2401100 - Introduction - ELECTRICAL CIRCUIT FOR INSTRUMENTS/INDICATORS
GENERAL CHARACTERISTICS
In conventional electrical systems,
functions are activated with the aid of dedicated point-to-point
connections.As the number of eletrical/electronic devices
on board new vehicles has increased, the connection are becoming
more complex and heavy. One reason for this is the complexity of
functions implemented in the many electronic units, which require
a continual interchange of data. All this makes it more difficult
to install new electrical systems and increases the complexity of
fault diagnosis.Many problems have been resolved and new
electrical systems have been optimised compared to conventional
systems by means of networking. This provides a more effective means
of managing communication on board the car and for the transfer
of information between subsystems via the serial buses present:
single wires, pairs of twisted wires or even optical fibres. We
shall now see how the move from conventional systems to those known
as multiplexing has taken place.
CLASSIC SOLUTION
The four control units in the
diagram below require a number (N) of wires for each input/output
in order to perform their function. This has created so much wiring
that the system is more complex (design and manufacture), more bulky
(weight, bulk and cost) and requires some 40 kg of wiring harnesses
amounting to a length of more than 2 km. This requirement is likely
to double every 10 years because even now one such vehicle may be
equipped with 20 to 40 control units (ECUs).1 - Climate control node
2 - Engine management node
3 - Engine temperature sensor (for engine management node)
4 - Instrument panel node
5 - Engine temperature sensor (for instrument panel warning light)
6 - Engine cooling fan
7 - Engine temperature bulb
CLASSIC SOLUTION
The first step that allowed us
to reduce the volume and the complexity of the wiring harnesses
was to group several electronic functions in a single unit: FEWER
COMPONENTS = FEWER WIRES.
EXAMPLES OF INTEGRATION
The multi-function control unit
manages: central locking, electric windows, courtesy light timer,
heated rear windscreen timer and heated, exterior rear view mirrors.1 - Multifunction control unit
2 - Central locking
3 - Electric window control unit
4 - Centre courtesy light
5 - Rear courtesy light
6 - Heated rear windscreen / heated door mirrors
EXAMPLES OF INTEGRATION
The integration of electrical/electronic
functions in a single unit has allowed us to improve:
- the management of current consumption
- the functionality of appliances because they are managed
by a single control unit;
- the fault diagnosis using control unit self-diagnosis
This first stage has allowed us to reduce
the number of electronic units but not to reduce the volume of wiring
harnesses sufficiently.
MULTIPLEXING SOLUTION
This solution has made it possible
to reduce the volume of cable looms and to considerably improve
the transmission of information between the various electronic units.These transmissions take place through a
BUS channel consisting of 2 cables (the main one already used for
the telephone, radio, television network etc.)A - B - C: NODES (CONTROL UNITS)
D: MASTER CONTROL UNIT OR BODY COMPUTER
A1 - A2, B1 - B2, C1 - C2: COMMUNICATION BUS
MULTIPLEXING SOLUTION
In addition to simplifying the
wiring and improving communication between the electronic units,
the multiplexing solution also makes it possible to reduce the number
of sensors (INFORMATION SHARING)A - Classic solution
B - Multiplexing solution
1 - Climate control node
2 - Engine management node
3 - Engine temperature sensor (for engine management node)
4 - Instrument panel node
5 - Engine temperature sensor (for instrument panel warning light)
6 - Engine cooling fan
7 - Engine temperature bulb
8 - Instrument panel node
9 - Climate control node
10 - Engine temperature information
11 - Body Computer node
12 - Engine management node
13 - Engine temperature sensor (for engine management node)
MULTIPLEXING SOLUTION
In general, in order to send data
via multiplexing, we need to define the following:
- (A) THE TRANSMISSION CHANNEL (electric cables, optical
fibres, radio waves, etc.)
- (B) THE TYPE OF SIGNAL (voltage, current, light, etc.)
- (B) THE COMMUNICATION PROTOCOL (all the rules that allow
management of analogue or digital transmission management, code
type, address, transmission order, error recording etc.).
