Automatic Climate Control: Other Saab 9-5 I рестайлинг 2

ACC Unit

Note. If the ACC unit is replaced, spare parts programming must be carried out. Follow the instructions. See "PROGRAMMING" MENU of the diagnostics tool.

Scheme 411

1. Ignition switch in the OFF position.
2. Remove the ACC panel. See «82 93 474 REMOVAL TOOL»(ref-278645-S35740788892008013000000) .
3. Unplug the connectors.

Scheme 412

1. Plug in the connectors to the ACC panel.
2. Fit the ACC panel.

Scheme 413

1. Remove the lighting lens (A).
2. Remove the screw (B).
3. Undo the sensor (C) from the roof console clips.
4. Release the sensor (D) from the roof console.
5. Unplug the connector (E) from the sensor.

To fit

1. Plug in the connector (E) for the sensor.
2. Snap in the sensor (D) to the roof console.
3. Fit the sensor (C) to the roof console.
4. Fit the screw (B).
5. Refit the lighting lens (A).

Note. Make sure that the sensor is firmly snapped in.

Scheme 414

Scheme 415

Scheme 416

1. Remove the data link connector, 2 screws, and detach the leads to the floor lighting.
2. Remove the lower part of the panel from the driver's side, 3 screws.
3. Pull the sensor (A) from the air duct, which leads to the lower part of the panel, by releasing the clips and sliding it out
4. Remove the radio section (A) and the ACC control panel (B).
5. Unplug the upper connector (A) (black) from the heating and ventilation unit.
6. Withdraw the pins in question from the connector (B).
7. Pull out the sensor (C).

Note. The leads in question are taped to a wiring harness. Facilitate removal by clipping the appropriate leads in a suitable spot and wire with new leads during fitting.

1. Insert new cables (B).
2. Refit the connector in the upper bracket for the heating and ventilation unit (A).
3. Refit the sensor to the lower part of the panel (A).
4. Fit the radio section (A) and the ACC control panel (B).
5. Refit the cables for the floor lighting and fit the data link connector, 2 screws.
6. Fit the lower part of the panel on the driver's side, 3 screws.

Note. New leads must be routed when refitting. Fasten the new leads to the original wiring harness.

Scheme 417

Scheme 418

Scheme 419

1. Remove the glove box (A), see «GLOVE BOX»(ref-278645-S20537475992008013000000) .
2. Pull the sensor (A) from the air duct, which leads to the lower part of the panel, by releasing the clips.
3. Remove the radio section (A) and the ACC control panel (B).
4. Unplug the lower connector (A) (grey) from the heating and ventilation unit.
5. Withdraw the pins in question from the connector (B).
6. Pull out the sensor (C).

Note. The leads in question are taped on to a wiring harness. Removal can be facilitated by cutting off the leads in question at a suitable place and by using new leads when refitting.

1. Insert new cables (B).
2. Refit the connector in the lower bracket for the heating and ventilation unit (A).
3. Refit the sensor to the lower part of the panel (A).
4. Fit the radio section (A) and the ACC control panel (B).
5. Fit the glove box (A), see «GLOVE BOX»(ref-278645-S20537475992008013000000) .

Note. Wire with new leads during fitting. Fixate the new leads to the original wiring harness.

Scheme 420

Scheme 421

1. Remove the cover with solar sensor (A) by pushing it forward.
2. Unplug the connector for the sensor (B).
3. Undo the sensor from the cover by pressing in and turning.

Scheme 422

1. Refit the sensor to the cover (B) by pressing and turning. NOTE: The connector must always be to the right (also for RHD).
2. Plug in the connector for the sensor.
3. Fit the cover with solar sensor (A) by pushing it backward.

Note. The connector must always be to the right (also for RHD).

Scheme 423

Scheme 424

1. Remove the glove box (A), see «GLOVE BOX»(ref-278645-S20537475992008013000000) .
2. Remove the stepping motor (B), 2 screws.
3. Uncouple the connection (C).

1. Couple in the connection (C).
2. Fit the stepping motor (B), 2 screws.
3. Fit the glove box (A), see «GLOVE BOX»(ref-278645-S20537475992008013000000) .

Both air distribution dampers must be closed when refitting.

Scheme 425

Put the air-mix control to max cold or max heat before commencing removal.

1. LHD: Remove the glove box. See «GLOVE BOX»(ref-278645-S20537475992008013000000) . RHD: Remove the lower part of the panel, 3 screws (A).
2. Remove the data link connector, 2 screws, and the floor lighting (B).
3. Uncouple the stepping motor connection (C).
4. Remove the stepping motor (D), 2 screws.

Scheme 426

1. Fit the stepping motor (D), 2 screws.
2. Couple in the stepping motor connection (C).
3. Fit the data link connector, 2 screws, and the floor lighting (B).
4. LHD: Fit the glove box, see «GLOVE BOX»(ref-278645-S20537475992008013000000) . RHD: Fit the lower part of the panel, 3 screws (A).

1. Fit the stepping motor, 2 screws (B).
2. Couple in the stepping motor connection (C).
3. LHD: Fit the glove box (A), see «GLOVE BOX»(ref-278645-S20537475992008013000000) .

