Scheme 169
The engine control module (ECM) controls the following functions
- start
- injectors
- ignition
- fuel pressure
- turbocharger (TC) control
- throttle
- camshafts (CVVT)
- evaporative emission system (EVAP) valve
- engine cooling fan (FC)
- Air conditioning (A/C) compressor
- alternator control module (ACM) (2005-).
The engine control module (ECM) is supplied with battery voltage via fuses in the central electronic module (CEM) and in the integrated relay/fusebox in the engine compartment.
To prevent certain stored date from being erased from the engine control module (ECM) when the ignition is switched off, the control module also has a 30-supply. This supply is from the integrated relay/fusebox in the engine compartment.
The control module is grounded via the wiring which is connected at the right-hand suspension turret.
The engine control module (ECM) contains a voltage regulator which maintains a low voltage (5 V) in internal components in the control module such as
- Analog/Digital converter
- Digital/Analog converter
- Micro-processor.
The functions which require battery power and high output are controlled by external or internal power stages. For example ignition coils have external power stages (integrated into the ignition coils) while the power stages for the injectors are integrated into the control module.
The micro-processor in the engine control module (ECM) receives signals from the different sensors and control modules in the vehicle. The micro-processor uses a program which calculates how the signals from the different sensors and other control modules are to be interpreted and how the components / functions need to be controlled.
The control module has several self-learning (adaptive) functions. It continually adapts ongoing calculations to changing circumstances (wear, air leaks, differences between different fuels).
Emissions are kept low through efficient management of the injection period, ignition, evaporative emission system (EVAP) valve and camshafts etc. Faults which affect emissions can be detected by running diagnostics for functions and components.
The engine control module (ECM) is in the intake system. It is cooled by the engine intake air.
The engine control module (ECM) communicates with other control modules using controller area network (CAN) communication.
The engine control module (ECM) checks activations, input and output signals and functions using an integrated diagnostic system. A diagnostic trouble code (DTC) is stored if, after validation, the control module detects a fault. In certain cases the faulty signal is also replaced with a substitute value or certain functions are limited.
For example, substitute values can be set for
- engine coolant temperature (ECT) sensor
- mass air flow (MAF) sensor
- throttle position (TP) sensor
- air pressure
- fuel pressure.
Mathematical calculations and signals from certain components are used to calculate the substitute values. Other substitute values are fixed, predefined values in the control module.
The substitute value allows the car to be driven and for the emissions to be kept at a reasonable level even though vital functions/components are malfunctioning.
Functions which may be limited are for example
- turbocharger (TC) control
- Camshaft control (CVVT)
- fuel trim
- throttle angle.
The substitute values are used and functions restricted so that the system is still able to work whilst protecting components that are required for safety reasons (for example the throttle angle).
Any diagnostic trouble codes (DTCs) are stored in the control module memory. This information can be read off using VIDA via the data link connector (DLC) in the vehicle.
SYSTEM OVERVIEW
See: SYSTEM OVERVIEW
Scheme 170
| WARNING | The ballast, which is located in the wheel arch liner, and the wiring for the Bi-Xenon lamps are high voltage. |
The headlights are operated via the light switch module (LSM). This is on the dashboard at the side of the steering wheel. The light switch module (LSM) is directly connected to the central electronic module (CEM). Low and high beam are operated by moving the left control stalk toward the steering wheel.
In the Bi-Xenon lamps, an actuator motor (solenoid) is used to move a cover in front of the lamp in the lamp housing in order to switch between high and low beam.
In cars with Bi-Xenon lamps, the lamps are powered directly via the central electronic module (CEM) without pulse width modulation.
To detect problems with the low beam, the central electronic module (CEM) reads the power consumption of the circuit. If this falls below a certain threshold value a fault will be indicated. The general warning lamp lights in the driver information module (DIM) and a text message is displayed.
Lighting the headlight
It normally takes 3 seconds from activation at the light switch with the ignition on to the lamp lighting.
- As with normal headlights, the lamps remain off while the starter motor is cranking and come on once the engine is running.
- On each occasion that voltage is supplied to the ballast 3 attempts, within 1 second, are made to light the lamp.
Scheme 171
The right and left-hand asymmetric lamps are adjusted mechanically using a simple operation. A lever is accessible when the rear cover on the headlight housing is opened.
A = left-hand asymmetric lamp
B = right-hand asymmetric lamp
Scheme 172
Motors integrated in the headlights regulate the beam range of the headlights.
