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 Fuse Boxes and the main wiring harness to vehicle systems.
The Power Distribution System consists of
- The Battery
- The Generator
- Fusebox(s)
- Vehicle Wiring Harness
- Ground System
The Battery
The Battery location is dependent on model variation.
- MINI COOPER - Battery is located in the engine compartment
- MINI COOPER S - Battery is located in the rear luggage compartment (with BST)
Scheme 116
Scheme 117
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
- Green - Battery is in good state of charge
- Dark (Turning to Black) - Battery requires charging
- Clear (Light Yellow) - Battery must be replaced
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 118
MINI COOPER
There are two Fuse Boxes 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.
Scheme 119
Scheme 120
The engine compartment fusebox contains two types of fuses
- Blade Type Fuse - Conventional pull out male type fuse used to protect circuits between 5 and 30 amps.
- 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 Fuse Boxes 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.
Scheme 121
MINI COOPER S models are equipped with an additional fusebox that carries a single 250A fusible link. The box is located adjacent to the battery in the luggage compartment.
COOPER S battery is fitted with a BST for the main power cable.
Scheme 122
Workshop Hint
When disconnecting a battery always disarm the alarm and ensure the ignition and all electrical equipment is switched 'off'. Each
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.
Scheme 123
Scheme 124
Review Questions
- Detail the three states of the indicator on top of the MINI battery.
- What is the amperage rating of the MINI COOPER S generator?
- What is the location of the fuses that protect circuits up to 50 amps. What types of fuses are they?
- Why is the COOPER S equipped with a BST and the MINI COOPER is not?
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.
Scheme 125
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
- K-Bus
- CAN-Bus
- DS2-Bus
- D-Bus
The IKE system consists of
- IKE Electronics
- Center Display
- Remote Display
Scheme 126
Scheme 127
Scheme 128
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.
Scheme 129
Scheme 130
Scheme 131
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.
Scheme 132
Scheme 133
IKE System Functions
System Functions of the IKE include
- Bus System Gateway
- Vehicle Information Storage
- Function of Pointer Instruments Speedometer Tachometer Engine Coolant Temp Fuel Level (Analog or Digital)
- Warning Lamps Red - Warning Yellow - Caution Green - System Operative Blue - High Beam on
- OBC functions Ambient Temperature Range Average Fuel Consumption Average Speed
- Audible warnings Seat Belt Lights on Key in Hood open Engine coolant overheated Turn Signal Indicators
- Instrument Illumination
- Automatic Transmission Display
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 IKE is the "translator" between the two bus networks.
| Examples of Bus Information Transmitted and Received by IKE | |||
|---|---|---|---|
| Information | Transmitted By | Received By | Bus System |
| Tailgate open | BC1 | IKE | K-bus |
| Gear status | IKE | BC1, PDC | K-bus |
| Ambient temp | IKE | IHKA | K-bus |
| Engine Speed | EM2000 | IKE | CAN-bus |
| Fuel usage | EMS2000 | IKE | CAN-bus |
| Gear position | GIU(GIB) | IKE | CAN-bus |
| Odometer | IKE | BC1 | CAN-bus |
| Vehicle speed | ABS/ASC/DSC | IKE | CAN-bus |
BUS SYSTEM GATEWAY
Note. These are but a few examples of bus information handled by the IKE. Refer to the proper ETM for complete information. Vehicle Information Storage
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.
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
- 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).
- 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.
- 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.
- 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.
This button is also used to access the instrument cluster self test and rest SIA data.
Scheme 134
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
- 50 km
- 250 km
- 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.
Speedometer
Speedometer operating range is 0-150 Mph. The 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 135
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.
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 136
Scheme 137
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.
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 138
Scheme 139
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.
Fuel Level Sending Units
Because the MINI utilizes a "saddle" fuel tank, it requires two sending units. The fuel level sending units are connected in parallel and send a varying voltage (analog) signal directly to the IKE. The IKE uses a complex algorithm to accurately measure the fuel quantity in the tank.
Scheme 140
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).
Scheme 141
Continual depressing of the dimmer switch increases the illumination of the instrumentation, and successive presses of the dimmer switch dims the illumination.
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.
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
- Outside temperature
- Range
- Average fuel consumption
- 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 142
Scheme 143
Scheme 144
Scheme 145
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 146
Scheme 147
Note. In the event of a transmission defect the display will show EP to indicate the Emergency Program is active. If the transmission is in the adaptive mode, XP will be displayed in this field.
Scheme 148
Scheme 149
Warning Lamps
The warning lamps illuminate in one of four colors. The color indicates the level of importance of the warning as follows
- Red - Warning
- Amber - Caution
- Green - System operative
- 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.
- Why does the IKE perform "Gateway" functions?
- What is the location of the IKE in a MINI equipped with Navigation and Tachometer?
- Is it possible to substitute an IKE from one car to another to check IKE operation with out danger to either IKE unit?
- A (-)Minus Sign in front of the Remaining Distance display indicates?
- Where does the IKE get the vehicle speed information for the speedometer display?
- What is the location of the coolant temp gauge on vehicles equipped with Navigation?
- Are the fuel level sending units connected in series or parallel
- What color is the DSC Warning Lamp?
- Which Warning Lamps on MINI have dual color capability?
- Which IKE Test provides battery voltage?
EWS (Electronic Drive Away Protection)
The MINI is equipped with EWSIII 3.3.
Scheme 150
The purpose of the EWS system is to provide theft protection of the MINI.
