could not be delivered by the bus.

Short Circuit to B-: The subscribers do not interpret a low bus line as a fault but just as a bus line deactivation. The Master and Standby controllers do detect the short and enter it as a bus fault. (No communication).

Bus Line Down: The bus line may be open at any of several locations. As long as the Master or Stand-by is still connected, communication can occur with any modules still remaining. The fault situation will be the same as if the disconnected modules were defective themselves.

Checking the bus line is carried out just like any other wiring. Perform continuity tests between the connections of different modules (all modules disconnected) without forgetting to make sure that the bus has not shorted to ground or another wire. It is recommended to use the "Wire Test" in "Preset Measurements" which is more sensitive than just a resistance check.

If Voltage level and the wire test are O.K then looking at the communication signal may be useful. In order to get a signal, operate different devices on the I/K bus (e.g. MID/MFL) to stimulate conversations.

Failure of one of the control units attached to the K bus.

Each control unit connected to the bus has an integrated communication module that makes it possible for that control unit to exchange information. Failure of a control unit normally triggers a fault code in the other control units connected to the bus.

As a quick check for the K-bus, activate the four way flashers. The flash indicators must light up in the instrument cluster. Switch on the Radio, and adjust volume using the MFL the volume must change accordingly.

If the tests prove O.K, this means that communication on the bus is O.K. Any faults still existing can only be related to faults specific to a control unit or a local K-bus wiring defect to a module.

There are instances where failures may be software related. A faulted module may paralyze or take down the entire bus. This scenario would be evident by functions not being carried out and possible faults stored.

In order to isolate the defective control unit, the control units can be disconnected one at a time. Repeat the bus test after each disconnected control unit. If the disconnected control module is the defective one the faults will only point to communication with that interrupted module and no one else.

Once the module has been replaced (observing current S.I.B's) and coded, perform the K bus Test Module in the Diagnosis Program to ensure that communication is O.K.

Failure of the voltage supply to individual modules.

Slowly dropping battery voltage on a vehicle with a discharged battery can lead to sporadic communication faults in various control units on the bus. The reason is that not all control units will switch off communication at the same voltage level leaving some modules still trying to communicate. Always verify a properly charged battery and charging system and fuses before beginning troubleshooting on the bus. Also, do not forget to check for a proper ground to a control unit, this may not allow the bus to see a signal low (0-2V)

Interference in the bus cables.

Interference will have a similar effect to shorting or disturbing the bus wiring. Excessive interference created by a defective alternator or aftermarket devices such as cell phones or amplifiers may induce a voltage into the bus line and disrupt communication. This type of interruption may be intermittent and faults may only be stored in some modules and not in others. These faults are often difficult to reproduce. Isolate any aftermarket wiring in the vehicle and see if the fault returns.

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Scheme 17

The failure of communication on the CAN bus can be caused by several sources

1. Failure of the CAN bus cables.
2. Failure of one of the control units attached to the CAN.
3. Failure of the voltage supply or ground to individual modules.
4. Interference in the CAN bus cables.

Failure of the CAN bus cables

The following faults can occur to the CAN bus wiring

1. CAN-H/L interrupted
2. CAN-H/L shorted to battery voltage
3. CAN-H/L shorted to ground
4. CAN-H shorted to CAN-L
5. Defective plug connections (damaged, corroded, or improperly crimped)

In each instance, the connected control units will store a fault due to the lack of information received over the CAN bus.

If there are CAN communication faults that use the term "Timeout" this refers to a module not being able to communicate with another on the bus. Each module on the CAN bus will attempt communication several times. If unsuccessful, the module will store a "Timeout" or "CAN bus" fault and determine that there is a problem with either the bus line or the module that it is trying to communicate with.

These types of faults may indicate a problem with the bus wiring, interference, missing data or failure of the communication module of an individual control unit.

Checking the CAN lines is carried out just like any other wiring. Perform continuity tests between the connections of different modules (all modules disconnected) without forgetting to make sure that the two CAN lines have not shorted to ground or to each other. It is recommended to use the "Wire Test" in "Preset Measurements" which is more sensitive than just a resistance check.

If Voltage level and the wire test are O.K, then looking at the communication signal may be useful.

The following are some examples of scope patterns that may be observed when checking the CAN bus.

Scheme 18

Rapid Constant fixed duty cycle for 10 seconds.

This example represents the output signal produced by an AGS module that is isolated from the bus. This pattern times out after 10 seconds and remains a flat line at 2.5 volts until the key is cycled and the event is repeated.