On this model, the transmission channel
(A) is a pair of electrical wires known as a BUS.The type of signal (B) is VOLTAGE and the
communication protocol (C) is the CAN (Controller Area Network)
developed by BOSCH.
F.L.Ore.N.C.E. STRUCTURE
The MINI F.L.Ore.N.C.E systemhas
been designed for the optimum management of the vehicle's electrical
and electronic functions.The system interacts with all the electrical
system functions, directly cotnrolling the so-called bodywork functions
(visibility, access, on board information, comfort, telematics,
etc.) and supporting the exchange of data between the traction control
systems (engine, braking, gearbox, etc.).For excellent performance each control unit
(electronic or electro-mechanical) is located in a central position
in relation to the functions which it manages. This allows minimisation
of the power and signal distribution system through the extensive use
of serial communication networks, with advantages when solving the
problems of size, reliability, weight and cost.The distribution of power takes place via
the junction units and/or fuse boxes, connected to the control elements
(relays and static actuators) in order to ensure the maximum level
of electrical protection and the minimum degree of wiring complexity .The MINI FLORENCE system offers countless
advantages such as, for example:
- the sensors in the various subsystems are made available
to the network in order to be shared eliminating the presence of
similar sensors
- new functions can only be added by modifying the software
(developed during the vehicle life),
- wiring design is simplified and the number of connectors
is reduced,
- electronic device operating safety is increased to improve
the reliability of information transmited,
- an integrated diagnostic function simplifies service
operations on electric/electronic components.
The system structure on this vehicle
comprises:
- 2 CAN communication NETWORKS which connect NODES belonging
to two different areas: one for the dynamic control of the vehicle
and one for the so-called 'bodywork' functions.
- a serial line for immobiliser recovery
- Different K SERIAL LINES for the fault diagnosis of
several NODES / CONTROL UNITS
- an A-BUS serial line
 | NODES refer to all the electrical
/ electronic devices and control units which contain a specific
interface (NETWORK INTERFACE) which makes it possible to transmit
and receive data, information and signals which travel through CAN
networks. |
Below is a table containing all the elements
(nodes/control units/devices) which make up the mini FLORENCE structure
for the most comprehensive configuration.
Mini FLORENCE system components
| CAB | Air bag control unit |
|---|
| CDC | CD-Changer |
| CPA | Parking Sensor Node |
| CPL | Dashboard Control Unit |
| CSP | Rain/Dusk Sensor Control Unit |
| CVM | Engine Compartment Control Unit |
| CVS | Clock Spring Cable |
| DEV | Steering column switch unit |
| DSP | Audio Amplifier |
| NBC | Body Computer node |
| NCL | Climate Control Node |
| NCM | Engine Control Node |
| NCR | Robotized Gearbox Node |
| NFR | Braking System Node |
| NGE | Electrical steering node |
| NPG | Driver's Door Node |
| NPP | Passenger Door Node |
| NQS | Instrument panel node |
| NRR | Radio Receiver Node |
| NVB | Luggage Compartment Node |
| NYL | Lateral Yaw Node (yaw sensor) |
The two C-CAN and B-CAN networks
are physically separate from one another, but both meet at the BODY
COMPUTER NODE; the latter, which is considered the MASTER node for
the two networks, contains a GATEWAY function which allows the transfer
of information/dat from one network to the other, even if the two
networks are operating at different speeds:
- B-CAN NETWORK transmission speed = 50 Kbit/sec.
- C-CAN NETWORK transmission speed = 500 Kbit/sec.
| The fault diagnosis of the NODES
connected to the B-CAN network is achieved via the CAN, whilst for
those connected to the C-CAN require the specific K SERIAL LINES.
The K lines and the B-CAN network meet in the connector for the
EOBD fault diagnosis on the BODY COMPUTER. |
Below is a diagram summarizing the structure
of the mini F.L.Ore.N.C.E. system.'.
Mini FLORENCE system components
Refer to the previous table for
a description of the nodes.
