209572 - Specifications

INTRODUCTION

The instrument panel is inside the B-CAN and is called the NQS (Instrument Panel Node).The task of the NQS is to display the vehicle operating parameters and to notify the driver of any possible faults in the on-board electronic systems.The signals coming from the systems/nodes in the C-CAN are made available to the NQS by the Body Computer Node by means of an interface, known as a Gateway, which has the function of allowing the exchange of information between the two CANs with different operating specifications.The panel comes in one version only which differs according to the engine type and features the following:

a negative transreflexive anti-glare type LCD (i.e. during the day it exploits the natural daylight and at night the backlighting maximizes the contrast between the light figures on a dark background) which has the function of a milometer and, on versions with an ACC device or automatic transmission, which has the function of displaying the recommended gear or the gear engaged, respectively.
an active matrix reconfigurable colour display.

The panel lighting takes advantage of electro-luminescence, in other words the capacity of some materials to light up if an electric current passes through them. The brightness is adjusted by a dimmer that has nine positions and is located to the left of the instrument panel in the lighting control panel.

PIN OUT

The diagram below illustrates the PIN OUT for the connector at the back of the instrument panel.

INDICATORS AND WARNING LIGHTS BEHAVIOUR

The specifications and functional parameters of the most important indicators and warning lights in the Instrument Panel are illustrated below.The corresponding function code [XXX] and the code for the node involved with this function [YYY] are given for some of the functions to refer to for further details.

The term Recovery used in the tables refers to the description of the behaviour of the output if there is a lack of information/input at the node managing the output.

Reference times table

The table below groups together the codes, durations and descriptions of the typical system intervention times.These figures constitute a parameter for defining the correct operation of the vehicle systems.

Time	Typical value	Description
Tcks	4 s	Duration of warning lights check stage from key-on
Tckd	5 s	Check display time from key-on
Trec	2,5 s	Time-out for signals received for node recovery
Tdis	100 ms	Maximum delay for warning lights coming on (check at key-on) for discrete logic
Tnfr	600 ms	Time-out for signals received for brake node recovery (NFR)
Tab	15 s	Air Bag failure display delay
Tabw	50 s	Air Bag failure warning display delay

Fuel level reading [F002]

Status	Description of Performance	Node recovery
Key on:	- The pointer indicates the actual value of the fuel valve, according to the logic of the function [F002.NBC.C1].	- The pointer should be positioned at the start of the scale (rest zone - key-off) and there should be a fault message on the matrix display.
Running:	- The pointer indicates the fuel level corresponding to the actual volume of fuel in the tank, guaranteeing that there are no fluctuations/errors due to splashing, according to the component function logic [F002.NBC.C1].	- The pointer should be positioned at the start of the scale (rest zone - key-off) and there should be a fault message on the matrix display.
Running:	- If there is a fault, the pointer should be positioned at the start of the scale (rest zone - key-off) and there should be a fault message on the matrix display.#C	- If there is no supply at the NQS node the pointer will remain in the position prior to the fault.#C
Key off:	- The pointer is located in the rest zone	-

The fuel level gauge makes it possible to display fuel figures as a percentage.

The instrument panel receives information, via the B-CAN line, about the fuel level of the tank capacity expressed in % points calculated by the NBC and this information is then represented by a pointer moved by a stepping motor.

Fuel level strategy

The Lancia Thesis adopts a strategy designed to ensure that the fuel level reading on the instrument panel is strictly correlated to the mass of fuel actually present in the tank and not affected by:

fuel slopping (during vehicle operation)
any vehicle manoeuvre or position during normal service/parking (errors due to parking on slopes, steps etc.)

It also ensures that refuelling/fuel loss will be correctly identified.The body computer implements this strategy (see table ) by comparing:

a signal representing the last fuel level reading on the instrument panel, stored immediately before the vehicle engine was last turned off (signal A)
a fuel level signal from the tank sensor a few seconds after the vehicle was last turned off (signal B)
a signal from the tank at the time the vehicle is turned on (signal C)

Omissions or incorrect download of the 3 signals by the body computer may lead to an incorrect reading on the instrument panel until the next time the car is refuelled (i.e. when at least 10 l of fuel are added to the tank).This situation may occur, for example, when repairs are carried out on the body computer without respecting the rule of disconnecting the battery at the beginning of the operation and reconnecting it when the work on electrical/electronic components is complete.It is therefore important to observe this procedure scrupulously.In any case, if the customer complains that the fuel level gauge is malfunctioning, before doing anything else, disconnect the battery and then reconnect after 10 seconds with the body computer properly connected, as described in the operating procedures.