Scheme 19

Constant fixed duty no time limit

All of the other control units with the exception of most current AGS modules will continue to try and send information even though the control unit has already stored a "Timeout" or CAN fault. This type of signal may only be seen if a section or all of the CAN bus is disconnected.

Scheme 20

Flat line at 2.5 volts

If a continuous flat line is present at one or both CAN lines of a particular control unit, this may indicate that the CAN is open to that particular module. The module may have timed out and is waiting for a signal from another control unit. Check the CAN bus at other points to see if communication is occurring else where on the bus.

Scheme 21

CAN High shorted to CAN Low

If the CAN bus lines were to become shorted to one another then the signals would cancel each other out and effectively be a flat line.

Failure of one of the control units attached to the CAN.

Each control unit connected to the CAN has an integrated communication module that makes it possible for that control unit to exchange information on the CAN. Failure of a control unit normally triggers a fault code in the other control units connected to the bus.

There are instances where failure of a module may paralyze or take down the entire CAN bus. This scenario would be evident by CAN faults stored in every control unit on the bus.

In order to isolate the defective control unit, the control units can be disconnected one at a time while monitoring the status of the CAN using a Voltmeter or oscilloscope. This can be further reinforced by clearing the faults of the remaining control units and then reading them again. If the disconnected control module is the defective one, the faults will only point to communication with that interrupted module and no one else.

If for example the tachometer and temperature display are plausible then communication is occurring between the EMS and IKE/KOMBI. Other indicators such as transmission range or the DSC light may give clues to the communication status with those control units.

Once the module has been replaced and coded or programmed, perform the CAN bus Test Module in each control unit to ensure that communication is OK.

Scheme 22

Failure of the voltage supply to individual modules.

A slowly dropping battery voltage or a vehicle with discharged battery can lead to sporadic communication faults in various control units on the bus. The reason is that not all control units will switch off communication at the same voltage level leaving some modules still trying to communicate. Always verify a properly charged battery and charging system before beginning troubleshooting on the CAN.

Interference in the CAN bus cables.

Interference will have a similar effect to shorting or disturbing the CAN bus wiring.

Excessive interference created by a defective alternator or aftermarket devices such as cell phones or amplifiers may induce a voltage into the CAN bus line and disrupt communication. This type of interruption may be intermittent and faults may only be stored in some modules and not in others. These faults are often difficult to reproduce. Begin by eliminating any problems with the CAN bus wiring itself and verify that the generator is operating fault free. Isolate any aftermarket wiring in the vehicle and see if the fault returns.

Programming

During programming it should be noted that the module being programmed will not be communicating and therefore the other control units on the bus will store faults. These faults stored during programming should be deleted and then the fault memory should be read again to verify that they do not return. An incorrectly programmed module results in CAN faults that are not able to be cleared. Remember to always verify the correct Programmed Part Number after programming.

The Instrument Cluster Electronics (IKE) performs a number of different functions within the car. It presents information visually and acoustically, receives and forwards signals to other controllers and enables diagnosis of the many systems connected to the K-bus.

For the reception and forwarding of signals to other controllers, the IKE is connected with several interfaces and assumes a gateway function. The interfaces are

1. K-Bus
2. CAN-Bus
3. DS2-Bus
4. D-Bus

The IKE system consists of

Scheme 23

Scheme 24

Scheme 25

1. IKE Electronics
2. Center Display
3. Remote Display

IKE Electronics

The central display unit, regardless of instrument type (Navigation or Speedometer) acts as the IKE gateway. As a gateway the IKE receives information in different formats from the Bus Network (CAN, K, D, DS2), processes the data and passes it on to the appropriate control module. For instance, the IKE receives a compressor "On" request from the IHKA over the K-Bus, converts this request into a CAN Bus message and sends it to the EMS2000 for compressor activation.

Center Display

The Center Display is integral with the IKE Electronics assembly. The display will be either the Speedometer and warning lights or the Navigation System.

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Scheme 27

Remote Display

Depending on equipment the Remote Display will contain a single instrument (Tachometer or Speedometer) or dual instruments (Tachometer and Speedometer). Regardless of configuration, the remote display functions only as a display, the IKE Electronic functions being retained in the Center Display.

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Bus System Gateway

The IKE provides a gateway for communication between the DS2-bus and K-bus, and between the CAN-bus and K-bus, translating the protocol used between the different systems. The K-bus uses a baud rate of 9600 bits per second and the CAN-bus uses a baud rate of 500 k/bits per second. This speed difference in communication rate makes it impossible for a component on the K-Bus to speak directly to a component on the CAN-Bus. The two components are talking different languages. The IKE is the translator, receiving messages, translating them into the proper language and relaying them.