Scheme 427

Scheme 428

Scheme 429

Scheme 430

Scheme 431

Scheme 432

1. Drape protective covers over the front wings.
2. Remove the wiper arms. See «85 80 144 PULLER WINDSCREEN WIPER ARM»(ref-278627-S38688503462008013000000) .
3. Remove the rubber seals on the wiper spindles.
4. Remove the rubber molding along the edge of the bulkhead and loosen the clips on one side. Place the rubber molding on one side.
5. Loosen the cover over the bulkhead partition space (fastened with clips) by lifting it carefully forwards so that it is released from the windscreen.
6. LHD: Move aside the bonnet cable and lift the cover backwards towards the windscreen. NOTE: Take care when removing the clips.
7. Loosen the clips holding the front edge of the water shield with a screwdriver. Lift off the water shield.
8. RHD: Remove the wiper assembly and unplug the connector.
9. Free the wiring harness over the ventilation fan (fastened with clips).
10. Cut off the cable tie (RHD) and undo the connector to the ventilation fan. Detach the connector from the cover and extract it. (Illustration shows RHD.)
11. Press down the wiring harness, including the rubber seal, to the control unit.
12. Remove the Glove box.
13. Unplug and detach the connector from the bracket.
14. Unscrew the control unit from the fresh-air filter cover.

Scheme 433

Scheme 434

Scheme 435

Scheme 436

Scheme 437

Scheme 438

1. Fit the control unit to the fresh-air filter cover.
2. Fit the connector to the bracket and plug it in.
3. Lift up the cable and fit the rubber seal.
4. Refit the Glove box. See «GLOVE BOX»(ref-278645-S20537475992008013000000)
5. Insert the wiring harness to the ventilation fan through the protective cover. Observe the foam seal in the hole.
6. Plug in the connector and fit a new cable tie (RHD) to the ventilation fan. Check that the wiring harness does not touch the fan motor. (Illustration shows RHD.)
7. RHD: Fit the wiper assembly and connector, 4 bolts.
8. Put back the water shield (fastened with 3 clips on front edge).
9. Lift in the cover over the bulkhead partition space from behind, towards the windscreen. LHD: Move the bonnet cable to the side and then fit it in its groove.
10. Fit the rubber molding on the front of the bulkhead, 2 clips.
11. Fit the rubber seals on the wiper spindles.
12. Fit the wiper arms.
13. Remove the protective covers from the front wings.

Scheme 439

Scheme 440

1. Remove the glove box. See «GLOVE BOX»(ref-278645-S20537475992008013000000) . Remove the side trim on the center console.
2. Remove the recirculation flap screws. Pull the motor straight down.
3. Remove the connector.

Scheme 441

Scheme 442

Scheme 443

1. Lubricate the linkage arm with 32 025 041 Silicone grease. Lift up the recirculation flap using a screwdriver. Put the recirculation motor in place and fit its bolts.
2. Connect the contact.
3. Replace the side trim on the center console. Fit the glove box. See «GLOVE BOX»(ref-278645-S20537475992008013000000) .

Temperature, separate for passengers and driver

The control module supplies current to a stepping motor which turns the blended-air flap in the driver's zone. Another stepping motor turns the blended-air flap for the front seat passenger and a link arm the blended-air flap for the rear seat passengers. The blended-air flaps mix cold air that has passed the evaporator with warm air that has passed both the evaporator and the heat exchanger. The current temperature at head height is calculated for the passengers and the driver. The following default values are used

1. cabin temperature
2. outside temperature
3. time since engine last ran
4. time since start
5. blended-air temperatures
6. fan speed
7. solar irradiance

The calculated temperatures are compared to those the driver and passengers have set on the ACC unit display. The set temperature is adjusted with respect to the outside temperature so that the perceived temperature corresponds with the set temperature. As soon as a difference occurs, the blended-air temperature must be increased or decreased. The control module turns the air-blending flap in question until the required blended-air temperature is achieved. The linkage to the rear seat air-blending flap is adjusted so that the temperature for the rear seat corresponds with the temperature for the front passenger seat.

When the lowest blended-air temperature is selected for both zones, the control module shuts off the supply of coolant to the heat exchanger with a vacuum controlled valve so that maximum cooling efficiency is achieved.

Engine variants with parking heater are equipped with a circulation pump to improve the flow of coolant through the heat exchanger. The control module starts the pump as soon as the engine starts.

Air distribution

The control module supplies the stepping motor, which turns the air distribution damper for the driver's zone and front seat passenger as well as the air distribution damper for the back seat passengers via a link. Consequently, air distribution is the same for the driver and the passengers.

Air is distributed to the defroster, floor/rear door windows or panel/rear center outlets. The distribution of air depends on the selected blended-air temperature for the driver's zone. At a high temperature (driver's zone requires heating), defrost/floor is selected and at a low temperature (driver's zone requires cooling), floor/panel or panel is selected. When starting in the cold, defrost is selected at the start.

fan speed

The control module regulates a control unit which supplies the fan motor. The air flow from the fan is at its lowest when the current blended-air temperature corresponds with the selected temperature for both zones (none of the zones requires cooling or heating). The air flow increases as soon as one of the zones requires cooling or heating. When starting in cold weather, the temperature is determined by the coolant temperature and the outside temperature. The fan current is limited if the engine is not running.

Air recirculation

The control module supplies power to a DC motor which turns the air recirculation flap.

Air recirculation is selected 15 seconds after start if the outside temperature is high and the requested blended-air temperature is low for both zones (i.e. both zones must be cooled down considerably).

Air recirculation is then selected in the following three cases

1. at very high outside temperatures
2. at high outside temperatures if the vehicle speed is low (A/C system performance decreases)
3. at high outside temperatures if the coolant temperature is high (risk of engine coolant boiling).

A/C

The control module requests that the A/C compressor is engaged if the outside temperature exceeds 0°C and AC/OFF is not selected.

P-bus and I-bus

For further information on the P-bus and I-bus, see SYSTEM OVERVIEW, BUS AND DIAGNOSTICS COMMUNICATION, PETROL

and SYSTEM OVERVIEW, BUS AND DIAGNOSTIC COMMUNICATION, DIESEL .