If the battery negative terminal is disconnected, notify the customer that this operation could lead to the My Car custom settings being lost before proceeding.

The reading ordered on the instrument panel by the body computer upon vehicle ignition will conform to the value of these signals as indicated in the following table.

Situation upon vehicle start-up	Vehicle position estimated by the body computer	Fuel level reading on instrument panel
A=B ; B=C	When level	Signal A (value before engine was last turned off is maintained)
A=B ; B#C	When level, and: - refuelling if C > B - fuel lost if C < B	Signal C (updated with value recorded upon start-up)
A#B ; B=C	On gradient	Signal A (value before engine was last turned off is maintained)
A#B ; B#C	On gradient, and: - refuelling if C > B - fuel lost if C < B	Signal A + (signal C - signal B)

Engine coolant temperature reading [F016]

Status	Description of Performance	Node recovery
Key on:	- The pointer should indicate the temperature value, according to the strategy indicated in the component function chart [F016.NQS.C1].	The pointer should be positioned at the start of the scale (rest zone - key-off)
Running:	- The pointer should indicate the temperature value, according to the strategy indicated in the component function chart [F016.NQS.C1].	- The pointer should be positioned at the start of the scale (rest zone - key-off) and there should be a fault message on the matrix display.
Running:	- If there is a fault, the pointer should be positioned at the start of the scale (rest zone - key-off) and there should be a fault message on the matrix display.#C	- If there is no supply at the NQS node the pointer will remain in the position prior to the fault #C
Key off:	- The pointer should be in the rest zone

The temperature reading allows values between +50 ÷ +130 to be displayed

The panel receives engine temperature information, via the B-CAN line, made available by the NCM, which varies between an actual temperature range of -40 ÷ +215 °C (the range displayed is from +50 ÷ +130) and the NQS displays the temperature by means of an indicator moved by a stepping motor.

Gauge/warning light behaviour at the key-on

Ton = Temperature reading at key-on.Toff = Temperature reading corresponding to the gauge position at the key-off (which usually corresponds to the actual temperature reading at the key-off). If what is defined in condition "d" takes place (burst of heat: 2 mins inhibition) the temperature reading corresponding to the position of the gauge is different from the actual temperature of the engine coolant.

The temperature reading is always guaranteed even in electrical operating limit conditions (9/16V). If the operating voltage is not stable then the frequency acquisition for the temperature signal allows a correct reading on the panel.

Summary Table

Situation at the key-on	Reading on panel	Overheating warning light
a) Ton = Toff	Ton	reading for actual state (= previous)
b) Ton < Toff	Ton	Reading for current state
c) Ton > Toff ( < 120 ± 1 °C)	Toff	Maintenance of previous stage (warning light off)
d) Ton > Toff (heatwave)		Toff	Se Ton ³120 ± 1 °C e Toff < 120 ± 1 °C :
			the warning light is enabled on ignition after t = 2 mins #C
			Se Ton > Toff > 120 ± 1°C:
	Maintenance of previous state (warning light on) #C

If conditions "a" and "b" occur at the key-on, the pointer should be in the position corresponding to the temperature value detected at the key-on (Ton) according to the strategy illustrated in the graph belowMore specifically:

if T £ 50 °C the pointer should be on the first scale notch/graduation.
if T > 50 °C, the pointer should be positioned on the reference corresponding the temperature value measured.

If conditions "c" and "d" (burst of heat) occur at the key-on, then the temperature reading corresonding to the position of the pointer at the key-off should be shown; later on, the pointer will reach the position corresponding to the actual temperature in an (effective) time of 2 mins.In addition, if the temperature at the key-on is Ton ³ 120 ± 1°C (e Toff < 120 ± 1°C), the temperature reading corresponding to the pointer measured at the key-off is shown and, later on, the pointer will reach the beginning of the red sector in a time of 2 mins. (

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