B - CAN NETWORK CONNECTION
The B - CAN network (low speed)
consists of 2 electrical cables, one White/Pink shown in the wiring
diagram as a CAN - A cable and one Black/Pink one shown in the wiring
diagram as a CAN - B cable.The transmission of information through
this pair of cables takes place through the transmission of 2 voltage
levels (V), one High and one Low associated with the CAN - A cable
and the CAN - B cables, respectively. the mathematical difference between
these two levels produces two voltage values associated with two
logic levels, 0 or 1.The latter constitute the basic information
unit known as BIT (binary digit) and, suitably combined, they make
up the information to be transmitted.
B - CAN NETWORK CONNECTION
V Can A - V Can B = 3.6 - 1.4
= + 2.2 V (bit 0)V Can A - V Can B = 0.2 - 4.8 = - 4.6 V
(bit 1)
C - CAN NETWORK CONNECTION
The C - CAN network (high speed)
consists of two twisted electrical cables, one Green, shown in the
wiring diagram as the CAN - H cable and one Brown, shown in the
wiring diagram as the CAN - L cable.The transmission of information is the same
as that for the B - CAN network. in this case the High voltage level
is associated with the CAN - H cable and the Low voltage level with
the CAN - L cable.The mathematical difference for these two
voltage levels for the C - CAN network also gives rise to two logic
levels, 0 and 1, but with one difference illustrated in the diagram:
C - CAN NETWORK CONNECTION
The network interface cannot communicate
at all if one of the following situations arises in the C-CAN network:
- Break in one of the two CAN cables (H and L)
- Short circuit between the two CAN cables (H and L)
- Short circuit of the CAN - H cable or the CAN - L cable
to +Vbatt.
- Short circuit of the CAN - H cable of the CAN - L cable
to earth.
PRIORITIES IN THE CASE OF A TRANSMISSION CONFLICT
FOR SEVERAL NODES
The protocol for the mini F.L.Ore.N.C.E.
system can deal with problems of superimposition when several nodes
wish to issue a frame simultaneously. A node sending a lower priority
message interrupts its transmission immediately to make way for
the node transmitting a higher priority signal. In practice, the
higher priority message is sent via the network without any interruption
or delay. - The frame with the highest priority gains the possibility
of being transmitted through the BUS; a dominant level (0) always
overcomes a recessive level (1).Simultaneous access of several control units
to the network may give rise to conflict on the C-CAN line (BUS)
the diagram shows that the engine control unit node (NCM) and the
brake system control unit (NFR) send identical frames (data packages)
up to point (D); from point (E) the two frames have a discordant
bit.Because the NFR node is simultaneously checking
(reading) the frame as well as transmitting it, from this moment
on as soon as the NFR node realises that the bit it wishes tot transmit
(1) of recessive value will come up against a bit (0) of dominant
value in the network, it immediately interrupts transmission of
its frame (loss of arbitrage) to give way to the NCM node, which
is transmitting a higher priority frame. It stands by until the
NCM node has finished transmitting and the line becomes free. The
frame transmitted along the network is from the NCM node. The NFR
may now re-attempt to gain access to the line to send the frame
it tried to send previously. Provided another collision does not
occur.
A - BUS LINE CONNECTION
The A - BUS serial line is designed
to guarantee the exchange of information / commands between the
various electronic control units.On this vehicle, these control units
are:
- Steering column switch unit electronic module
- Rain/dusk sensor
- Body computer node
The transmission speed for the A - BUS is
4.8 kbit/sec.Communication at the A - BUS takes place
through the exchange of data packages between the different control
units.Each control unit connected to the A - BUS
has its own electronic address; when one control unit has to send
a command / information to another control unit, it must always
enter the address of the destination control unit in the data package.Transmission always takes place from a transmitting
control unit to a receiving control unit (one-way).When the data reception is complete, the
receiving control unit should send the outcome to the transmitting
control unit, thereby ending the data package exchange.Unlike the CAN NETWORKS, the transmission
priorities at the A - BUS are assigned to each control unit and
not to the information to be transmitted, therefore the control
unit access sequence in the case of a transmission conflict is decided
at the design stage.