EXAMPLES OF BUS INFORMATION TRANSMITTED AND RECEIVED BY IKE

Note. These are but a few examples of bus information handled by the IKE..

Vehicle Information Storage

Vehicle information stored in the IKE is sent to the BC1 as a back-up. Information redundantly stored in the BC1 and the IKE is: VIN, Total Miles, Trip Odometer, SIA Information.

Vehicle Identification Number (VIN)

The VIN is stored at the end of production or when the BC1 is replaced. The VIN can only be written to the BC1 if the total mileage is less than 100 km or there is no VIN already stored.

Total Miles

The IKE sends mileage information when it has changed from the previous value. This information will be stored if it is a greater value than the value already stored. During IKE coding the information is stored in two places to prevent corruption.

The updating of the mileage will be as follows

1. If the BC1 has zero km stored in memory (New BC1), it will accept the mileage sent to it by the IKE (irrespective of value up to a limit of 999,900 km).
2. Once the BC1 has received a valid mileage (i.e. 5,000 km), it will accept an updated mileage that exceeds the previous mileage by a value no more than 1,000 km. For example, if a new value of 6,500 km was sent and it already had a value in memory of 5,000 km it will ignore the new value.
3. The BC1 will update its mileage value every 100 km during a journey. The IKE must therefore send a K-bus telegram message every 100 km so that the BC1 can maintain a running total.
4. Once 999,900 miles has been reached there will be no further updates.

During installation of a new IKE the stored reading in the BC1 will be fed back to the IKE.

Odometer

The odometer displays the total distance driven by the vehicle. The odometer and trip counter are also used for displaying the Service Interval Announcement (SIA) information and IKE test functions. The odometer display is capable of displaying the distance travelled as a 6 digit decimal number with a maximum display distance resolution of 1 mile or 1 km depending the unit selected.

The maximum value that can be displayed on the odometer display is 999999 km (or equivalent miles), any distance in excess of this shall cause the odometer display to indicate --. The display will not 'roll over' to 000000.

The odometer distance information is calculated based on vehicle speed information received by the IKE from the ASC/DSC control module via the CAN-Bus.

Trip Counter

The trip counter displays the distance driven by the vehicle since the user last reset the trip counter. The trip counter display will be capable of displaying a 3.1 digit decimal number with a maximum display distance resolution of 0.1 miles or 0.1 km, again dependent on the selected display units. The value of the trip counter distance shall be obtained from the vehicle speed signal.

The maximum value that can be displayed on the trip counter display is 999.9. Any display distance in excess of this will cause the trip counter distance to 'roll over' and recommence counting from zero.

Scheme 31

Service Interval Data (SIA)

The IKE sends this information when it has changed from the previous stored value. This information will be stored if it is a greater value than the value stored. The IKE sends this information each time the ignition is turned on.

The SIA display is the means by which the vehicle owner is informed of impending or overdue vehicle services. The display must be able to show the following information

Scheme 32

Remaining Distance

Remaining distance shows the distance remaining until the next service is required. This is displayed in the selected units of the Odometer and Trip counter. If the service is overdue then the display will show how many miles past the service the vehicle is. This is indicated by displaying a '-' (minus symbol) next to the remaining distance. The remaining distance will not show any leading zeros and the minus sign will remain next to the most significant digit, for example

1. 50 km
2. 250 km
3. 1250 km

The displayed distance will always be quantified to the nearest 50 km or 25 miles depending on the selected display units. The remaining distance is calculated from 3 inputs; fuel used, recommended distance between services and the quantity of fuel to be used between service intervals.

The formula is

Remaining Distance = Recommended distance * (SI fuel quantity - fuel consumed) / SI fuel quantity

The advantages are that the formula is easily adapted for different engines by supplying different values for the recommended distance and SI fuel quantity, and that the remaining distance will reduce more quickly if the engine is subjected to more arduous usage. Equally the service distance may be extended by moderate usage. The values of recommended distance and SI fuel quantity will be stored in the IKE memory. To prevent the remaining distance counter from being reset in the case of loss of power or software reset, the accumulated fuel used is stored in IKE memory at least once every 2 km synchronized with the Odometer distance storage.

Oil Service and Inspection

The remaining distance shows the distance until the next service, which may be of either an oil service or inspection type. Whenever the SIA information is displayed the type of service next required is also displayed using either the 'oil service' or 'inspection' icons. The type of service next required alternates between oil service and inspection. When either an oil service or inspection is due the remaining distance figure will flash. If either of the oil or inspection services is overdue by a remaining distance greater than the recommended distance then both the 'oil service' and 'inspection' icons are displayed.