Scheme 444

1. Power supply +30, see appropriate «POWER DISTRIBUTION»(ref-274543-S23417737182007121800000) wiring diagram.
2. Power supply +15, see appropriate «POWER DISTRIBUTION»(ref-274543-S23417737182007121800000) wiring diagram.
3. Ground, see «GROUND DISTRIBUTION»(ref-274543-S03106368472007121800000) .
4. Cabin temperature sensor (218), see «CABIN TEMPERATURE SENSOR»(ref-278647-S09793370552008013000000) .
5. Mixed air temperature sensor, left (217LH), see «Blended-Air Temperature Sensor, LH»(ref-278647-S05723419212008013000000) .
6. Mixed air temperature sensor, right (217RH), see «Blended-Air Temperature Sensor, RH»(ref-278647-S20214935572008013000000) .
7. Solar sensor (223), see «SOLAR SENSOR»(ref-278647-S02825544102008013000000) .
8. Parking heater, see «PARKING HEATER»(ref-278647-S35370944142008013000000) .
9. Indicator lamps, PPS (612 a/612b)
10. Temperature sensor, heating pad (254)

Scheme 445

1. Electric rear window confirmation (DICE, 628), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
2. AC compressor confirmation (ECM), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000)
3. Passenger seat occupied (TWICE, 632/PPS 591), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
4. Vehicle speed (MIU, 540), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
5. Language (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
6. Rheostat value (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
7. Rheostat value, night panel (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
8. Night panel (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
9. Display lighting (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
10. Steering wheel location (TWICE, 632), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
11. Starter motor, confirmation (DICE 628), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
12. Outside temperature, unfiltered (SID, 541), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
13. Engine Running (ECM), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
14. Engine speed (ECM), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
15. Coolant temperature (ECM) see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .
16. Diagnosis (DICE, 628/diagnostic tool), see «ACC USES THE FOLLOWING INFORMATION»(ref-278647-S15843448162008013000000) .

Scheme 446

1. Sensor ground, reference ground, see «GROUND DISTRIBUTION»(ref-274543-S03106368472007121800000) .
2. Solar sensor, power supply (223), see «SOLAR SENSOR»(ref-278647-S02825544102008013000000) .
3. Ventilation fan control (220), see «VENTILATION FAN»(ref-278647-S04582353692008013000000) .
4. Stepping motor, left-hand air-blending flap (222LH), see «STEPPING MOTOR, AIR-BLENDING FLAP, LEFT»(ref-278647-S09293245542008013000000) .
5. Stepping motor, right-hand air-blending flap (222RH), see «STEPPING MOTOR, AIR-BLENDING FLAP, RIGHT»(ref-278647-S41164209142008013000000) .
6. Stepping motor, air distribution damper (221a), see «Stepping Motor, Air Distribution Flap»(ref-278647-S30133531332008013000000) .
7. Air recirculation motor (38), see «DC MOTOR, AIR RECIRCULATION FLAP»(ref-278647-S13639205142008013000000)
8. Heat exchanger shut-off valve (581), see «SOLENOID VALVE, HEAT EXCHANGER SHUT-OFF VALVE»(ref-278647-S12286536002008013000000) .
9. Circulation pump (453), see «CIRCULATION PUMP»(ref-278647-S10382378402008013000000) .
10. Heating pad, seat, left and right, see «Heated Front Seat»(ref-278647-S01073042472008013000000) .
11. Ventilation fan, seat, left and right, see «VENTILATED FRONT SEAT»(ref-278647-S08183232102008013000000) .

Scheme 447

1. Text message (used by SID, 541), see «ACC SENDS THE FOLLOWING INFORMATION»(ref-278647-S37788796462008013000000) .
2. Sound (used by SID, 541), see «ACC SENDS THE FOLLOWING INFORMATION»(ref-278647-S37788796462008013000000) .
3. A/C (used by EDC16/DICE, 628), see «ACC SENDS THE FOLLOWING INFORMATION»(ref-278647-S37788796462008013000000) .
4. Electric rear window (used by DICE, 628), see «ACC SENDS THE FOLLOWING INFORMATION»(ref-278647-S37788796462008013000000) .
5. Diagnostic communication (DICE, 628/diagnostic tool), see «ACC SENDS THE FOLLOWING INFORMATION»(ref-278647-S37788796462008013000000) .

Scheme 448

The control module is built into the ACC unit and is activated by +15 or the parking heater input (see PARKING HEATER ). When the control module is active this can be noticed by the background lighting being on and the diagnostic communication being possible. After the control module has been activated from +15 it can adopt the following conditions

Engine stationary

If the engine is stationary, there is no coolant circulating through the heat exchanger, the A/C compressor is stationary and the generator is not charging. This means that the system cannot regulate the climate, that the system should not consume current unnecessarily and that there is a risk that a stepping motor may miss a step due to low battery voltage if the starter motor should be engaged. For these reasons, the control module selects rear window heating off, fan current 0 A, air recirculation off and all stepping motors off. (Manual adjustment is possible)

Engine running

As soon as the engine has started, the control module regulates all functions automatically.

Ignition OFF

When the ignition is turned off, the display goes out: no buttons work, all the stepping motors are turned off and air recirculation off is selected after 10 seconds. Diagnostics communication remains active if it was active when the ignition was turned off, but it cannot be restarted.