LINE K CONNECTION
In the mini F.L.Ore.N.C.E. system
the K lines make it possible to carry out fault diagnosis using
the diagnostic equipment for the following Nodes / Control Units:
- Electric steering node (NGE)
- Gearbox/Robotised Gearbox (NCR)
- Engine Management Node (NCM)
- Brake Node (NFR)
SPECIFCATIONS
The BODY COMPUTER NODE manages
some of the vehicle's electrical system functions.The NBC is housed under the dashboard near
the steering column, in a central position in relation to the functions
that it manages.The Body Computer Node (NBC) together with
the Dashboard Control Unit (CPL) form the DASHBOARD NODE (NPL) where
the former (NBC) constitutes the electronic section and the latter
(CPL) the electro-mechanical section.The fuses and relays are fitted on the CPL,
whilst the NBC houses the EOBD fixed connector used for the fault
diagnosis via the K lines of the NCM, NFR, NCR and CAB.This is connector is also prepared for the
dialogue with the B - CAN and C - CAN networks which can be used
for both fault diagnosis and for possible on line programming.
BODY COMPUTER NODE GENERAL FUNCTIONS
The NBC peforms the following functions:
- It receives and sends information on the B - CAN network
(e.g.: fault diagnosis, warning lights, commands, data)
- It receives and sends information on the C - CAN network
- It connects with the dashboard, front and rear wiring
- It allows an interface for the fault diagnosis (EOBD)
- It connects to the CPL to take power supplies / signals
and operate relays.
We find the following functions:
- management of the courtesy lights with timed switching
off and dimming
- management of on/off exits at relay: headlamp washer
pump, main beam headlamps, fog lights, dipped headlamps, services,
heated rear windscreen
- on/off management of relay during right/left direction
indicators or hazard warning lights for acoustic feedback
- on/off output management directly at the loads and lights
check function: front side lights (left and right) and rear side lights
(left and right), front direction indicators (left and right), rear
direction indicators (left and right), and side repeaters (left
and right), number plate lights (left and right), brake lights (left
and right), rear fog lamps (left and right);
- management of on/off exits directly at loads: heated
rear windscreen LED, hazard warning lights LED;
- repetition of the vehicle speed signal
- management of the ideogram light driver
- management of the SBMT driver (load disactivation at
key-off)
- management of the recovery serial line to the engine
management control unit (immobilizer)
- management of the serial line for the rain sensor, steering
column switch unit.
- master for the entire system: management of the IFRs
at the slave nodes under direct jurisdiction and monitoring of the IFRs
by the other master nodes, monitoring and management of protocol
errors, timer control;
- fault diagnosis of the entire system: collection of
diagnostic information, management of the fault diagnosis using
the EXAMINER.
- immobilizer: management of the key code with possible
engine immobilizing
- acquisition of on/off signals: dipped headlamp operation,
main beam headlamp operation, boot lock opening control, boot locking
function, handbrake control, hazard warning lights control, left
and right rear fog lamps control, fog lights relay feed, left direction
indicators control, right direction indicators control, parking
lights control, side lights control, city control, steering column
switch unit auto control, headlamp washer control, FIS control,
boot button, bonnet button, front brake pad wear (left and right),
brake fluid level, reverse gear engaged;
- acquisition of analogue signals: fuel level, alternator
voltage (D+), battery voltage, brake lights fuse status recognition, centre
courtesy light control, left and right spot lights control, brake
lights control
- acquisition of vehicle speed signal
- acquisition of lock sensors from door.