SIA Reset

Oil service and inspection reset will be possible only after 20% of the expected fuel usage has been consumed following the previous reset.

The SIA function may be reset through operation of the ignition switch and trip reset button (or via the DISplus).

The following procedure will be used for reset (assuming that resets are due)

1. Turn the ignition to position 0.
2. Press and hold the trip reset button then turn the ignition switch to position 1. 5 seconds after ignition 1, the display will show the current SIA status (oil or inspection service). The trip reset button can now be released.
3. Press and hold the trip reset button for 5 seconds to change to reset mode. The display will flash the reset text 'rst'. If the trip reset button is pressed again within these flashes then the current service requirement is reset and the display will show the new status for 5 seconds.

The oil/inspection data has now been reset.

Speedometer

Speedometer operating range is 0-150 Mph.

Vehicle speed information arrives at the IKE via the CAN Bus from the DSC.

Other components requiring vehicle speed receive that information from the IKE.

Scheme 33

Scheme 34

Tachometer

Tachometer operating range is 0-8000 RPM.

Engine speed data is received via the CAN Bus from the EMS2000.

From 5500 rpm to 8000 rpm there are a series of LED's, which are lit.

Analog Display (Vehicles without Navigation)

A small analogue display incorporating a warning lamp, which illuminates at an engine temperature equal to or greater than 120 degrees Celsius. The warning for high engine temperature is incorporated into the last (highest) marker on the gauge. Engine Temperature data is provided to the IKE by the EMS2000 via the CAN Bus.

Scheme 35

Scheme 36

Warning Lamp (Vehicles with Navigation)

On navigation derivatives, Engine Coolant Temperature is provided via a warning lamp when the engine temperature is high. The engine temp data is still provided by the EMS2000 via the CAN Bus.

Fuel Level Analog (Vehicles without Navigation)

On non-navigation vehicles fuel level is indicated by an analog display incorporating a warning lamp, which illuminates at low fuel level. When the low fuel level warning lamp illuminates there is approximately 6 liters of (usable) fuel remaining in the fuel tank.

Scheme 37

Fuel Level Digital (Vehicles with Navigation)

The navigation cluster on MINI features an 8 position LED bar graph display for displaying fuel quantity. This series of LED's when lit indicate to the driver the remaining quantity of fuel in the fuel tank. If all the LED's are lit, this indicates that the fuel tank is FULL. If all the LED's are extinguished the fuel tank is nearly EMPTY. However in the latter event, the first LED (left hand side) in the series will flash 5 times and an audible warning sound will be provided to the driver upon low fuel being detected. At this point there is approximately 6 liters of (usable) fuel in the tank.

Scheme 38

Audible Warnings

The IKE incorporates an audible warning sounder and is used to provide information to the driver for the following systems.

Seat belt - Warns the driver the Seat Belts are not buckled.

Lights on - Warns the driver that the lights are switched on when the door is opened and the ignition is off. The audible warning will be continual until the door is closed, the ignition is turned ON or the lights are switched OFF.

Key in - Warns the driver that the key is still in the ignition at position 0 and the driver's door is open. The sound will be per-formed indefinitely while the key in warning condition exists.

This function is required for the vehicle to satisfy North American legislation.

Hood open - Used when the hood is not correctly closed, with headlight low beam on and at a vehicle speed greater than 5 km/h. Audible warning will continue until either the road speed is reduced below 5 km/h, or the hood is closed.

Engine coolant over-temperature - Used when the engine is overheating. This audible warning is active when the engine coolant temperature warning light becomes illuminated

Park Distance Control (PDC) - Used to assist the driver in judging distances while parking. The closer the vehicle gets to an object, the faster the audible sound. When the vehicle is too close the audible tone will be continuous.

Direction indicator (tick/tock) - Used to indicate to the driver that either the direction indicator or hazard warning lights are operational.

Instrument Illumination

The instrument clusters and all the other additional interior switches are illuminated whenever the exterior lights are switched on. The illumination dimmer switch is located to the left hand side of the central instrument cluster (integral with the IKE).

Continual depressing of the dimmer switch increases the illumination of the instrumentation, and successive presses of the dimmer switch dims the illumination.

Scheme 39

The instrument cluster illumination has a feature, whereby when the external lights are switched on, the illumination fades into the current level setting. The illumination fade function also works in the opposite manner, whereby when the lights are switched off the illumination fades off.