When approximately 8 minutes has passed, the air distribution damper moves to the floor position, 50% during cold weather and to ventilation position 0% during hot weather. The air-blending flap moves to max. cold position 0%. After 10 minutes the ACC control module moves down in energy-saving mode and the processor activates briefly every 4 minutes. This will continue for a further 110 minutes. Within this time (2 hours) the ACC control module can read the parameters and calculate the conditions for a good environment in the car's cabin.

If the ignition is switched on within these 120 minutes the control module will keep the manual options that may have been selected during the previous operation.

After 120 minutes the control module starts in AUTO mode or without user programmed mode.

Warm start

If the ignition is switched on after having been switched off for a time shorter than 120 minutes then the start is counted as a warm start.

See WARM START IN AUTO

Cold start

If the ignition is switched on after 120 minutes then the start is counted as a cold start. See COLD START IN AUTO

Programming

A number of parameters must be programmed when changing the ACC unit, see MENU "PROGRAMMING" .

+30

The ACC unit is supplied with current from the +30 circuit via fuse 20 to K1 pin 21 and fuse 38 to K2 pins 2 and 3.

+15

The ACC unit is supplied with current from the +15 circuit via fuse 26 to K1 pin 4. +15 power supply is used to activate the control module.

Power ground

The ACC unit is power grounded from G41P to K1 pin 1.

Sensor Ground

All sensors are grounded from separate control module outputs that internally have a common ground via a resistor.

Reference ground

The fan control unit's reference ground is obtained from K1 pin 35.

Petrol heater

In order to activate the ACC unit the parking heater sends B+ on K1 pin 3 when the coolant temperature at the parking heater's outlet reaches 30°C.

Diesel heater

In order to activate the ACC unit the parking heater adds B+ via SID on K1 pin 3 when the parking heater is activated. The ACC unit and the display in the main instrument unit are activated. The ACC unit starts the circulation pump, and the cabin fan is delayed 0-10 minutes depending on outside temperature.

Ignition OFF and ACC unit active will result in the following options

1. the air-blending flaps are regulated automatically according to set temperature or max. heat 100%.
2. the air distribution damper is regulated automatically in defrost position for 10 min and then in defrost/floor position
3. air recirculation flap in recirculation position when the temperature is below -10°C, otherwise fresh air
4. fan current approx. 6 A, air volume 45 l/second in automatic control, manual control max. two lines.
5. the display in the main instrument unit shows that the heater is active
6. manual options can be selected using the following buttons and knobs. Air recirculation, manual control of fan speed (max. two lines) and temperature knob.

The control module returns to normal operating mode as soon as B+ disappears from K1 pin 3 or at ignition ON.

Bus Messages, ACC

For a more in-depth description of the car's bus system, see SYSTEM OVERVIEW, BUS AND DIAGNOSTICS COMMUNICATION, PETROL , and SYSTEM OVERVIEW, BUS AND DIAGNOSTIC COMMUNICATION, DIESEL .

ACC uses the following information

ACC USES INFORMATION CHART

ACC sends the following information

ACC SENDS INFORMATION

Scheme 449

The stepping motor has two windings. The windings are energized in a special order with short pulses. This makes the motor move in short steps, which is how it got its name. The direction of rotation can be changed. When the motor is stationary, both the windings are energized continuously to lock the motor. The stepping motor does not require a feedback coupling to the control module (position sensor). By sending a known number of pulses, the control module always knows how far the flap has moved. This is possible on condition that the control module has calibrated itself by turning the flap to its respective end positions so that it knows the position of the flap.

Calibration takes place by simultaneously pressing the AUTO and REC buttons. A sound and the message, ACC:CALIBR. STARTED are indicated in the main instrument unit, confirming the calibration. Calibration must take place if the battery is disconnected/discharged, if the ACC unit or stepping motor is replaced, or their positions are changed.

The climate system has three air-blending flaps, one for the driver's zone and one air-blending flap for the front seat passenger that is connected via a link with the air-blending flap for the rear seat passengers.

The stepping motor for the left-hand air-blending flap is supplied with current from the ACC unit's K1 pins 29 and 40 (winding 1), and K1 pins 30 and 39 (winding 2).

The flap is set by the control module using the air-blending temperature sensor for the left-hand side so that the requested air-blending temperature is obtained.

In the OFF position the flap stops in the last selected position.

When the ignition is switched off the air-blending flap will first stop in the latest selected position and after 8 minutes it moves to park position, max. cold (0%).

Manual control

Switch between electrically heated rear window on and off using the electrically heated rear window button, this is confirmed by the LED in the button being on or off. The electrically heated rear window cannot be activated in the OFF position or before the engine is started.

Activation time depends on outside temperature. At 30°C the time is 0 minutes and at 0°C 9 minutes

At lower temperatures the time increases to max. 12 minutes. This takes place at an outside temperature of -40°C. A further press of the button after the time has expired results in a new activation time depending on outside temperature. This takes place on condition that speed is above 30 km/h. If speed is lower then the activation of the rear window will be for max. 2 minutes. The reason for this is to protect the door mirrors.

Pressing the defroster button will automatically activate the electrically heated rear window. The time for which it is engaged depends on outside temperature.

Note. Note that the relay for the electrically heated rear window is engaged after a certain delay.

Automatic control

Automatic start of the electrically heated rear window can only take place in extended user programming, with cabin temperature below 10°C and outside temperature below 5°C.

The time for which the electrically heated rear window is active is based amongst other things on outside temperature. The shortest activation time is 2 minutes and the longest is 12 minutes. The time for automatic start of electrically heated rear window is calculated after the engine is running.

The function can be user programmed as soon as an option is selected manually. See USER PROGRAMMING .

The system is set in accordance with the following, with electrically heated rear window on

1. electrically heated rear window in ON position
2. the LED in the electrically heated rear window button comes on.