The motors adjust the headlights vertically depending on load and road conditions to reduce the risk of dazzle.
The motors are regulated via signals from one position sensor at the rear axle and one at the front axle.
The position sensor are directly connected to the "master" gas discharge lamp module (GDL). The sensors detect vehicle angle in different load conditions and transmit information to the "master" gas discharge lamp module (GDL), which then sends control signals to the motors regulating beam range.
If there is a fault in the automatic headlight levelling for the Bi-Xenon lamps, the actuator motors will automatically set the beam range to the shortest level.
There are diagnostics for the headlight levelling.
Scheme 173
Cars with Bi-Xenon lamps have two position sensors so that the headlights can be adjusted automatically. Vertical adjustment accounts for load and road conditions to reduce the risk of dazzle.
One position sensor is located next to the rear axle and is connected to the left rear control arm via a link system. The other position sensor is located next to the right front axle and is connected to the right front control arm via a link system.
Vehicle angle is measured by the sensors being actuated via the respective link system.
The position sensors are directly connected to the "master" gas discharge lamp module. The signals are received by the "master" control module. If speed is above 5 km/h (3 mph), an average value is calculated. The processed information is sent to the "slave" gas discharge lamp module (GDL) via LIN communication.
The position sensors are calibrated using VIDA. The calibration is saved in the "master" control module. The calibration needs to be repeated if the control module or a position sensor has been replaced.
SYSTEM OVERVIEW (2005-2011)
This document describes the basic principles of the design and function of the generator (GEN), irrespective of the make.
The alternator's function is, during driving, to provide power consumers with current and to keep the battery charged. The alternator is installed on the engine's leading edge and is driven from the crankshaft by a Poly-V-belt. Adjustment of the belt tension is achieved by the automatic belt tensioner.
First of all the generator (GEN) creates an alternating current (AC) which is converted to a direct current (DC) in the rectifier bridge.
At the trailing edge, the alternator has an integrated welded-on charging regulator. For 5-cylinder engine, the charging regulator is also called Alternator control module (ACM). It is possible to change the regulator. On the regulator, bolted against the rotor's slip rings, there are brushes (carbon). The brushes can be changed separate from the regulator.
The alternator's output depends on the engine's rpm. At idle the alternator only delivers approx. half of max. output. When driving at idle with many power users engaged, recharging of the battery may be affected negatively, that is, the battery is not charged. In cold weather, the battery's capacity to take a charge is not as good as it is at room temperature.
This means that idling the engine for a long time, with many power consumers engaged, the battery can be discharged.
If the generator charge is cut, the power consuming components of the vehicle are only supplied with energy from the battery, which means that the battery will eventually run flat.
The charge indicator lamp in the combined instrument panel is controlled by the driver information module (DIM) via signals from the controller area network (CAN).
The alternator and charge regulator are diagnosed by both the central electronic module (CEM) and the engine control module (ECM).
Scheme 174
The global positioning system module (GPS) has a built-in 12 channel GPS receiver. The receiver is optimized for a frequency of 1575.42 MHz.
The global positioning system module (GPS) transmits three signals
- A received signal from the GPS satellites. Used by the multimedia module (MMM)
- A signal to the infotainment control module (ICM) indicating that the control module is awake.
- A combination signal to the Phone module (PHM). Current, received position is transmitted when it is available, otherwise a calculated position is transmitted, based on the last known received position.
The navigation section of the multimedia module (MMM) calculates the position of the car based on the signals it receives from the antenna and using an integrated three dimensional piezo electrical gyro.
If there is no or poor communication with the GPS satellites, for example when in a tunnel, the global positioning system module (GPS) uses the information from other control modules for dead reckoning (i. e. to calculate the position of the car).
The global positioning system module (GPS) requires the following to calculate the actual position
- the information from the wheel rotation counters stored in the brake control module (BCM)
- information about back-up (reverse) gear from the transmission control module (TCM)
- information about whether the parking brake is applied from the driver information module (DIM)
- information about whether the brake pedal is pressed or not from the brake control module (BCM)
- information about the extent to which the traction control system is activated from the brake control module (BCM)
- information about wheel size from the central electronic module (CEM).
All information is transmitted via the infotainment control module (ICM).
The navigation system needs signals from at least three GPS satellites to calculates the position of the car in two planes. For three dimensional position reckoning, signals are required from at least four satellites. The position is measured both vertically and horizontally. The antenna continuously transmits information about the position of the car to the GPS receiver. The position is accurate to within a maximum of 25 meters from the position calculated by both the GPS signal and dead reckoning. The accuracy is somewhat reduced when only dead reckoning is used.