Scheme 40

Scheme 41

Warning Lamps

The warning lamps illuminate in one of four colors. The color indicates the level of importance of the warning as follows

1. Red - Warning
2. Amber - Caution
3. Green - System operative
4. Blue - Headlight main beam on

Certain LED's perform a pre-drive check, while some do not go out until the engine is started or do no illuminate until a system is operational, de-activated or faulty.

The LED's do not have dual color capability, but may flash or be accompanied by an acoustic warning.

On Board Computer (OBC)

The OBC information is displayed in the display field of the remote cluster, regardless of whether it is the Tachometer or speedometer.

The following information is displayed

1. Outside temperature
2. Range
3. Average fuel consumption
4. Average road speed

The values are scrolled through using the OBC switch on the main beam/indicator stalk.

Pressing the switch for longer than one second performs a reset of the average consumption or average speed when displayed.

Scheme 42

Scheme 43

Scheme 44

Scheme 45

Automatic Transmission Display

Cars fitted with automatic transmission have the selector lever position displayed in the center cluster odometer display field. This display is capable of displaying the numeric and alphanumeric characters required to indicate the selector lever position (P/R/N/D) and gearshift mode (S [sport] / M [manual]).

Scheme 46

Scheme 47

IKE Test Functions

In addition to the fault memory and diagnostic link, the base instrument cluster contains a series of test functions that can be accessed to check various functions and values. The test functions are displayed in the mileage LCD block. There are a total of 21 test functions.

The test functions are similar to those of previous Board computers and contain similar tests.

Scheme 48

Scheme 49

Scheme 50

Scheme 51

Scheme 52

Scheme 53

1. Tests 1 & 2 are always unlocked.
2. Tests 3 -21 are only accessible after unlocking the test function. Test 19 is the unlock function for accessing the displays.

EWS

System functionality of the MINI EWS is identical to BMW vehicles equipped with EWS 3.3.

The purpose of the EWS system is to provide theft protection of the MINI. The EWS 3.3 control module communicates with the EMS2000 and the transponder in the key and activates the starter motor.

Scheme 54

System Components

Primary components of the EWS 3.3 system are

1. EWS 3.3 Control Module
2. Antenna Ring
3. Key with Transponder

Additionally EWS 3.3 receives input from the Park/neutral or clutch switch, the BC1, the ignition switch and the EMS 2000.

EWS Control Module

The EWS Control Module is located on the left A Pillar under the dashboard. The EWS Control Module has a "Rolling Code" ISN assigned to it during manufacture. The "Rolling Code" is burned in the permanent memory of the module and can not be overwritten or changed.

The "Rolling Code" is transferred to the EMS2000 on a uni-directional signal line during start-up.

The EWS 3.3 module can accept up to 10 keys.

Antenna Ring

The Antenna Ring is used to power the key for communication with the EWS Control Module. The 125kHZ AM signal sent to the antenna ring, induces a voltage build up in the key coil and powers up the transponder. Data to and from the key is passed through the antenna ring. Range of the antenna ring is approx 2cm.

Key with Transponder

The Key with Transponder contains a single 3 volt battery for remote functions. Battery operation is not required for key recognition. The Key Transponder communicates with the EWS control module, exchanging Password, Key Identification Information and Changing Codes through the antenna ring.

The key transponder is good for 50000 write/erase cycles, or 50000 start cycles.

The starting sequence of the EWS III (3.3) is as follows

1. The key is inserted into the lock cylinder and switched "ON". The EWS III (3.3) control module is powered through KL R and sends a 125kHz AM signal to the ring antenna. The AM signal induces voltage in the key coil and powers up the transponder.
2. Powered up, the key transponder sends the key identification code to the EWS III (3.3) module. The EWS III (3.3) module verifies the key identification code and checks to see if the key is enabled. If the key is correct and enabled, a password is sent to the transponder over the 125kHz AM signal through the ring antenna.
3. When the transponder accepts the password, it releases the changing code which it received from the EWS III (3.3) module during the last start-up operation to the EWS III (3.3) module via the ring antenna.
4. The EWS III (3.3) module compares the changing code received from the transponder with the code stored in its memory and if they match the process is allowed to continue. The EWS III (3.3) module looks at the other inputs for correct status (e.g. Code function not active, Transmission in P or N or clutch depressed, engine speed below specified RPM) and energizes the internal relay to begin starter operation.
5. While energizing the internal starter relay, the EWS III (3.3) module calculates a stored code from the "Rolling Code Table" and sends the calculated results to the EMS 2000.
6. On receipt of the "Rolling Code" from the EWS III (3.3) the EMS calculates it's own stored code and compares its results with the code it received from the EWS III (3.3). If the "Codes" match the drive away protection is released and injection and ignition are enabled and the engine starts. If the "Codes" do NOT match, the EMS "rolls forward" to the next code according to the "Rolling Code Table" and makes the same calculations. The EMS continues this "forward roll" up to a maximum of 200 times or until a match is found. Failure to find a match will result in the engine cranking but not starting.
7. When the ignition is switched off and no engine RPM is present in both the EMS and the EWS III (3.3) control module each module will automatically "roll forward" to the next predetermined code based on the "Rolling Code Table". This new code is used for the next starting sequence.