Regeneration, automatic (applies to cars with engine alternative Z19)

The electrically heated rear window can be activated by a bus message from EDC16. Engine torque can be affected by an electric load from the electrically heated rear window. This function contributes to achieving automatic regeneration. The time for which the electrically heated rear window is on is based on outside temperature. The LED for " THE VENTILATION FAN AND ELECTRICALLY HEATED REAR WINDOW DO NOT START UNTIL 20 S AFTER THE IGNITION HAS BEEN TURNED ON " is then off.

Scheme 450

The fan knob switches the fan current up or down. AUTO must be depressed in order to return to automatic control.

Fan speed is shown with up to 8 steps around the fan knob. One step means low speed, approximately 15 l/second and max. speed 8 steps 125 l/second.

Note that the air volume can vary depending on speed and flap positions.

The LED in the AUTO button goes out during manual selection of fan speed. If fan speed 0 is selected then the ACC system still has full control of all flaps. The LED for the AC OFF button comes on.

Scheme 451

The button switches between AC OFF, ON and OFF. Note that the LED in the AUTO button comes on irrespective of whether the AC OFF button is ON or OFF.

The system is set in accordance with the following with AC OFF

1. A/C OFF
2. The LED in the AC OFF button comes on

Scheme 452

Using the fan knob the system goes from position 0 (fan off) to OFF.

The system is set in accordance with the following with OFF on

1. fan current 0 A
2. AC off
3. air distribution flap stops where it is
4. air-blending flaps stop where they are
5. air recirculation in off position (the function can still be selected manually)
6. electrically heated rear window off
7. buttons AUTO, DEF and RECIRC work
8. the OFF LED comes on at the fan knob
9. seat heating, off
10. seat ventilation, off
11. circulation pump, on
12. shut-off valve, heat exchanger, on/off, unchanged

Scheme 453

The ACC control module can be user programmed so that certain automatic control functions are changed. The selections are saved so that the control module selects them until they have been deprogrammed. Both programming and deprogramming are performed by pressing the button for electrically heated rear window or electrically heated front seat for more than 2 seconds. I both cases the selection is acknowledged by a sound from SID and a text that is shown on the main instrument unit display for 5 seconds.

ACC: AUTO:DEFR REAR WINDOW

ACC: MANUAL DEFR REAR WINDOW

ACC: AUTO SEAT HEATING

ACC: MANUAL SEAT HEATING

The different extended functions are explained below

Heated front seat

In automatic function the ACC will decide whether it needs to heat the seat, for how long and at what temperature. The button for electrically heated front seat symbolizes different temperature levels. In automatic function heat level 1 will be selected. See Heated Front Seat .

Electrically heated rear window with rear-view mirrors

In automatic function the ACC will decide when the rear window and door mirrors need to be heated. The time depends on the outside temperature and the temperature in the cabin. The LED in the button comes on and confirms that the electrically heated rear window is on. See ELECTRICALLY HEATED REAR WINDOW AND DOOR MIRRORS .

Scheme 454

The stepping motors need no feedback to the control module (position sensor). By sending a known number of pulses, the control module always knows how far a flap has moved. This is possible on condition that the control module has calibrated itself by turning the flaps to their respective end positions so that it knows the position of the flaps.

Manual calibration can be performed by starting the motor and simultaneously pressing the AUTO and REC buttons.

Calibration is confirmed by SID and the message "ACC: CALIBR. STARTED" is shown on the main instrument unit display. This takes approximately 20 seconds.

Manual calibration must be performed if the stepping motor is replaced, removed or if the position of the flaps is changed. Calibration must also be performed when the battery has been disconnected.

An automatic calibration takes place

1. after 5 operating cycles and when the ignition has been off for more than 120 minutes. This takes place for the fifth time in the 119th minute before the ACC control module enters rest position.

If the calculated temperature at head height for the driver is lower than the driver set using the ACC unit's temperature knob, and outside temperature is below approximately 6°C, then air distribution will depend on coolant temperature until defrost/floor position is adopted.

Fan current

As long as the calculated temperatures at head height for the front seat passenger and driver are lower then those set then the fan current will depend on coolant temperature and outside temperature.

Scheme 455

Scheme 456

With warm start cold air must first be blown out through the panel vents so that the climate feels comfortable as soon as possible after starting. If the calculated temperature at driver head height is more than approximately 5°C higher than what the driver set on the ACC unit temperature knob then the warm start function will be activated until the temperature at driver head height corresponds with the setting.

The warm start function involves air distribution in panel position and approximately 20 A fan current directly after starting. The value rises as necessary to 25 A.

Scheme 457

The heated seats can either be controlled automatically by the ACC or manually with pushbuttons.

Note. Cars from the factory are manually programmed.

The preconditions are that the engine is running and fan speed OFF is not selected. See USER PROGRAMMING .

The heating pad consists of two circuits, one circuit is the heating element and the other circuit provides information on current temperature. The temperature sensor consists of an NTC resistor whose resistance varies with the temperature in the heating pad.

Repeatedly pressing the button produces the desired temperature level. The selected temperature is started and confirmed by the LED in the button. See table.

TEMPERATURE CHART

The ACC control module decides whether seat heating is required. At an outside temperature of <15°C, and with a seat cushion temperature of <20°C, the heated seat will be activated. Irrespective of the temperature selected by the ACC only one LED will come on. When the ACC unit does not detect any requirement for seat heating then the heating is switched off and the LED goes out.

If the passenger seat is unoccupied then the LED for the seat will be off, but the seat heating is activated until the seat temperature is reached.