The fault increases with distance driven since the position was lost.
If there is signal interference, when traveling in tunnels or high rise areas for example, the accuracy may be reduced slightly.
For the system to determine the position as exactly as possible, the system must differentiate between signals coming directly the GPS satellites or those reflected by a high rise building for example.
When the ignition is switched off the power consumption of the GPS receiver must not exceed 0.1 mA. The receiver stores important information, such as the last GPS signal received if the power is cut.
The system can endure temperatures between -40 °C and 85 °C.
The global positioning system module (GPS) checks the input and output signals through an integrated diagnostic system.
Note. If the diagnostic information indicates a lost GPS signal, the signal should be checked outdoors. This is because the signal may be blocked if the vehicle is indoors.
Scheme 175
The global positioning system has an antenna. This antenna is a combined antenna for GPS and the carphone.
The antenna is powered with 4.75 ± 0.5 V by the GPS receiver, via a coaxial cable.
The antenna is on the roof.
READING OFF THE CONTROL MODULE IDENTIFICATION
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain the following information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N (part of the software).
See: SYSTEM OVERVIEW
Note. The security system in the vehicle is a distributed system which is monitored by the central electronic module (CEM). A number of other units and components are involved for the various functions.
Scheme 176
The central electronic module (CEM) (4/56) is the master unit for the immobilizer. The central electronic module (CEM), steering column lock module (SCL) and the engine control module (ECM) are linked by codes. The central electronic module (CEM) is also programmed with codes for each ignition key that belongs to the vehicle.
If the vehicle has an alcolock (option 2009-) installed, the code in the handset unit must also be programmed into the Central electronic module (CEM) to work. The signal from the alcolock handset is received by the Remote Receiver Module (RRX), which forwards the signal to the Central electronic module (CEM).
Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.
The central electronic module (CEM) transits commands and signals to the other control modules included in the system. The identity of the key is checked by the central electronic module (CEM) via the start control module (SCU). In cars with the keyless entry locking system the identity of the key may also be checked by the keyless vehicle module (KVM) via the antennas. The control module which validates the key depends on whether the vehicle is being started passively or not. There is a communication circuit in the ignition key, known as a transponder. The transponder has a unique identification code that must be learned by the central electronic module (CEM) before the key can be used to start the vehicle. This learning process takes place during installation at the factory. New keys can be added afterwards.
If there is a keyless vehicle module (KVM) installed in the vehicle, the central electronic module (CEM) requests that it checks the identity of the key when the starter button is pressed.
The central electronic module (CEM) checks the relay for the fuel pump (FP). When the identity of the key and all included components have been checked, the central electronic module (CEM) activates the fuel pump (FP) after a command from the engine control module (ECM).
Scheme 177
The keyless vehicle module (KVM) controls the keyless functions in the vehicle. The keyless vehicle module (KVM) works together with the central electronic module (CEM) when checking the key identity.
Scheme 178
The start control module (SCU) (3/1) is in the dashboard beside the steering wheel. The start control module (SCU) contains a cylinder for the key, an antenna ring and four contact breakers. There is one contact breaker for each of the three key positions (I-III) and one to indicate that the key is in the ignition switch.
The contact breaker for key in is designated Key-in contact breaker. The key-in contact breaker closes when the key is inserted in the ignition and indicates to the central electronic module (CEM) that the car is about to be started.
The antenna ring is activated by the central electronic module (CEM) when the signal from the key-in contact breaker has been received. The antenna ring allows the central electronic module (CEM) to communicate with the transponder in the ignition key.
The key does not need to be in the ignition switch if there is a keyless vehicle module (KVM) in the vehicle. There is a starter button instead. The starter button must be pressed in before it can be turned from position 0 to I. This activates the key-in switch. The identity of the key is then checked via the antennas in the passenger compartment instead. These antennas are connected to the keyless vehicle module (KVM).
Scheme 179
Note. The steering column lock module (SCL) is only available on model year 2004-2008 for the USA/CDN market and model year 2004- for other markets.
The steering column lock module (SCL) (4/102) checks the function of the steering wheel lock. The control module is underneath the steering column inside the passenger compartment. The steering column lock module (SCL) is directly connected to the central electronic module (CEM). The central electronic module (CEM) transmits commands to the steering column lock module (SCL) when the steering lock needs to be locked or unlocked. The communication between the steering column lock module (SCL) and the central electronic module (CEM) is encrypted. Codes for the immobilizer function must be downloaded before the steering column lock module (SCL) can work in the vehicle. This takes place when downloading software.