Keys

Up to 6 additional keys may be ordered as replacement keys. The EWS II control module is codeable for only 10 keys (4 delivered with vehicle and 6 replacement).

EWS III (3.3) Control Module

Replacement EWS III (3.3) Control Modules are ordered VIN specific. The module is received with the same "Rolling Code Table" as the original module. Once ZCS coded, the DISplus software "resets" the current rolling code in the EMS 2000 back to "Rolling Code" #1, providing synchronization of both modules.

EMS2000 Control Modules

Replacement EMS Control Modules are "off the shelf" and must be programmed for the specific vehicle. After programming the DISplus software informs the EWS III (3.3) control module that a new EMS has been installed. The next time the ignition is switched on, the EWS III (3.3) module will send the entire "Rolling Code Table" to the EMS and reset it to "Rolling Code" #1.

The EMS will automatically burn the "Rolling Code Table" into its memory. Once the table has been burned into the EMS memory it can NOT be changed. For this reason once a EMS is "Married" to the vehicle it will not work in any other vehicle.

Under certain conditions "Alignment" of the EMS and EWS III (3.3) modules may still be necessary. The alignment procedure only resets the code table to code #1 it does not change the "Rolling Code Table".

Key Activation

Keys that are lost or stolen may be deactivated or made to not operate the starter functions. The SERVICE FUNCTIONS of the DISplus for EWS III (3.3) contains a "bar/release code" function that activates and deactivates keys of the EWS III (3.3). Any key may be "Barred" except the key in the ignition at the time of deactivation. The lost or stolen key can be identified by the identification of the remaining keys.

There is no limit to the number of times a key can be activated/deactivated

Scheme 55

The purpose of the Sunroof system is to provide opening and closing of the sunroof panel.

The Slide/Tilt sunroof system consists of the following components

Scheme 56

Scheme 57

1. Sunroof Switch
2. Sunroof Motor with integrated Control Unit

Sunroof Switch

The sunroof switch is mounted in the roof headliner at the front of the car. The switch has double contacts: the first contact operates the roof all the time the switch is pressed; the second contact is for the one-touch functions of the roof.

Sunroof Motor With Control Unit

The drive for the sunroof is provided by a motor which is controlled by the integrated control unit. This assembly is mounted in front of the roof area between the roof liner and the lower section of the sunroof frame.

The control unit has a 13-pin connector that provides the connection between the wiring harness, the switch and the K-bus.

Two sensors (Hall sensors) are integrated in the motor/control unit for position recognition.

When the motor is running, the control unit continuously monitors the sensors.

Tilt

Pushing in the center of the sunroof switch causes the rear of the sunroof to tilt open. To close the sunroof press the switch in the close direction.

Conventional Operation

Pressing and holding the sunroof switch in the open/close position will cause the sunroof to operate in either direction and operation will continue until the switch is released or the sunroof has reached its travel limit.

One-Touch Operation

Pressing and quickly releasing the switch in the open/close direction will cause the sunroof to either open/close to its travel limit, except in the close direction where the sunroof will stop in the tilt position and manual operation of the switch is required to complete closing.

Convenience Open/Close

Turning the key in the drivers to lock to the lock/unlock position and holding will cause the sunroof to open/close. The operation will continue as long as the key is held in position. Convenience opening is also available through the Interior Central Lock Switch. Pressing and holding the switch in the unlock position will cause the sunroof to open. Opening will occur as long as the switch is pressed.

The switch sends a ground signal to the sunroof control unit. The circuit is closed when the control unit is connected to the ground/earth.

A current of approx. 12 mA then flows to enable the switch to function.

Sunroof Motor With Control Module

The motor with integrated control module has diagnostic capabilities and connects to the K-bus. Two Hall sensors are used to detect the position of the roof and provide the anti-trap function. The protected area is from 200 mm open to 4 mm, if an obstruction is detected within this range the roof will reverse direction for approximately one second.