TEMPERATURE CHART

Connected components

CONNECTED COMPONENTS CHART

Scheme 458

ACC UNIT SPECIFICATION

Scheme 459

Instructions and values for measuring the ACC unit are available on the following pages.

Remember

1. Observe the test conditions. Use common sense when evaluating test results.
2. First check that the control module is supplied with current and grounded. Then check all sensor inputs and signals from other systems. Check the control module outputs last. Remember that the test readings do not indicate whether or not the actuator is working.
3. If any reading is not OK, consult the wiring diagram to trace the leads, connectors or components which ought to be checked more thoroughly.
4. The specified test readings refer to a calibrated Fluke 88/97.
5. The test readings show respectively the pulse ratio and pulse duration of the signal. A test instrument capable of measuring both pulse ratio and pulse duration must be used.

Scheme 460

ACC unit, control module connections

> = greater than; < = less than; = alternating voltage (LP: LOGIC PROBE P = select pulse; p = visible pulses).

Control module

When the control module is supplied with current, the processor in it is tripped. The processor then reads the instructions stored in the control module's memory.

The control module is programmed to read the inputs and activate the outputs. If the control module program is faulty, the diagnostic trouble code "Internal Control Module Fault" will be generated.

The control module must be supplied with current before the system will function. The control module is supplied with current and the processor tripped when the control module can be contacted by the diagnostics instrument.

Outputs

The purpose of the system is to control a number of functions by means of various actuators, such as an injector or lamp. For the system to be capable of performing its functions, it must be possible to activate the actuators. For this reason the actuators must be connected to the control module and have a proper power supply or ground connection.

The performance of the majority of the actuators can be checked with the diagnostics instrument.

Inputs

A condition for the control module's capability of controlling its actuators is that the system's sensors supply it with correct values.

Sensor performance can be checked with the diagnostics instrument.

Scheme 461

Menu "Read Values" Chart A and B

READ VALUES CHART A

READ VALUES CHART B

Menu "Activate" Chart A and B

ACTIVATE MENU CHART A

ACTIVATE MENU CHART B

"Programming" menu

PROGRAMMING MENU CHART

Menu "System Information"

SYSTEM INFORMATION

Scheme 462

The majority of control modules returned or replaced under warranty are in perfect working order. In these cases, fitting a new control module has obviously not cured the fault. Therefore, go through all the following points carefully before changing the control module

Scheme 463

1. Check the latest edition of TIS2000 to see whether the problem can be solved with a control module software update (for control modules that can be reprogrammed). IMPORTANT: Avoid SPS programming unless it is absolutely necessary. It is extremely important to follow the instructions for SPS programming to avoid damaging the control module.
2. Check all grounding points and the power supply to the control module.
3. Check with a diagnostic tool that all the readings are plausible (several readings can affect one function).
4. Check with the diagnostics tool that all activations function normally. (Malfunction in one output circuit can affect another output circuit).
5. If the fault persists, the control module must be changed. Fill in the "Checklist for changing turbocharger and engine control module" before changing the control module and attach it when the control module is returned.
6. Control modules are sensitive to electrostatic discharges. Great care must be taken to follow the following procedure to avoid damaging internal components in the control module: Keep the control module in its packaging for as long as possible. Never touch the pins of a control module with your hands or clothing. Ground yourself by touching part of the car's body/engine. Unplug the connector from the car's control module. Place the exchanged control module in its return packaging without touching the pins. Ground yourself by touching part of the car's body/engine. Plug in the connector to the car's control module.

Scheme 464

A suitable instrument to use is a multimeter.

The ohmmeter must not be used to test components containing semi-conductors, e.g. control modules and relay with timing functions, etc.

When measuring resistance, the power supply to the system being tested must be disconnected as the measuring instrument generates a weak current in the circuit in question.

This is done to ensure that there is no current already in the tested circuit and that the correct reading is obtained.

Scheme 465

Scheme 466

1. Turn on the load.
2. Set the multimeter for measuring voltage and connect the negative lead of the voltmeter to a good grounding point.
3. Connect the positive lead of the voltmeter to the point where the voltage is to be read.
4. On the output side of switches/control modules, it is better to start checking from these and gradually work your way towards the load. When there is no longer a voltage reading, you will have gone past the break point.
5. On the input side of switches/control modules/consumers, it is better to start at the power source (normally a fuse) and then move gradually towards the switch/control module/consumer. When there is no longer a voltage reading, you will have gone past the break point.

Scheme 467

Scheme 468

1. Make sure the component or lead to be tested is not under tension (e.g. by removing the relevant fuse).
2. Set the multimeter for measuring ohms and connect the ohmmeter to each end of the component/lead to be tested.
3. Jiggle the relevant wiring harness while observing the ohmmeter. Normally, the resistance of a wiring harness is less than 1 ohm. Specified values apply to components.

Scheme 469

Scheme 470

1. Make sure the lead being tested is not under tension (e.g. remove the relevant fuse) and that any loads are disconnected.
2. Set the multimeter for measuring ohms.
3. Connect one test lead to a good ground and the other to the point to be tested.
4. Carefully jiggle the wiring harness and make sure the multimeter reading shows infinite resistance (OL) all the time.