BODY COMPUTER CONNECTIONS
The body computer connections
are illustrated in the diagram below.A - Body Computer Node (NBC) front view
B - Body Computer Node (NBC) rear view
1 - Connector F
2 - Connector D/E
3 - Connector C (EOBD tester output)
4 - Connector A/B
5 - Connector G
6 - Connector H
7 - Connector I
BODY COMPUTER NODE PIN OUT
Connector F (20-way)| Pin | Function |
|---|
| 1 | Supply for boot release gear motor |
| 2 | Button on brake pedal status input |
| 3 | Reversing light button status positive input |
| 4 | Not available |
| 5 | Low speed CAN line |
| 6 | Heated rear windscreen relay operation negative
output |
| 7 | Low speed CAN line |
| 8 | Dipped headlamps relay operation negative
output |
| 9 | INT from ignition switch |
| 10 | Boot locking preparation (N.C.) |
| 11 | Boot unlocking geared motor positive control |
| 12 | Parking lights input (N.C.) |
| 13 | INT for instrument panel |
| 14 | Services relay operation negative output |
| 15 | INT from ignition switch |
| 16 | Not available |
| 17 | Supply for front courtesy light, climate
control, diagnostic socket |
| 18 | Power supply for Body Computer |
| 19 | Supply for direction indicators and hazard
warning lights |
| 20 | Unlocking geared motor earth |
BODY COMPUTER NODE PIN OUT
Connector D/E| Pin | Operation |
|---|
| relay | Driver's door open status input for NCR
|
| relay | Operation of left side repeater |
| 3 | Right rear direction indicator operating
output |
| 4 | Fuel level input |
| 5 | Left rear side light operation output |
| 6 | Right rear side light operation output |
| 7 | A-bus serial line for CSP |
| 8 | Negative signal for front driver's door
open |
| 9 | Left no. plate light control output |
| 10 | Sun roof control unit output (NC) |
| 11 | Negative signal for front door open (N.C.) |
| 12 | Left rear direction indicator operation
output |
| 13 | Operation of side direction indicators right |
| 14 | Handbrake lever button negative input |
| 15 | Fuel level negative input |
| 16 | Left rear door open negative signal |
| 17 | Inertia switch signal negative input |
| 18 | Serial line (N.C.) |
| 19 | Negative signal from city button |
| 20 | Right rear fog lamp control output |
| 21 | Centre courtesy light timer negative control |
| 22 | Right brake light control output |
| 23 | Luggage compartment light operation output |
| 24 | Negative signal from boot lock switch (boot
not closed) |
| 25 | Signal for front passenger door open |
| 26 | Negative signal for right rear door open |
| 27 | Supply for front/rear courtesy light (N.C) |
| 28 | Analogue input for switching on left/right
spot light and excluding courtesy light |
| 29 | Positive from antitheft device (provision)
(N.C.) |
| 30 | Left spot light control in centre front
courtesy light (N.C.) |
| 31 | Left rear fog lamp control output |
| 32 | Left brake light control output |
| 33 | Supply for front/rear courtesy light |
| 34 | Negative signal from switch (preparation) |
| 35 | Negative signal from opening switch in boot
handle |
| 36 | Negative signal from boot open switch |
| 37 | Right spot light in courtesy light operation
output (N.C.) |
| 38 | Right no. plate light control output |
| 39 | Aerial power supply (N.C.) |
| 40 | Lighting controls operation output with
side lights on |
BODY COMPUTER NODE PIN OUT
Connector C (EOBD tester output)| Pin | Function |
|---|
| 1 | Serial line K for NFR |
| 2 | Not available |
| 3 | K serial line K for Air Bag (N.C.) |