The EWSIII 3.3 control module communicates with the EMS2000 and the transponder in the key and activates allows the vehicle to start.
System Components
Primary components of the EWSIII 3.3 system are
- EWSIII 3.3 Control Module
- EMS2000
- Antenna Ring
- Key with Transponder
Additionally EWSIII 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 EWSIII 3.3 module can accept up to 10 keys.
EMS2000
The EMS2000 control module will not activate injection or ignition is a valid rolling code ISN is not received. This allows us to provide an anti-theft system that will disable all major components of the vehicle
- Ignition
- Injection
- Starter Motor
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.
Scheme 151
The antenna ring is also used to charge the battery in the remote key.
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.
Scheme 152
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).
EWSIII 3.3 Control Module
Replacement EWSIII 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 EWSIII 3.3 control module that a new EMS has been installed. The next time the ignition is switched on, the EWSIII 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 EWSIII 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 EWSIII 3.3 contains a "bar/release code" function that activates and deactivates keys of the EWSIII 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.
SHD (Sunroof)
The sunroof is available as an option and consists of a twin glass front and back panel. The front panel slides over the rear panel and tilts. The rear panel is fixed.
Scheme 153
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
- Sunroof Switch
- 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.
Scheme 154
Sunroof Switch Positions
- Open tilt - Manual/Automatic
- Open slide - Manual/Automatic
- Close tilt - Manual
- Close slide - Manual/Automatic
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.
Scheme 155
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.
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.
Scheme 156
The purpose of the RDW system is to warn drivers of potentially hazardous conditions caused by tire loss of air. Under-inflation 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
- RDW Control Unit (As of 3/2002 the system is integrated in Traction Control Unit)
- RDW Push Button
- Display in IKE
- 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 157
Scheme 158
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 159
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 160
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 (engine off) 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 initialization routine can be interrupted as often as desired; interim results are stored in the control unit. The only way to verify if the system is fully initialized is via diagnosis requests using the DISPlus/GT1.
The system must be initialized if
- The tire pressures are adjusted (must be set cold)
- The tire positions are altered (interchanged on the same axle or between axles)
- 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.
Warnings
The following driving situations can cause a delayed warning of deflation
- Hard Braking
- Hard Acceleration
- High Lateral Acceleration
- Tight Turning
- Driving Below a Minimum Speed
- High Slip Difference (on the same axle and/or on one side of the car)
- 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.
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
- PDC Control Unit
- Active Ultrasonic Sensors (4)
- Audio Generator
Scheme 161
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.
The primary tasks of the control unit are
Scheme 162
- Actuation of the ultrasonic sensor and reception of the echo
- Monitoring the sensor for correct function
- Evaluation of the echo pulses received
- Interference suppression
- Actuation of the audio generator
- Monitoring the lead wire of the audio generator
- Evaluation and monitoring of the control inputs
- Monitoring the power supply
- Management of the diagnostics and test function
- Bus communication
- Control of the echo threshold values.
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
- 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.
- 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.
Scheme 163
UGDO (Universal Garage Door Opener)
The integrated universal remote control replaces up to three hand held transmitters for various devices, (e.g. garage door/gate openers, alarm systems or house lighting systems). It recognizes and "learns" the signal transmitted by each individual original hand held transmitter.
The signal of an original hand held transmitter can be programmed to one of the three channel buttons. The device is operated with the programmed channel button. The integrated universal remote control uses radio frequencies only (not infrared). Transmission of the signal is indicated by the indicator LED.
Scheme 164
Original Transmitter
If the symbol depicted to the right is on the packaging or in the instructions of the original hand held transmitter, it may be assumed that this original transmitter is compatible with the integrated universal remote control.
Scheme 165
Check for Random Code
The instructions of the original hand held transmitter describe whether or not the original hand transmitter is equipped with a random code system.
Alternatively, a channel button can be programmed to carry out this check. Hold down the programmed channel button on the integrated universal remote control.
If the indicator lamp on the integrated universal remote control flashes quickly for two seconds and then stays on, this means that the original hand transmitter is equipped with a random code system and that the channel buttons can be programmed accordingly.
Note. During the programming procedure and prior to remote activation of a programmed device it is important to ensure that no persons, animals or objects are located within the range of the device in question (e.g. garage door) as a precaution against injury. The safety precautions for the original hand transmitter must also be complied with.
Programming the Integrated Universal Remote Control
To program a channel button with the signal of the original hand transmitter, proceed as follows
Scheme 166
- Ignition lock position (terminal 15).
- For initial operation, proceed as follows: press the two outer buttons (1) until the indicator lamp (on the left of the program button) begins to flash, then release the buttons. The three channel buttons are cancelled.
- Hold the original transmitter max. 5 cm (2in) away from the channel buttons.
- At the same time, press the transmit button on the original transmitter and the desired channel button on the integrated universal remote control. Release both buttons when the indicator lamp begins to flash quickly.
- To program additional transmitters, repeat steps 3 and 4.
Programming a Random Code
To use the integrated universal remote control with a random code system, additional programming steps are necessary. A second person simplifies the programming procedure.
- Program the integrated universal remote control as described previously.
- Hold down the programming button on the device receiver for approx. two seconds until the programming lamps on the device come on.
- Press the desired channel button on the integrated universal remote control three times.
Frequency Range
The system operates in the frequency bands 27-40 MHz and 433.2 MHz. Faults and malfunctions may be attributed to radio waves emitted by other transmitters at these frequencies.