Initialization

After carrying out any repairs to the sunroof the module must be initialized, this is achieved by pressing and holding the switch in the tilt position for approximately 15 seconds. The roof moving from the raised position to the close position confirms the initialization procedure.

RDW (Tire Pressure Warning System)

RDW is a system which alerts the driver to changes in tire air pressure by monitoring the rotational speed of the tires. RDW interfaces with the ABS/DSC system to receive wheel speed information. Only rotational speed is monitored, not tire pressure.

The purpose of the RDW system is to warn drivers of potentially hazardous conditions caused by tire loss of air. Underinflation is a tire's #1 Enemy. It results in unnecessary tire stress, irregular wear, loss of control and accidents. A tire can lose up to half of its air pressure and not appear to be flat

Under inflated tires are major causes for blowouts. An under inflated tire runs hot due to the action of the tire as it rolls under the car. The sidewalls become squashed outward, and it is this movement that causes the tire to generate heat and fail.

The RDW system is not a substitute for regular checks of tire air pressure but rather a warning system for loss of air conditions that arise while driving.

The driver is responsible for ensuring that the tire pressure is set correctly. The system cannot perform a plausibility check on whether the tire pressure set is correct. It can only monitor the pressure set at the moment of initialization compared to the warning values stored in the control unit.

The correct cold pressure (= the normal pressure when the tire is cold) must be obtained from the owners handbook.

The RDW system components are

Scheme 58

1. RDW Control Unit
2. RDW Push Button
3. Display in IKE
4. Wheel Speed Sensors (From ABS/DSC)

RDW Control Unit

The control unit is located in the right hand rear quarter panel.

The control units printed circuit board has an integrated processor. All system functions and interface functions (communication and diagnostics on bus network) are implemented in this processor.

Scheme 59

Scheme 60

RDW Push Button

The switch is installed in the center console. It is marked with its own symbol (a flat tire).

The switch is required for the initialization procedure after adjusting the tire pressures. A switched ground signal advises the RDW control unit of a request for initialization.

RDW Display in IKE

On switching the ignition to position 2 the control unit performs a self test and the amber RDW warning LED illuminates. The LED will remain lit unless a 'system OK' message is received via the K-bus from the control unit.

In the event of low tire pressure being detected, the instrument cluster will provide an audible warning to the driver and the RDW LED will flash.

Scheme 61

Wheel Speed Sensors

The RDW system makes use of the wheel speed sensors of the ABS/DSC system. Wheel speed information is sent from the wheel speed sensors to the ABS/DSC control module and conditioned. This conditioned signal is sent to the RDW control module. The RDW receives conditioned wheel speed signals for all four wheels.

Scheme 62

Primary to the driver receiving accurate tire defect information is the initialization of the system. Without proper and current initialization the system may issue false warnings or may fail to issue a warning when necessary.

The system must be initialized for the particular set of tires used and the cold pressure specified. This process is initiated manually using the RDW button.

Procedure: switch on ignition and then press and hold the RDW switch for longer than 4 seconds. The control unit will then go into learn mode (initialization). The system then enters a learning phase. Due to the preset threshold values, this phase can last anywhere from 45 minutes to several hours depending on the driving style and number of data rejections. The system is ready to provide warnings after a minimum of approximately 10 minutes. It will then be able to detect pressure losses of 50% of the cold pressure. As the initialization progresses, the warning thresholds increase incrementally to 30% ±10% of the cold pressure.

The initialization routine can be interrupted as often as desired; interim results are stored in the control unit.

The system must be initialized if

1. The tire pressures are adjusted (must be set cold)
2. The tire positions are altered (interchanged on the same axle or between axles)
3. Tires are changed (new tires for old tires, summer tires for winter tires etc.)

False warnings may be given if initialization is not performed after pressures have been changed or a wheel/wheel position has been changed. False warnings may also be given if tires with large differences in the degree of ageing/wear are fitted on the same axle. When using a space saver spare tire the RDW cannot compensate for the difference in diameters of the wheels, in this case, initialization cannot be completed.

Detection

RDW compares the wheel speeds of diagonally-opposing wheels to calculate the average speed and thus detect if there has been a loss of pressure. Extreme driving situations such as heavy acceleration or rapid cornering are detected by the software and corrected.

The system is functional from a minimum road speed of approximately 10 mph (15 km/h) up to the maximum speed of the vehicle.