| 4 | Power earth |
| 5 | Signal earth |
| 6 | Low speed CAN line |
| 7 | Serial line for NCM/NCR diagnosis |
| 8 | K line for CODE |
| 9 | Serial line for NGE |
| 10 | Not available |
| 11 | Not available |
| 12 | Front area serial line (N.C.) |
| 13 | Rear area serial line (N.C.) |
| 14 | Low speed CAN line |
| 15 | Line L (NC) |
| 16 | Supply tester output |
BODY COMPUTER NODE PIN OUT
Connector A/B| Pin | Operation |
|---|
| 1 | Reverse engagement positive input |
| 2 | Left side direction indicator operation
output (N.C.) |
| 3 | Screen fitting for Immobilizer |
| 4 | Immobilizer aerial |
| 5 | Immobilizer aerial |
| 6 | Serial interface (preparation) (N.C.) |
| 7 | Speedometer input from NFR |
| 8 | Fog lights relay operation negative signal |
| 9 | Main beam headlamps relay operation negative
signal |
| 10 | INT (preparation) (N.C.) |
| 11 | Supply (preparation) (N.C.) |
| 12. | Relay operation negative signal (preparation)
(N.C.) |
| 13 | Headlamp washer request wish-wash signal
positive input |
| 14 | Headlamp washer relay operation negative
signal |
| 15 | Speedometer input signal earth (N.C.) |
| 16 | NFR node K line |
| 17 | Speedometer signal input |
| 18 | Braking system fluid level negative signal |
| 19 | D+ signal |
| 20 | K line for testing NCM, NCR |
| 21 | RF receiver aerial earth |
| 22 | Right side direction indicator operation
output (N.C.) |
| 23 | Brake pad wear status negative input |
| 24 | Bonnet opening button status negative input
(N.C.) |
| 25 | A-Bus serial line for CPP and DEV |
| 26 | Low speed CAN line for NCL |
| 27 | Low speed CAN line for NCL |
| 28 | Speedometer repeater output for NCRF |
| 29 | IN/OUT recovery serial for NCM - W line |
| 30 | Right front side light operation output |
| 31 | RF receiver aerial |
| 32 | High speed CAN line (N.C.) |
| 33 | High speed CAN line (N.C.) |
| 34 | Antitheft siren power supply (NC) |
| 35 | K serial line (N.C.) |
| 36 | High speed CAN line to NCM |
| 37 | High speed CAN line to NCM |
| 38 | Left front direction indicator operation
output |
| 39 | Right front direction indicator operation
output |
| 40 | Left front side light operation output |
BODY COMPUTER NODE PIN OUT
Connector G/H/I (9+18+9 way)| Pin | Function |
|---|
| 1 | Fog light activation request negative input |
| 2 | Exterior lights LIGHT 2 negative signal
from steering column switch unit |
| 3 | NQS power supply |
| 4 | Dipped headlamps engagement request negative
input |
| 5 | Low speed CAN line from NQS |
| 6 | Low speed CAN line from NQS |
| 7 | Right direction indicators/parking lights
control negative input |
| 8 | Signal earth |
| 9 | Power earth (N.C.) |
| 10 | Power earth |
| 11 | Serial line K for NGE |
| 12 | K serial line for CAB (N.C.) |
| 13 | Negative control for LED (provision) |
| 14 | Positive control for LED signalling anti-theft
device on (N.C.) |
| 15 | +30 SBMT (passenger compartment lights)
(N.C.) |
| 16 | +30 SBMT (passenger compartment lights)
(N.C.) |
| 17 | Parking lights on negative signal |
| 18 | Screen print lighting operation output with
side lights on |
| 19 | Signal earth |
| 20 | Fog lamp control negative signal |
| 21 | Heated rear windscreen LED operation positive
output |
| 22 | Fog lights on LED negative control (N.C.) |
| 23 | Speedometer repeater output for CTA |
| 24 | Low speed CAN line for NVO, NRR |
| 25 | Low speed CAN line for NVO, NRR |
| 26 | Supply NCL climate control unit |
| 27 | INT. for CPL |