The steering column lock module (SCL) consists of
- an electric motor
- a spring bolt
- a communication circuit
- a switch.
The steering column lock module (SCL) locks the steering wheel using the spring bolt. The spring bolt is moved back and forth by the electrical motor. The position of the spring bolt is indicated by the contact breaker in the steering column lock. The steering column lock module (SCL) transmits information at regular intervals about the position of the spring bolt to the central electronic module (CEM). A diagnostic trouble code (DTC) is stored in the central electronic module (CEM) if the spring bolt cannot be unlocked or its position cannot be determined. A message will also be shown in the display on the driver information module (DIM).
HINT: If the steering wheel is loaded when trying to unlock the steering wheel lock, the motor for the lock may be unable to unlock it (too much pressure on the spring bolt). An error message will be shown in the display on the driver information module (DIM) if this is the case. If this should happen, move the steering wheel slightly to reduce the pressure on the spring bolt, remove the ignition key and then re-insert it.
The steering column lock module (SCL) is powered and grounded by the central electronic module (CEM).
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The control module can be identified by means of reading off a number of codes.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N
The control module can be identified by means of reading off a number of codes.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N
The control module can be identified by means of reading off a number of codes.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The control module can be identified by means of reading off a number of codes.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N
DESCRIPTION OF PROGRAMMABLE PARAMETERS, CUSTOMER ADAPTATION
The system can be adapted to the wishes of the customer in a variety of ways. Most importantly, the customer is able to select the order in which the doors are unlocked from four different settings
- Total unlocking: All doors and the tailgate or trunk lid are unlocked if a handle is pulled out or the unlock button for the tailgate or trunk lid is pressed as long as there is a valid key at that door
- Selective unlocking, one of the front doors: The vehicle can only be unlocked using the handle on one of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks and opens. The other doors must be opened using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
- Selective unlocking: both front doors: The vehicle can only be unlocked using the handle on one of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks and opens. The other front door unlocks. The other doors must be unlocked using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
- Selective unlocking, doors on the same side: The vehicle can only be unlocked using one of the handles on the front or rear doors if there is a key at that door. The door on which the handle was pulled out unlocks and opens. The other door on the same side unlocks. The other doors must be unlocked using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open.
The setting can be changed at the workshop using VIDA vehicle communication. The customer can change the setting themselves if the car has an infotainment control module (ICM). If the customer changes the setting, this setting is transmitted by the infotainment control module (ICM) to the keyless vehicle module (KVM) on the controller area network (CAN). The default setting when the vehicle is supplied is stored in the central electronic module (CEM).
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The system can be adapted to the wishes of the customer in a variety of ways. Most importantly, the customer is able to select the order in which the doors are unlocked from four different settings
- Total unlocking: All doors and the tailgate or trunk lid are unlocked if a handle is pulled out or the unlock button for the tailgate or trunk lid is pressed as long as there is a valid key at that door
- Selective unlocking, one of the front doors: The vehicle can only be unlocked using the handle on one of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks and opens. The other doors must be opened using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
- Selective unlocking: both front doors: The vehicle can only be unlocked using the handle on one of the front doors if there is a key at that door. The front door on which the handles was pulled unlocks and opens. The other front door unlocks. The other doors must be unlocked using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open
- Selective unlocking, doors on the same side: The vehicle can only be unlocked using one of the handles on the front or rear doors if there is a key at that door. The door on which the handle was pulled out unlocks and opens. The other door on the same side unlocks. The other doors must be unlocked using the remote control or using the central locking switch inside the vehicle. If the handle for the tailgate is used, only the tailgate will unlock and open.
The setting can be changed at the workshop using VIDA vehicle communication. The customer can change the setting themselves if the car has an infotainment control module (ICM). If the customer changes the setting, this setting is transmitted by the infotainment control module (ICM) to the keyless vehicle module (KVM) on the controller area network (CAN). The default setting when the vehicle is supplied is stored in the central electronic module (CEM).
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
READING OFF CONTROL MODULE IDENTIFICATION
VIDA identifies control modules by reading off a number of codes from the control module memory. The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- software number, diagnostics.
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.
VIDA identifies control modules by reading off a number of codes from the control module memory.
The codes contain information about the control module
- hardware P/N (control module without software)
- hardware serial number (control module without software)
- software P/N
- diagnostic software P/N.