Scheme 471

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Scheme 478

1. When detaching connectors with locks, it is essential that the lock is released before the connector is detached. Ensure the connector locks properly when connecting. Example of some different connector types used in the car: 1.A. Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. NOTE: Using a small screwdriver will help to unlock the connector. 1.B. Press in the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. 1.C. Pull out the slide to unlock the connector. After attaching the connector lock it by pressing in the slide. 1.D. Press in the brace catch and push forward the brace. Push back the brace to lock the connector after connecting. NOTE: Make sure the brace is locked in the right position to ensure good contact between connectors. 1.E. Lift up the lock tab to unlock the connector. Make sure the connector is locked properly when connecting. 1.F. Press in the connector lock tab to release the brace. Release the connector slide while pushing the brace forward. NOTE: The connector may be damaged if too much force is used to push forward the brace without first releasing the slide. Push back the brace to lock the connector after connecting.
2. Ground yourself by touching the car body/engine before removing or fitting any of the connectors on the car's control modules.
3. Never pull the wiring harness when removing a connector.
4. Never touch the pins on the control module with your hands or clothes. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
5. When testing only probe tips intended for the purpose are to be used to avoid damaging the contacts. Use a test cable (part no. 86 12 731) of the right size.
6. Connectors may only be repaired when using specified special tools and spare parts.
7. The following connectors must not be repaired: Screened wires/coaxial cables (e.g. ESP sensor cable) Airbag system and pyrotechnical seat-belt tensioner system High tension cable (e.g. ignition system, xenon lamp).

Scheme 479

Scheme 480

1. Check for any contact problems in connections.
2. Check contacts, connectors and crimp connections with respect to oxidation, loose pins and pin clamping force. IMPORTANT: Incorrect handing or the use of the wrong tool can damage the sleeves in the connector. Use a test cable (part no. 86 12 731) of the correct size to avoid damaging the sleeves in the connector.
3. To check the connector clamping force, use a test cable with the right pin size (from kit 86 12 731). NOTE: Using a test cable that is too big will damage connector sleeves. Insert the test cable pin into the connector pin to feel the clamping force of the pins in question. Poor clamping force of the connector pins can cause bad contact. Also check that the engagement height of the pin is the same as the other pins in the connector. An engagement height that is too low could be an indication of a loose pin in the connector, which could cause bad contact.
4. Check wires and connections for open circuits.
5. Check wiring harness, connectors and ground connections.

Input conditions

1. Ignition ON

Fault criteria

1. The control module is not EOL programmed.

Fault handling

See FAULT DIAGNOSIS, GENERAL for more information.

For more information see also

1. The «READ VALUES CHART B»(ref-278647-S16283711132008013000001) for a description of read values.
2. The «ACTIVATE MENU CHART B»(ref-278647-S20250570972008013000002) for a description of application areas.

Fault diagnosis procedure is not available.

Conditions

The following conditions apply

1. Ignition ON
2. Open circuit or communication fault.
3. The solar sensor continuously sends an identification pulse 5V-0V-5V. The control module continuously searches for identification pulses.
4. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
5. When the diagnostic trouble code is generated the control module use a substitute value.

The following conditions apply

1. Ignition ON
2. Open circuit or short circuit to B+ is generated when the voltage on pin 24 is >4.9 V.
3. Short circuit to ground on pin is generated when the voltage on pin 24 is <0.1 V.
4. Measured every 40 ms, and 5 consecutive measurements are required to generate a diagnostic trouble code.
5. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
6. When the diagnostic trouble code is generated the control module uses one substitute value.

The following conditions apply

1. Ignition ON
2. Open circuit or short circuit to B+ is generated when the voltage on pin 16 is >4.9 V.
3. Short circuit to ground is generated when the voltage on pin 16 is <0.1 V.
4. Measured every 40 ms, and 5 consecutive measurements are required to generate a diagnostic trouble code.
5. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
6. When the diagnostic trouble code is generated the control module uses one substitute value.

1. Ignition ON

1. The voltage is below 0.4 V or exceeds 1.3 V when the output is not activated.

1. Ignition ON

1. The voltage in pin 4 is below 0.1 V or above 4.7 V.

1. Ignition ON

1. The voltage is below 0.4 V or exceeds 1.3 V when the output is not activated.

1. Ignition ON

1. The voltage in pin 5 is below 0.1 V or above 4.7 V.

The following conditions apply

1. Ignition ON
2. When the current exceeds a certain value on any of the stepping motor outputs in the control module, a diagnostic trouble code for short circuit is generated.
3. If any of the stepping motor outputs detect that the parasitic current draw is lower than 55 mA, then the open circuit diagnostic trouble code is generated.
4. Continuous monitoring and with calibration.

Scheme 481

The following conditions apply

1. When the control module runs the stepping motor towards an end position and the stepping motor continues more than 20% past the expected end position, the diagnostic trouble code for loose flap is set.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. When the stepping motor operates in the range 10-90 % of its total range (which is 0-100 %), the control module senses if the power consumption is above a certain value, and if this is the case, sets the diagnostic trouble code for jammed flap.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. Ignition ON
2. Open circuit or short circuit to B+ when the voltage on pin 25 is >4.9 V.
3. Short circuit to ground on pin is generated when the voltage on pin 25 is <0.1 V.
4. Measured every 40 ms, and 5 consecutive measurements are required to generate a diagnostic trouble code.
5. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
6. When the diagnostic trouble code is generated the control module uses one substitute value.

The following conditions apply

1. Ignition ON
2. Short circuit to B+ is indicated when the output for the heat exchanger solenoid is not activated and the voltage on pin 14 is B+.
3. Short circuit to ground is indicated when the output for the heat exchanger solenoid is activated and the voltage on pin 14 is lower than 1V.
4. Measured every 50 ms.
5. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
6. When the diagnostic trouble code is generated the output is switched off.

The following conditions apply

1. Ignition ON
2. Short circuit to B+ indicated when the output for the circulation pump is activated and the voltage on pin 15 exceeds 6 V.
3. Short circuit to ground is indicated when the output for the circulation pump is not activated and the voltage on pin 15 exceeds 6 V.
4. Measured every 50 ms.
5. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
6. When the diagnostic trouble code is generated the output is switched off.

Scheme 482

The following conditions apply

1. When the current exceeds a certain value on any of the stepping motor outputs in the control module, a diagnostic trouble code for short circuit is generated.
2. If the voltage to the stepping motors is lower than permitted value then the open circuit diagnostic trouble code is generated.
3. Continuous monitoring and with calibration.

Scheme 483

The following conditions apply

1. When the control module runs the stepping motor towards an end position and the stepping motor continues more than 20% past the expected end position, the diagnostic trouble code for loose flap is set.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. When the stepping motor operates in the range 10-90 % of its total range (which is 0-100 %), the control module senses if the power consumption is above a certain value, and if this is the case, sets the diagnostic trouble code for jammed flap.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. Ignition ON.
2. Short circuit to B+ is indicated when the output for the recirculation motor is not activated and the voltage exceeds 2.5 V.
3. Short circuit to ground and open circuit are indicated when the output for the recirculation motor is not activated and the voltage is below 0.1 V.
4. The diagnostic trouble code is deleted after the ignition has been switched on 20 times if the malfunction conditions have not been fulfilled.
5. When the diagnostic trouble code is generated the output is switched off.

Ignition ON

Short circuit to ground or B+.

1. Ignition ON

1. The control module receives a signal that is too high when the output is not activated.

1. Ignition ON

1. The control module receives a signal that is too high when the output is not activated.

For more information see also

1. The «READ MENU CHART B»(ref-278647-S16283711132008013000001) for a description of read values.
2. The «ACTIVATE MENU CHART B»(ref-278647-S20250570972008013000002) for a description of application areas.

Scheme 484

The following conditions apply

1. Ignition ON
2. If the voltage from the motor is below 0.2 V or exceeds 3 V when the motor is activated.
3. Continuous monitoring and with calibration.

Scheme 485

The following conditions apply

1. When the control module runs the stepping motor towards an end position and the stepping motor continues more than 20% past the expected end position, the diagnostic trouble code for loose flap is set.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. When the stepping motor operates in the range 10-90 % of its total range (which is 0-100 %), the control module senses if the power consumption is above a certain value, and if this is the case, sets the diagnostic trouble code for jammed flap.
2. The diagnostic trouble code can be set if the control module has not been calibrated.
3. Continuous monitoring and when calibrating.

The following conditions apply

1. Ignition ON
2. Measured every 40 ms.
3. Voltage on pins 22, 24 or 25 >0.4 V

Note. For wiring diagram, see AIR CONDITIONING .

1. Seat ventilation «SEAT VENTILATION»(ref-278633-S34710743922008013000000)
2. Heated seats «HEATED SEATS»(ref-278633-S19410489852008013000000)
3. Passenger Presence System (PPS) «PASSENGER PRESENCE SYSTEM»(ref-278633-S42455650082008013000000)

Component list

COMPONENT LIST Name Location Illustration Components Main fuse board, dashboard, on end of dashboard by driver's door MAIN FUSE BOARD 22A IN THE DASHBOARD Ventilation fan motor, in top part of heating and ventilation unit Air recirculation flap motor, on bracket next to fan motor on passenger side Control module, ACC in center of dashboard Temperature sensor, LH side mixed air in heating and ventilation unit floor duct outlet on left-hand side Temperature sensor, RH side mixed air, in heating and ventilation unit floor duct outlet on right-hand side Temperature sensor, compartment air, in front of roof console Ventilation fan control, on driver's side of heating and ventilation unit by bulkhead Motor, air distribution damper, defroster/panel/floor on side of heating and ventilation unit above passenger side floor air duct Motor, LH mixed air flap, on left-hand side of heating and ventilation unit between floor duct and radio box Motor, RH mixed air flap, on right-hand side of heating and ventilation unit between floor duct and radio box Solar sensor, in top center of dashboard Relay, parking heater on main relay board in engine bay Auxiliary heater relay, in dashboard's main relay board Motor, coolant circulation pump, in engine bay behind brake servo Solenoid valve, heat exchanger, on console at shut-off valve Control module, DICE, LHD: above dashboard relay board RHD: behind dashboard relay board 8-pin connectors By ventilation fan motor 10-pin connectors Black connector on front of heating and ventilation unit towards center console Grey connector on front of heating and ventilation unit towards center console Black connector to roof console for front roof lamp 33-pin connectors In connector console under left-hand A-pillar 80-pin connectors In connector console under left-hand A-pillar Crimp connectors LHD: Approx. 35 mm from branching point of glove box lighting towards control module TCM RHD: Approx. 220 mm from branching point of floor lighting towards hazard warning light switch LHD: Approx. 155 mm from LH front floor lighting branching point, towards DICE control module RHD: Approx. 50 mm from the data link connector branching point, towards the steering wheel switches LHD: Approx. 160 mm from DICE control module branching towards main fuse board RHD: Approx. 110 mm from data link connector branching towards DICE control module LHD: Approx. 100 mm from branching of MIU towards the radio RHD: Approx. 260 mm from branching of grounding point G41S towards MIU/SID LHD: Approx. 320 mm from branching of MIU/SID towards DICE control module RHD: Approx. 30 mm from branching of MIU/SID towards the radio LHD: Approx. 60 mm from branching of DICE control module towards the engine compartment RHD: Approx. 400 mm from branch grounding point G42 towards DICE control module LHD: Approx. 130 mm from branch MIU towards the radio RHD: -- Grounding points Left grounding screw on middle of knee member (in cabin) Grounding Point, G41P

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