| 28 | LIGHT 1 exterior lights negative signal
from steering column switch unit |
| 29 | Hazard warning lights LED operation positive
output |
| 30 | Left direction indicators/parking lights
control negative input |
| 31 | INT for NQS |
| 32 | Negative input from heated rear windscreen
button |
| 33 | Main beam headlamps flasher switch negative
input |
| 34 | Hazard warning lights switch negative input |
| 35 | Rear fog lamp switch negative input |
| 36 | NQS signal earth |
SPECIFCATIONS
It is incorporated in the Body
Computer (NBC).Electromechanical control unit (CPL) and
body computer electronic node (NBC) fitted to the underfacia area
to the left of the steering wheel are interconnected and form a
single unit known as the facia node (NPL).1 - EOBD connector diagnostic socket
2 - Body computer (NBC)
3 - Facia control unit (CPL)
4 - Reserve fuses
5 - System protection fuses
6 - Relays
7 - Fuse removal clip
SPECIFCATIONS
The following figure shows a
front view of the control unit1 - Reserve fuses
2 - Protection fuses
3 - Heated rear windscreen relay (T11)
4 - Dipped headlamps relay (T01)
5 - Services relay 1 (T12)
6 - Services relay 2 (T13)
A - connector A
B - connector B
C - connector C
D - connector D
SPECIFCATIONS
The rear view of the control
unit is illustrated in the diagram below.E - connector E - connection with the Body Computer
F - connector F
G - connector G
H - connector H
FUSES
Facia control unit CPL protects
the electrical equipment by means of the following fuses:| CODE | COMPONENT | Amp. |
|---|
| F-12 | FUSE RIGHT DIPPED BEAM | 15 |
| F-13 | FUSE LEFT DIPPED HEADLAMP/HEADLAMP ALIGNMENT
CORRECTOR | 15 |
| F-31 | FUSE INT/A FOR REVERSING LIGHTS, CVM RELAY
COILS | 7.5 |
| F-32 | FUSE +30 door nodes | 15 |
| F-33 | FUSE AVAILABLE | 20 |
| F-34 | FUSE AVAILABLE | 20 |
| F-35 | FUSE +15 CRUISE, WATER IN DIESEL | 7.5 |
| F-36 | FUSE +30 luggage compartment node, TRAILER
JUNCTION UNIT, driver's door node | 20 |
| F-37 | FUSE +15 THIRD BRAKE LIGHT, panel, | 10 |
| F-38 | FUSE BOOT RELEASE | 15 |
| F-39 | FUSE +30 FRONT COURTESY LIGHT, radio, climate
control, EOBD DIGANOSTIC SOCKET | 10 |
| F-40 | FUSE HEATED REAR WINDSCREEN | 30 |
| F-41 | FUSE EXTERIOR MIRRORS DEFROSTING | 7.5 |
| F-42 | FUSE +15 ABS | 7.5 |
| F-43 | FUSE WINDSCREEN WASH/WIPE | 30 |
| F-44 | FUSE CIGAR LIGHTER/CURRENT SOCKET on tunnel | 20 |
| F-45 | FUSE Heated Front Seats | 15 |
| F-46 | FUSE Luggage compartment current socket | 20 |
| F-47 | FUSE Driver's door node POWER SUPPLY | 20 |
| F-48 | FUSE Passenger door node POWER SUPPLY | 20 |
| F-49 | FUSE +15 FOR clock spring, rain/dusk sensor,
climate control, control panel, ELECTRIC MIRRORS, HEATER PAD SWITCHES,
PREPARATION FOR CELL PHONE | 7.5 |
| F-50 | FUSE AIR BAG SYSTEM | 7.5 |
| F-51 | FUSE +15 CPP | 7.5 |
| F-52 | FUSE REARSCREEN WASH/WIPE | 15 |
| F-53 | FUSE +30 DIRECTION INDICATORS/HAZARD WARNING
LIGHTS, PANEL | 10 |
SPECIFCATIONS
Electromechanical control unit
including fuses (maxi and mini), relays and circuits for interconnecting
front wiring and radiator prewiring.These wires are connected to the control
unit via fixed joints. All fixed joints are easily accessible and
arranged in such a way as to facilitate assembly.A fastening is provided on the lower cover
for sealed fuse carrier connectors (maxi and mini type).1 - Engine bay control unit (CVM)
2 - System protection maxifuse
3 - Maxi type relay
4 - Micro type relay
5 - System protection mini fuse