Warnings

The following driving situations can cause a delayed warning of deflation

1. Hard Braking
2. Hard Acceleration
3. High Lateral Acceleration
4. Tight Turning
5. Driving Below a Minimum Speed
6. High Slip Difference (on the same axle and/or on one side of the car)
7. Incomplete Initialization

RDW can only detect differences in pressure between tires. Detection is not possible where two or more tires lose air at the same rate. Pressure losses resulting from natural diffusion affecting all four tires equally cannot be detected.

Blow-outs cannot be detected.

RDW can detect a pressure loss on an individual wheel of 30% ±10% of the pressure defined as the set point value at the time of initialization. This is generally the cold pressure recommended in the owners handbook.

Diagnostics

The RDW features full diagnostic capabilities. Diagnosis indicates how often and at what speed a fault has occurred. It also indicates whether initialization has taken place or not.

PDC (Park Distance Control)

An active PDC system is used in the MINI. It features four sensors in the rear bumper with the control unit and acoustic transmitter located in the right side of the luggage compartment.

The PDC system assists the driver during parking maneuvers and helps to avoid damage to the MINI when parking in tight or awkward spaces.

Despite the PDC assessing obstructions it is still the responsibility of the driver to make proper decisions especially when detection of objects approaches the physical limits of the system.

System problems my occur even under optimum preconditions. It is possible that a nonexistent obstruction is signaled or an existing obstruction is not signalled.

The PDC system consists of

Scheme 63

Scheme 64

1. PDC Control Unit
2. Active Ultrasonic Sensors (4)
3. Audio Generator

PDC Control Unit

The control module is located in the rear right hand quarter panel. The control module is the microprocessor that controls and monitors all of the functions of the system.

Scheme 65

The PDC control module is linked via the K-bus with the other control modules connected to this bus.

Active Ultrasonic Sensors

By means of a digital signal, the ultrasonic converters are set by the control module to either a combined sending and reception operation or to a pure reception operation

1. In the combined operation, the converter first sends out a packet of ultrasonic pulses and then receives the echoes which are reflected by an obstruction within its reception range. These echo signals are amplified and compared with a threshold that is programmed specifically to the vehicle.
2. In the area of pure reception, the converter receives the pulses that have been emitted by the adjacent converters of the same system.

By the evaluation of these signals in the control module, the location resolution and the physical shape of the obstruction are better recorded.

Audio Generator

The audio generator acoustically reports the distance to the obstruction to the driver and warns him/her of a potential problem.

With the ignition ON the microprocessor of the control module performs a self-test and checks the peripheral components for correct functioning. If the microprocessor does not recognize any faults, the system is operational after approximately one second.

After a successful self-test the PDC control unit is ready to function, and will be switched on when reverse gear is selected for longer than one second. The system is automatically deactivated when the transmission is taken out of reverse gear.

The microprocessor specifies the chronological time frame of the clearance measurements

1. PDC control unit transmits a "send" command via the signal lines to the sensors in accordance with a fixed specification.
2. The sensors then send an ultrasonic oscillation packet.
3. The echo, which has been reflected from an obstruction, strikes the sensor after a time period that is proportional to the clearance.
4. The echo signals are amplified in the sensors and changed into digital signals. These signals are then sent back to the microprocessor in the PDC unit via the signal line.
5. The echo transmission times are determined and the clearances of the individual sensors to the obstruction are calculated from this.

The quartz frequency of the microprocessor serves as the time basis for the measurement of the echo transmission time. The clearance between the converter and the obstruction is calculated from the transit time between the beginning of the transmission and the output of a low signal (echo reception). The position of the obstruction and the minimum clearance between the vehicle and the obstruction are derived from the calculated clearances of the individual converters and from the measured clearances by the 2 respective adjacent converters.

An acoustical warning is provided via the acoustical transmitter if the vehicle is in reverse gear and it approaches an obstruction to within 0.6 m for the outer sensors and 1.5 m for the center sensors. The clearance message consists of audio pulses with a duration of 75 ms. The pause between the audio pulses becomes shorter in proportion to the distance as it diminishes. Below the minimum clearance of 0.25 m, the audio sequence converts to a continuous tone. If the clearance to the obstruction remains constant, the center converter maintains the last actuated audio repetition frequency. For the outer converters, the clearance warning is switched off after 3 seconds in this event in order to indicate that the vehicle is moving next to a wall and not approaching an obstruction.

Diagnosis

Faults, which are determined, are filed in the fault memory and may be read out by means of the DISplus. The fault memory is formed by means of the EEPROM of the microprocessor so that the filed data is also maintained when the system is in an inactive status.