6 - Connecting cable between battery and engine compartment CVM
SPECIFCATIONS
The maxi fuses grouped on the
battery control unit (CBA) and engine bay control unit (CVM) are
connected directly to the battery positive terminal and protect
the main power supply lines.The engine bay control unit (CVM) is described
below
FUSES
The engine compartment junction
unit protects the electrical equipment by means of the following
fuses:| CODE | COMPONENT | Amp. |
|---|
| F-1 | FUSE DASHBOARD JUNCTION UNIT 1 | 70 |
| F-2 | FUSE ELECTRIC STEERING | 70 |
| F-3 | FUSE IGNITION SWITCH | 20 |
| F-4 | FUSE FACIA CONTROL UNIT 2 | 50 |
| F-5 | FUSE BRAKE NODE (NFR) | 60 |
| F-6 | FUSE SOLENOID COOLING ENGINE (LOW SPEED) | 30 |
| F-7 | FUSE SOLENOID COOLING ENGINE (HIGH SPEED) | 40 |
| F-8 | FUSE SOLENOID CLIMATE CONTROL SYSTEM | 30 |
| F-9 | FUSE HEADLAMP WASHER | 20 |
| F-10 | FUSE HORNS | 15 |
| F-11 | FUSE I.E. VARIOUS SECONDARY SERVICES | 15 |
| F-14 | FUSE RIGHT MAIN BEAM | 10 |
| F-15 | FUSE LEFT MAIN BEAM | 10 |
| F-16 | FUSE 15/54 I.E. SYSTEM | 7.5 |
| F-17 | FUSE I.E. PRIMARY SERVICES | 10 |
| F-18 | FUSE +30 NCM / REMOTE CONTROL SWITCH COIL
SERIES/PARALLEL COOLING FAN FOR ENGINE (1.9 JTD) | 7.5 |
| F-19 | FUSE COMPRESSOR | 7.5 |
| F-20 | FUSE DIESEL FILTER PTC | 30 |
| F-21 | FUSE POWER SUPPLY FUEL PUMP | 15 |
| F-22 | FUSE I.E. PRIMARY SERVICES | 15 petrol 20 Diesel |
| F-23 | FUSE +30 ROBOTIZED GEARBOX | 15 |
| F-24 | FUSE 15/54 ELECTRIC STEERING | 10 |
| F-30 | FUSE FOG LIGHTS | 15 |
RELAYS
The following relays are present
in the engine bay control unit:| CODE | COMPONENT | Amp. |
|---|
| T02 | MAIN BEAM RELAY | 20 |
| T03 | HORN RELAY | 20 |
| T05 | COMPRESSOR RELAY | 20 |
| T06 | RADIATOR FAN 1ST SPEED RELAY | 30 |
| T07 | RADIATOR FAN 2ND SPEED RELAY | 50 |
| T08 | HEATER FAN RELAY | 30 |
| T09 | MAIN INJECTION RELAY | 30 |
| T10 | FUEL PUMP RELAY | 20 |
| T14 | FOG LIGHTS RELAY | 20 |
| T17 | HEADLAMP WASHER RELAY | 20 |
| T19 | HEATED DIESEL FILTER RELAY | 30 |
| T20 | SPARE RELAY | 30 |
Rear viewA: connector A
B: connector B
C: connector C
D: connector D
E: connector E (radiator cable)
X: connector X (supply from battery)
Some CAN nodes are programmed
with default settings that the customer will find upon purchasing
the vehicle.The following nodes store such information:
- Body Computer
- Instrument panel
- Climate Control Unit
| If the Body Computer is being
replaced the Parts Dept. must be asked, using the V.O.R. procedure
and supplying the vehicle chassis number, to provide an 'identical
copy' of the Body Computer: this copy will contain all the default
settings entered for the vehicle when new which are stored in the
Parts database for that chassis number. |
| If the Instrument Panel or Climate
Control Unit is replaced, Parts will send a blank component: once
this is fitted: transfer intial default data to the unit and run
the PROXY ALIGNMENT procedure using an Examiner. |
| If other nodes are repladced,
no initialisation procedure is necessary. Always use an Examiner
to check that the system has not acquired errors during removal-refitting
operations etc. |
battery disconnection
If the battery is disconnected:
- Body Computer,
- Instrument panel
- Climate Control Unit
store all information received and must
not be initialised after battery disconnection.
The control functions at the
four doors and at the tailgate are carried out by several specific
CAN nodes which are connected with the Body Computer:
