2013 HPC

Vehicle Diagnosis Program Passenger

(SDP, PL-II)

Basic Electrical Technology

 Management Philosophy System

Management
Philosophy

Realize the dream of all humanity by creating a new future through

ingenious thinking and continuously challenging new frontiers

Customer
Customer
Customer
Customerfirst
first

Challenge
Challenge
Aggressive
Aggressive
Action
Action

Core
Value

Communication
and Collaboration

GLOVALITY
GLOVALITY
Global
Management

Enhancing
Customer
relationshi

Customer
satisfaction
Aiming the highest
class of quality

Belief
Positive
Drive

Originality
Passion

Sharing

Collaboration
Collaboration

People
People
People-driven

Group
Vision

Understanding
customers needs

Internal
External

Showing
our
competence

We believe the future of our

organization lies in the hearts
and capabilities of individual
members, and will help them
develop their potential by
creating a corporate culture that
respects talent

Trust
Win-win

Competence
development
Fair treatment

We refuse to be complacent,
embrace every opportunity for
greater challenge, and are
confident in achieving our goals
with unwavering passion and
ingenious thinking

We create synergy through a

sense of togetherness that is
fostered by mutual
communication and cooperation
within the company and with our
business partners

Synergy

Mutual respect

We promote a customer-driven
corporate culture by providing
the best quality and impeccable
service with all values centered
on our customers

Compliance
Sense of
Global
citizenship Global
Diversity
competence

We respect the diversity of

cultures and customs, aspire to
be the worlds best at what we
do, and strive to become a
respected global corporate
citizen

Together for a better future

The Hyundai Motor Group aims to create ultimate value and promote harmonious growth for all
stakeholders through eco-friendly management and respect for mankind

 Group & Industry Overview

Hyundai Motor Company Group Overview
* As of 2011

Item

Description

Revenue

12: 237.4 trillion

KRW estimated

227.4 trillion KRW

Number of
Corporations

55 Corporations

Industry Fields

Number of
Employees

Remarks

As of March, 2012

Finished Car: Hyundai Motor Company, KIA Motor Company

Parts: Hyundai Mobis, Hyundai WIA, and Hyundai DYMOS
Construction: Hyundai Construction and Hyundai Engineering
Steel: Hyundai Steel, Hyundai HYSCO, and BNG Steel
Finance/other : Hyundai Card/Capital and HMC Investment
Securities

Over 137,000

Hyundai KIA Motors Overview

Item
Number of Vehicles Sold
Revenue

Overseas
Subsidiaries

* As of 2011

HMC

Description
KMC

Total

4.06 million

2.54 million

6.6 million

Remarks
2012: 7 million
planned

77.8 trillion KRW 43.2 trillion KRW 121 trillion KRW

Production

10

Sales

13

15

28

R&D

Regional HQ

16

21

198 countries

153 countries

International Markets
(no. of countries)

Automotive Industry Overview

Trade Balance

Automotive Industry 38.5 Billion USD

Semiconductor 7.4 Billion USD

Total 13.3 Billion USD

* Korea Automotive Manufacturers Association (as of end of 2008)

Prologue
Hello, everyone. It is my pleasure to have this opportunity to be with you for the new service
technology training program. The objectives of the newly developed new service technology
program are as follows: First, strengthen the troubleshooting capacity of the field engineers at
the service centers; second, leverage this strengthened capacity to improve output at the
service centers and increase customer satisfaction; and third, foster expert technicians with
capacity to prepare for future growth and changes.
The new service technology program is divided into 4 levels, from Level-1 to Level-4, and
comprises 24 online and 16 offline components. Each course is designed with pre-learning
through On/Off-Line programs, main training program, and post-training program.

Course Roadmap
Convenience/Safety System
Diagnosis Course

PL-

PL-

Comprehensive Electrical Control

Diagnosis Course

System Diagnosis Course

PL-

Component Diagnosis Course

PL-

Automotive Maintenance
Beginner's Course
PL (Passenger Level)

The objective of the Convenience/Safety System Diagnosis Course is to acquire necessary

knowledge and skills for improving diagnostic ability on major control functions of the
Convenience/Safety System, and for improving the ability to apply advanced techniques at the
field by establishing standard diagnosis process oriented on core diagnosis procedure.
Comments by trainees at the service centers were gathered through surveys and reflected from
the initial development stage of this manual.
The Convenience/Safety Diagnosis Course comprises the five modules of Smart Key & Button
Start System, RKE & Burglar Alarm System, Travel Information System, Driving Position
Memory System and Full Automatic Air-conditioning System. Each module is further divided into
lessons that involve hands-on training. We will continuously make efforts to ensure that the new
service technology program will provide more improved way of learning for all our trainees.
Thank you.
The contents herein may be revised, without prior notice, in accordance with the specification
changes of Hyundai Motor Company's vehicles.
2013 BY HYUNDAI MOTOR COMPANY ALL RIGHTS RESERVED
Distributing, duplicating, and reproducing part or all of this publication without prior written consent is
forbidden.

Table of Contents

Module 1. Basic Electrics and Electronics

Module 2. Body Control System

Module 3. Convenience & Safety System

odule 4. Advanced Convenience & Safety System

e 1. Basic Electronics & Electricity

Learning
Objectives

Describe the basic concept of electrics and electronics.

Understand circuit diagram components and be able read circuit

diagrams.

Explain communications modes used in vehicles.

Use inspection tools and diagnostic equipment appropriately.

Electricity and Magnetism

1.1Electricity
1.2Current
1.3 Voltage and Resistance
1.4 Network Analysis
1.5 Electric Power and Electric Power Level
1.6 Magnetism
1.7 Alternating Current
1.8 Semiconductor
1.9 Diode and Transistor
1.10 Sensor

Circuit
2.1 Basic Circuit Knowledge
2.2 Circuit Analysis

Communication
3.1 Outline of Communication
3.2 Automotive Electrical Communication

Tools & Equipment

4.1 Safety Sign & Advice
4.2 Multi Meter Use
4.3 Use of GDSas Diagnostic Equipment

1.

Electricity and Magnetism

1.1 Electricity
Electricity is an energy that originates from the positive charge (+) and negative charge (-) of
atomic nuclei, which are contained in all elements. Like other energies, electricity also has the
characteristic of being conducted from one location to another. Put simply, electricity can be
defined as an "invisible flow of energy."
1) What is an electron ?
All metals are made up of electrons. It is one of the different
particles that make up an atom. As the moon circles the earth,
electrons circle the center of an atom. The center of an atom is
called a "core."A core comprises protons and neutrons.
An electron is negatively charged, a proton is positively charged
and a neutron is neutral. In metals, some of the electrons circling
the atomic nucleus is loosely connected to the nucleus. Such
electrons are called "free electrons", and
Fthey are capable of moving from one atom to another. It is the movement of free electrons
that create a flow of electrons. With increased temperature, the movement of electrons is
made more rigorous. This flow of electrons can be defined as "electricity."
.
2) Movement of Electricity
An object with gathered electrons is referred to as being "negatively (-) charged" and an object
without electrons is referred to as being "positively (+) charged."
When a negatively charged object is connected to a
positively charged object by a conductor, the excess
electrons in the negatively charged body move to the
positively charged body and reduce the latter's electron
shortage. As the diagram on the right shows, electrons
ejected from a cell collide with the electrons of the
conductor wire. The collision causes a single free
electron to be ejected from the conductor atom, and the
electron space in the conductor atom made vacant
becomes filled by a cell electron. Electrons that reach
the very end of the conductor wire enter the positive
polarity of the cell. "Electric charge" is the basic unit of
electrical movement. The flow of electric charge
continues until there is no difference in the electric
charge of (+) and (-).

11

1.2 Current
1) What is a current?
As explained earlier, connecting a negatively charged
object with a positively charged on results in electrons
moving from (-) to (+). In such an instance, it is said that
a "current flows" in the conducting wire. As such,
currents are formed by the movement of free electrons.
The volume of electric charge movement is referred to
as a "current."
However, the direction of current flows is not the same
as the direction of electron flows. As the direction of a
current is defined as the direction of (+) electricity,
current direction is the opposite of electron direction.
2) Action of a Current
Heat Generation
When a current flows through a conductor wire, there is a limit to the current volume the
wire can consistently maintain. If such that limit is exceeded, heat is generated in the wire.
This is due to a flow of more currents than what is allowed. The light bulbs, lighter and
heating wire in vehicles use the heat generated by currents.
Placing copper and zinc in diluted sulfuric acid
causes the ionization of said metals. Here, the
copper will undergo an electron shortage and
become positively charged, while the zinc
undergoes an electron excess to become negatively
charged. Connecting a conducting wire to these two
polarities moves the electrons of the zinc to the
copper, thus creating a current. Car batteries take
advantage of this chemical action.

Chemical Action

Magnetic Action

Ground
metal
Thick paper
(+)

(-)

Make a hole in a thick piece of paper, put a

conducting wire through it, and create a current
before sprinkling some ground metal over it. The
ground metal will form a concentric circle around the
conducting wire, and end up on the surface
perpendicular to the conducting wire. This is
because a magnetic field was created by the
magnetic action of the current. Likewise, a coil
made from a conducting wire that has a flowing
current creates a magnetic field. This is constitutes
the basic mechanism of a motor. The ignition coil,
starter motor, wiper motor and alternator of a
vehicle use this magnetic action of currents to
function.
12

1.3 Voltage and Resistance

1) What is voltage?

When a current flows through the circuit as shown in the

diagram, the light bulb is lit. The capacity of energy
consumption that takes place in a current-flowing circuit
is referred to as "voltage."
A current continues to flow until the electric potential
difference at the two ends of the conductor becomes 0.
A device designed to maintain such an electric potential
difference is a battery or power supply device. As such
voltage can be defined as an "electric potential

difference that makes a current flow through a circuit."

2) Serial and Parallel Circuit of Cells
Serial circuit : Cells are connected in a
line. Total voltage is the sum of each cells'
voltage.
Parallel circuit: Cells are connected
parallel to each other. Total voltage equals
the voltage of a single cell.
3) What is resistance?
A vehicle is unable to pick up its speed on an unpaved road that is bumpy or muddy. The road
surface hinders the vehicle from doing so. Similarly, the property that hinders the flow of
electrical currents is defined as "resistance."
Conductor wires are designed to promote current flow, but at the same time exert resistance
against current flow; so low-resistance wires are more efficient. In some instances, a channel
through which a current travels must have resistance, i.e. the filament of a light bulb.

<Symbol of electrical resistance>

Conducting wire resistance R

R= S/l

The electrical resistance of a resistant body, such as

l: Conducting wire length(m)

carbon or metal, is marked by wrapping a nonconductor

S: Conducting wire cross

ection(m)

type shown in the photograph is primarily used for small

: Conductor resistance
rate(m)

around the resistant body and placing a colored band. The

currents that are less than 1A. If larger currents are
required, the size must be increased to withstand the heat
generated from resistance.

13

1.4 Circuit Theory

(a) shows three light bulbs connected to one

1) Ohm's law

cell, and (b) shows one light bulb connected to

two cells. The light light bulb in (b) will light up
brighter. According to Ohm's law, the size of a
current

flowing

through

conductor

is

proportional to the voltage at the two ends of

the conductor, and inversely proportional to
resistance (light bulb).
(a)

I(Current) = V(voltage)/R(resistance)

(b)

V(Voltage)=I(current)R(resistance)
2) Serial and Parallel Circuit of Resistance
Serial circuit
The size of total resistance in a serial circuit can be
calculated by combining all resistances.
R = R1 + R2 + R3 , according to Ohm's law, the
current is I = V/R = V/(R1 + R2 + R3)
Parallel circuit
In a parallel circuit, where the two ends of two or more
resistances is connected to a single source, the total
size of resistances can be calculated as follows.
1/R = 1/R1 + 1/R2 + 1/R3, according to Ohm's law, the
current is I = V(1/R1 + 1/R2 + 1/R3)
Comparison

Serial circuit

Voltage

The voltage of each element varies by

the element's resistance, the total of all
elements' voltage equals the total
circuit voltage.

As all elements are connected to a

single set of two points in a circuit, the
voltage of each element equals the
total voltage of the circuit.

Current

Being connected via a single

conducting wire makes the current
flowing through each element equal to
the circuit's total current.

A circuit's total current is divided at the

parallel junction and varies according to
the resistance of each element. The
total of all elements' currents equals the
circuit's total current.

If one light bulb gets disconnected, the

circuit becomes cut off and no current
flows.

Even if one light bulb gets

disconnected, the others are not
affected.

Connecting the light bulbs in a serial

circuit increases total circuit resistance,
reducing the brightness of each light
bulb.

Connecting the light bulbs in a parallel

circuit does not subject the current to
total circuit resistance, so there is no
change in the brightness of bulbs.

Interresistance
relationship

Parallel circuit

14

3) Kirchhoff's law
Kirchhoff's law is a theory that wholly reflects the characteristics of a serial circuit and parallel
circuit explained earlier. Kirchhoff's first law addresses currents and the second law voltage.
Kirchhoff's first law
The sum of currents flowing in matches the sum of currents flowing out.

Voltage applied to a parallel circuit by power supply makes a current flow in each resistance.
However, total currents in the circuit gets divided at the parallel junction to flow inversely
proportional to each resistance.
Circuit's total currents I = (1/R1 + 1/R2)V = (1/2 + 1/5)10 = 7A
I1 = V/R1 = 10/2 = 5A, I2 = V/R2 = 10/5 = 2A I = I1 + I2
If 7A flows through the circuit, 5A flows against a resistance of 2 ohm and 2A flows against a
resistance of 5 ohm to make the current total 7A again.
Kirchhoff's second law
The total of voltage drops occurring in a closed circuit equals the electromotive force
(voltage of the power supply device) of the circuit.
Creating a flowing current in an electrical circuit with resistance results in the circuit's voltage
decreasing by the level of voltage at the two ends of the resistance. This is called a voltage
drop.

The voltage of power supplied to a serial circuit is divided proportional to the resistance of each
element and consumed. In short, a voltage drop occurs for each resistance.
Total voltage of a circuit V = IR1 + IR2 + IR3, I = R/V = (R1 + R2 + R3) / V = (2 + 3 + 5)/10 = 1A
V = 2 + 3 + 5 = 10 V = V1 + V2 + V3
A voltage drop of 2V occurs for a resistance of 2 ohm, 3V for a resistance of 3 ohm and 5V for a
resistance of 5 ohm. The sum of all voltage drops equals the total electromotive force of 10V.
15

1.5 Electric Power and Electric Power Level

1) What is electric power?
Moving electric charge generates heat in a circuit or drives a motor. A flowing current changes
electric energy into another energy; the ratio of this change is referred to as "electric power."
Electric power equals the multiplication of voltage and current.
Electric power (P) = Voltage ( V) X Current (I) , the unit W(watt) is used.
2) What is an electric power level?
Electric power level is calculated by multiplying electric power by time. Electric power that
remains constant results in increased electric power consumption over time.
Electric power level (W) = Electric power level (P) X Time (t) = Voltage (V) X Current (I) X
Time (t) , The unit Wh(watt-hour) is used
3) Fuse Use
A device that automatically cuts off currents in a wire that are in excess of an allowed limit.
Overcurrents generate heat that melt and disconnect fuses.
In the diagram on the left, (a) is the part
with the heaviest current flow. A fuse is
(c)

220V-50W

installed in (a) for this reason. If all the

electrical products in the diagram were
used, how much current flow will take
place in the fuse?

(b)

220V-100W

P = VI , I = P/V
I = 500/220 + 100/200 + 50/220 = Approx. 2.95A
As such, a fuse that allows a maximum
current flow of 2.95A and higher must be

(a)
220V-500W

installed. In general, a fuse's maximum

allowed current is 1.2 to 1.5 times that of
the used current.

16

1.6 Magnetism
1) What is magnetism?
Magnetism is the force magnets that pulls in materials and forms the basis of actions that take
place between two magnets or between a magnet and current. A magnetic field is always
present where currents flow.
Ampre's law
When a conducting wire with a
flowing current is grabbed with the
right hand with the thumb pointing in
Groun
the direction of the current, a
d metal
Thick paper
magnetic field forms in the direction
of the other fingers. Ground metal
(+)
placed around a current-flowing
conducting wire lines up in a set
(-)
direction - the same direction as the
one in which a magnetic field forms
when a conducting wire is gripped.
This is "Ampre's law."
Magnet
A magnet is a magnetic object. Magnets are categorized into permanent magnets and
electromagnets. The rotor coil in a motor, rotor coil in an alternator, and a solenoid coil use an
electromagnet that becomes magnetic temporarily when a current flows through it. Fuel pumps
and wiper motors use both permanent magnets and electromagnets.
What is a magnetic field?
An area in which magnetic force is exerted is called a magnetic field. For example, the area
around a magnet in which metals are pulled in toward the magnet is a magnetic field.
The Right-hand screw rule
Four fingers:
Current direction

Circular Loop Conductor

Direction of
Current

Thumb: Magnetic
field direction

Direction of
Current

Current(I)

Right-hand

Current(I)

<Coil-generated magnetic field>

Forming a circle with a conducting wire and flowing a current through it creates a magnetic line
of force that penetrates the surface created by the circular current. Here, turning the right-hand
screw in the direction of the current sets the right-hand screw's progressive direction as the
magnetic field direction.
An examination of a magnetic field formed by a coil is as follows. A solenoid coil is a conducting
wire wound tightly in a cylindrical shape. Applying the right-hand screw rule, turning the righthand screw in a current's direction changes the magnetic field's direction from right to left.
Another way of understanding this concept is gripping a coil with the right-hand with the four
fingers in the direction of current flow; it can be observed that a magnetic field forms in the
direction of the thumb.
17

 Mechanism of a relay

A relay is an electronic part used for driving and signaling electrical/electronic products, and is
widely used in vehicles also. Flowing a current through an iron core wrapped with a coil makes
the iron core an electromagnet that pulls in a steel plate to close the switch on the steel plate.
This mechanism of a relay is used to open and close circuits.

1.7 Alternating Current

1) What is an alternating current?
(a) Direct current

(b) Alternating current

Current

Current

Current direction

Current direction

Time

Time

A direct current is represented as "DC." It is a current that flows in a single direction, i.e. from (+)
to (-). Because the terminals of a battery always maintain the same polarities, currents only flow
in a single direction in an electrical circuit. On the other hand, an alternating current is
represented as "AC." Alternating currents flow in no set direction, i.e. current direction alternates.
The reason for this is constantly changing voltage.
2) Alternating current generation
Magnetism is always present where electricity is. Magnetism is formed by a conducting wire with
a flowing current. Also, electricity can be generated by magnetism. Faraday and Henry made the
discovery that placing a magnet in and out of a coil creates a current flow in the conducting wire.
Inducing voltage in a coil
Change the volume of a magnetic field in a coil
Move a coil in close proximity to a magnet
Move a magnet in close proximity to a coil
Change the current flowing in another coil in close
proximity to a coil
Induced voltage increases when the number of copper
conducting wires moving within a magnetic field
increases or if the speed at which a magnetic line of
force goes in and out of a coil increases.
18

3) Fleming's Right-hand Rule

Fleming's right-hand rule is useful for finding the direction of a current

Direction of
conductor
movement

induced in a conducting wire by electromagnetism. Positioning the thumb,

index finger and middle finger so that a right angle forms between each of

Magnetic field
direction

them, if the thumb points in the direction of conducting wire movement and
the index finger the direction of a magnetic field, the middle finger points in

Current direction

the direction of an inducted current.

4) AC sine wave
Placing conductors within a magnetic field at a right angle and inducing movement creates
electromotive force in conductor A and B as shown in the following diagram, in accordance
with Fleming's right-hand rule. This is called "alternating electromotive force" and its direction
reverses every time the conductor makes a half rotation. When the coil rotates fully,
electromotive force of 1[Hz] is induced.
: Signifies a current flowing into a coil

: Signifies a current flowing out of a coil

N pole

N pole
0

S pole

Being furthest away from a

magnetic pole makes induced
voltage the lowest of (=0).

90

S pole Induced voltage becomes the

highest when closed to a
magnetic pole.
N pole

N pole
0
0

90

180

90

180 270

voltage
changes
S pole Induced
direction
and
reaches
the
maximum volume as it nears the
S pole.

S pole Being furthest away from a

magnetic pole makes induced
voltage the lowest of (=0).

Interval, frequency and phase

Interval : Time required for one cycle

to change [T]
Frequency : Number of
repeated for one second[Hz]

cycles

Phase : Time difference between two

or more currents of the same
frequency, e.g. the phase of v2 is later
than that of v1.

Interval(T),
cycle

19

5) What is a three-phase alternating current?

I1
e1
e3

Electromotive
Force

e2

I2

I3

A three-phase alternating current is generated by a three-phase alternator. It is made up of

currents that share the same frequency and amplitude of voltage and current, and have a
phase difference of 120 degrees. Arrange coils at an interval of 120 degrees and rotate the
magnetic pole clockwise inside the coils to obtain a three-phase current as shown in the
diagram.
When three electromotive forces e1, e2 and e3 are generated by a 3-phase alternator, they
are supplied to loads 1, 2 and 3 through 3 conducting wires. Although e1, e2 and e3 share
the same size and frequency, their change in time is each delayed by a one-third interval
(120 degrees). Compared to a single-phase alternating current, a three-phase can send the
same volume of electric power using a lighter conducting wire and consume less heat in the
circuit. Also, three-phase AC motors are in wide use as the are far superior to single-phase
AC motors.
6) Motor and generator
Motor
A power device containing a rotor (amateur) that rotates when supplied with electricity. Power
is generated from electricity supply.
Generator
A device that generates electricity when its rotor(amateur) rotates. Electricity is generated
from rotor movement.

<Mechanism of a motor>

<Mechanism of a generator>

20

1.8 Semiconductor
1) What is a semiconductor?
A semiconductor is a substance that is characteristically halfway between a conductor and
nonconductor, and functions as a conductor or nonconductor according to temperature, voltage
and temperature-voltage correlation.
2) Types of semiconductor
Intrinsic semiconductor
A semiconductor covalently bonded with elements (silicone and germanium) that have four
pure electrons Currents cannot flow through an intrinsic semiconductor as the electrons
bonded to its atomic nucleus cannot move.
P-type semiconductor
Mixing a small quantity of an element with three electrons (Al and In) with silicone with four
electrons results in a (+) electron hole with no electrons. Applying voltage in this state
triggers the electron hole to absorb electrons; it appears as if the electron hole is moving. In
this instance, the electron hole (+: positive) is the carrier of electricity; hence the name ptype semiconductor.
N-type semiconductor
Mixing a small quantity of an elementwith five electrons (As and P) with silicone with four
electrons results in a covalent bond with the one extra electron being removed. Applying
voltage in this state turns the excess electron into a free electron, which then creates a
flowing current. In this instance, the electron (-: negative) is the carrier of electricity; hence
the name n-type semiconductor.

<P-type Semiconductor>

<N-type Semiconductor>

3) PN-junction
Non-junction
A device without a junction that only uses the unique features of a p-type or n-type
semiconductor (ex. thermistor)
Single-junction
A device containing a p-type and n-type semiconductor joined at a single junction (ex. diode)
Double-junction
A device containing a p-type and n-type semiconductor joined at a double junction (ex.
transistor)
P

<Non-junction>

<Single-junction>
21

<Double-junction>

1.9 Diode and Transistor

1) Diode
Diode
A semiconductor device made up of a p-type semiconductor and n-type semiconductor
joined via a single junction. A terminal is attached to each end of a diode. The conduction
can be enabled and disabled by controlling the polarity of voltage applied to the terminals.
Current flow only takes from an anode to a cathode.
Anode
<+>

Cathode

(Anode)

<->

<Diode symbol>

(Anode)

(Cathode

(Cathode
)

<Forward bias>

<Reverse bias>

Forward bias
Constant voltage is applied to the anode and negative voltage to the cathode of a diode.
When this happens, electrons are supplied to n-type semiconductors and electron holes to
p-type semiconductors, resulting in a carrier increase. These carriers combine near the
junction. As a result, electrons flow from the cathode to anode (current flows from the anode
to cathode), and the current increases when forward bias voltage increases.
Reverse bias
Negative voltage is applied to the anode and constant voltage to the cathode of a diode. In a
p-type semiconductor, electrons are supplied and combined with p-type electron holes; in an
n-type semiconductor, electron holes are supplied and combined with n-type electrons. As a
results, carriers decrease in numbers and current flow is no longer possible.
2) Diode rectification

AC

As explained earlier, currents flow

toward only one polarity in a diode. If AC
voltage, in which a (+) and (-)
alternating current flows, a waveform is
only generated at the top.
This is
referred to as a "diode rectifier."

Output

3-phaseFull-wave Rectification

Three-phase full-wave rectifiers are a rectifier circuit used in

vehicle alternators. Six diodes are used to rectify three-phase
alternating currents. Currents that are virtually direct currents
are produced as the rectified waveform undergoes little
change.
22

3) Diode types
Type

Universal diode

Zener diode

Light-emitting diode

Photo diode

Description

Type

A general diode that provides current conduction

from P to N, but not in the reverse direction
Mainly used for rectification and reverse-current
prevention for circuit protection
A diode characteristically develops a current flow if
certain voltage is applied in the reverse direction;
such voltage is referred to as zener voltage
This characteristic is used to maintain constant
voltage in a circuit
A diode that generates light from forward current
flows
Light of varying wavelengths is produced, from
visible rays to infrared lasers
A diode that produces reverse current conduction
when light is shone
Forward current flow is the same as that of general
diodes, but the conduction rate of reverse current
flow depends on light intensity

4) Transistor
Transistor
A device created from a double junction in the P-N junction of a semiconductor. A n-type
semiconductor is in the center and a PNP-type and NPN-type is at each side. Although
compact, reliable and long-lasting, transistors are critically affected by temperature and
unable to function at high temperatures. A transistor has three terminals: an emitter (E), base
(B) and collector (C).

<PNP type>

<NPN type>
23

 PNP transistor

Emitter (E)

Emitter (E)

Base (B)

Collector (C)

a. Supplying forward voltage VBE between the

emitter and base moves electron holes from
the emitter to base and electrons from the
base to emitter. As a result, a forward
current flows from the emitter to the base.

Collector (C)

Base (B)

b. Supplying reverse voltage VCB that is higher

than the forward voltage supplied between
the collector and base moves the majority of
electron holes entering the base from the
emitter to the collector by the high voltage at
the collector. In other words, most currents
flow to the collector and only small currents
flow to the base.

Electrons holes are moved from the emitter to the base by VBE. Electron holes that enter
the territory of the base become closer to the collector, which has much higher voltage, and
so get pulled into the collector. As such, increasing VBE increases the number of electron
holes pulled into the collector. By increasing the base current (lb) of a PNP transistor with
VBE, increased collector currents (lc) can be obtained.
NPN transistor

Emitter (E)

Emitter (E)

Base (B)

Collector (C)

a. Supplying forward voltage VBE between the

emitter and base moves electrons from the
emitter to base and electron holes from the
base to emitter. As a result, a forward
current flows from the base to the emitter.

Collector (C)

Base (B)

b. Supplying reverse voltage VCB that is higher

than the forward voltage supplied between
the collector and base moves the majority of
electrons entering the base from the emitter
to the collector by the high voltage at the
collector. In other words, the majority of
currents flow from the collector to the emitter.

Electrons are moved from the emitter to the base by VBE. Electrons that enter the territory of
the base become closer to the collector, which has much higher voltage, and so get pulled
into the collector. As such, increasing VBE increases the number of electrons pulled into the
collector. NPN transistor increases VBE to increase currents flowing through the base, which
results in an increase in currents flowing through the collector as well.
24

5) Transistor's function
Switching: Current flow can be enabled from the emitter to the collector or vice versa,
depending on power supply to the base terminal
Amplification: A large signal of a large energy can be generated from a small signal of a
small energy
Switching
The following is a review of the transistor characteristics explained earlier. By adjusting VBE
and creating a current flow in the base, the emitter and collector become conducted.
Consequently, a current flowing from the emitter to the collector (PNP transistor) or from the
collector to the emitter (NPN transistor) can be generated.
The following is a description of the
switching function of the transistor used in
BCM
B+
a vehicle BCM. When the BCM supplies
power to the base terminal of the NPN
transistor, the emitter and collector
terminals become conducted as base
Lamp
currents start to flow. As a result, the
Relay
current standing by in the collector after
CP
having passed the relay coil flows into the
U
emitter and the relay becomes magnetized,
switching the switch off and operating the
lamp. The current flowing from the collector
to the emitter can be controlled by
controlling the base current in this manner.
Amplification
NPN transistor's amplification is provided as an example below. Applying forward voltage
VBE to the base and emitter terminal moves the electrons from the emitter to the base,
creating a current flowing from the base to the emitter. If VCE is applied at the same time, a
current flowing from the collector to the emitter forms and, as a result, the current flowing in
the emitter becomes the sum of the currents flowing in the base and collector. As can be
seen, a transistor is capable of obtaining large output signals from the emitter using only
small base input signals.

The term "amplification" does not signify an unconditional enlargement of small signals.
Amplification can be defined as the generation of a large signal that shares the form of a small
signal at the output (emitter) when a small signal is used for control (base current) in a small
energy source.
25

1.10 Sensor
1) What is a sensor?
The function of a sensor is similar to the five senses of humans (sight, hearing, touch, smell
and taste). As humans collect information through the five senses, the ECU uses a sensor
to assess the surroundings and control various movements. A vehicle's sensors include a
temperature sensor, pressure sensor, optical sensor, RPM sensor and oxygen sensor.
2) Temperature sensor
As a human must maintain the normal temperature range of 36-37 to stay healthy, the
engine of a vehicle needs to maintain a temperature of approximately 90 for normal
functioning. A temperature sensor provides information for the engine to maintain normal
temperature, and also allows the adjustment of fuel injection volumes according to engine
and air temperature. It can be used for purposes other than engine control. Temperature
sensors are an essential component of the FATC in convenience/safety systems and
temperature-sensitive systems, such as ventilated seats. Temperatures sensors come in a
non-contact-type and contact-type. Contact-type ones are widely in use. Contact-type
temperature sensors include platinum resistance temperature sensors, thermistors, thermo
electric devices and IC temperature sensors. Thermistors are predominantly used in
vehicles.
Application: Coolant temperature sensor, intake temperature sensor, exhaust gas
temperature sensor, interior/exterior air & evaporator sensor for air-conditioners
Thermistor
A metallic oxide that has been heated and solidified. Resistance changes according to
temperature. Based on their characteristic of changing resistance according to temperature,
thermistors can be categorized into two types.
NTC-type: Acronym for "Negative Temperature Coefficient." Resistance rises if
temperature drops; resistance drops if temperature rises.
PTC-type: Acronym for "Positive Temperature Coefficient." Resistance rises if temperature
rises; resistance drops if temperature drops.
NTC-type thermistors are widely used in vehicles. The reason is because the NTC-type can
measure a wider range of temperature than the PTC-type, and also produces more uniform
resistance changes according to temperature changes.
Temperature detection by the ECU
There is pull-up resistance inside the circuit of the ECU.
Voltage of 5V is supplied and flows into the ground via the
thermistor.
Temperature increase (NTC resistance decrease): If NTC
resistance becomes lower than pull-up resistance, the
voltage drop that takes place through pull-up resistance
becomes larger than the one that takes place through
NTC resistance. As a result, the ECU detects the lower
voltage.
Temperature decrease (NTC resistance increase): If NTC
resistance becomes higher than pull-up resistance, a
larger voltage drop takes place through NTC resistance.
As a result, the ECUmonitors the higher voltage.
26

ECU
NTC

Signal
monitoring

5V

GND

3) Pressure sensor
A pressure sensor is used for fuel pressure detection, atmospheric pressure detection, airconditioner refrigerant pressure detection and oil/tire pressure detection by various systems
of a vehicle, including the engine. The majority of pressure sensors in vehicles use the Piezo
effect.
Application: Atmospheric pressure sensor, ABS oil pressure sensor, air-conditioner
pressure sensor, manifold pressure sensor, etc.
Piezo effect
The property of electricity generation on the surface of a crystal (tourmaline) from pressure
application in a set direction. Forms the basis of pressure gauge mechanism for the
detection of sudden pressure changes, such as explosions. Sensors that use the piezo
effect can function in a wide range of temperatures. They are widely in use for their fast
response. Other meritorious features of piezo sensors include stability, simple production
and affordability.
Piezo Electric
The property of voltage generation from pressurization and vibration from voltage application
Ultrasonic sensor
Applying certain voltage to the piezoelectric
element inside an ultrasonic sensor generates
vibration, and applying certain frequency
generates ultrasonic waves. If the ultrasonic
waves gets reflected by an object and returns,
pressure is applied to the piezoelectric element
again for voltage generation. In vehicles,
piezoelectric elements are used in rear parking
assist systems
Piezo Resistance
Resistance change from pressurization
Air-conditioner
sensor

refrigerant

pressure

The mechanism of MAP sensors and airconditioner refrigerant pressure sensors is

used in the majority of pressure sensors.
Increased
pressure
increases
piezo
resistance,
and
decreased
pressure
decreases piezo resistance.
- Pressure detection by the ECU
Supplying power of 5V to a sensor and
applying high air-conditioner refrigerant
pressure to piezo resistance increase
resistance. As increased resistance increases
voltage in piezo resistance, the voltage
detected by the sensor signal terminal
becomes close to 5V. Conversely, a low
refrigerant pressure will result in low voltage
being detected.
27

4) Photo sensor
Photo sensors are used for automatic light-sensitive headlight activation or detection of heat
from sunlight for automatic interior temperature control. Photo sensors use semiconductor
devices, including photo diodes, photo transistors, optical ICs and cadmium sulfide. In
general, photo transistors are used in vehicles.
Application: Autolight sensor, sunlight sensor, etc.
Photo transistor
A switch that enables electricity flow when light is detected
B+

B+

Photo
TR

Photo
TR

Gener
al TR

Gener
al TR

<Autolight mechanism (day) >

<Autolight mechanism (night) >

In daytime, the photo transistor activates

and conduction occurs between its
emitter and collector, resulting in all of
B+ power getting grounded through the
photo
transistor.
With
general
transistors, the lamp does not activate
as power is not supplied to their base in
this instance.

In nighttime, the photo transistor

deactivates and no conduction occurs
between its emitter and collector. As a
result, B+ power flows to the base, and
the emitter and collector become
conducted. The lamp becomes lit as a
consequence.

5) Position sensor
A position sensor is used to receive feedback signals that verify normal functioning of doors
and actuators. It is also used to detect vehicle height and angle.
Application: A/C actuator, throttle position sensor, vehicle height sensor, AFLS, actuator,
etc.
Potentiometer type: Uses the output voltage change of a variable resistor potentiometer.
T/Valve opened

T/Valve closed

T/Valve partially opened

5V Reference entered

5V

Approx. 5V
entered by
the ECU

Reference entered
Approx. 0V
entered by
the ECU

<Throttle valve position sensor>

28

5V

Reference
entered

Approx. 0-5V
entered by
the ECU

 Hall IC-type
A hole element is a type of semiconductor that changes electron directions from the
influence of magnetic fields.

N
Hall element

Hall element

5V

5V

Output

Output

terminal

terminal

Supply power to each end of the hall

Placing a magnet close to the hall element

element and connect perpendicular to

to apply a magnetic field causes some of

the power supply. A current flows inside

the current flowing inside the hall element

the hall element due to the power supply

to break away to the output terminal base.

at the two ends, but no output voltage is

The

produced as the output terminal is set in

conducted, and the 5V power supplied to

a different direction.

the collector flows to the ground and

emitter

and

collector

become

decreases to 0V.
A hall element does not react to magnetic bodies placed far away, producing no voltage at its
output terminal, but produces voltage when a magnetic body is placed in its vicinity. When a
hall sensor uses a hall element to rotate a shaft with a single protrusion, voltage is generated
as the protrusion nears the hall sensor; this serves as verification of a single rotation by the
shaft. The protrusion on the shaft is fixed, which means that shaft position can also be
known.

Current

Current

Voltage

29

2.

Circuit
A vehicle is a machine designed to function according to a large number of computers' control.
The computer parts that make up a vehicle - the units - do not function individually, but in
conjunction with one or more of other units. Different units can function together organically
due to the electrical flow between them. A circuit diagram shows such organic relationships and
electrical flows in signs and figures. By reading and analyzing a circuit diagram, one can
understand system operation and also identify areas of trouble.

2.1 Basic Circuit Knowledge

The above circuit diagram is a common vehicle electronic circuit diagram. The circuit is made
up of a parent control module, various components (sensor, switch, fuse, etc.), wires and
connectors. The components of a circuit diagram are explained below.

30

 Component symbols

Category

Symbol
male

Connecto
r

Ground

Fuse

female

Details

Category

Terminal numbers
are shown on the left
of terminals. The text
and numbers to the
right are connector
names.

NPN
transistor

Signifies the end of a

wire connected to a
metallic part of a
vehicle

PNP
transistor

Supplied when
ignition is on and
displayed along with
fuse name and
capacity

Symbol

Details

Responsible for
switching and
amplification

Switch

A device for
connecting/disconn
ecting an electrical
circuit

Single filament lamp

Lamp

Sensor

Diode

A diode that passes

currents in a a single
direction

Lightemitting
diode

A diode that
generates light when
a current is flowing

Zener
diode

Instant conduction
occurs when an
over-the-limit current
flows reversely

31

Solenoid

Motor

Relay

Switch is connected
when a current flow
takes place through
a coil

 Wire information
<Wire color>
Symbol

Wire Color

Symbol

Wire color

Black

Orange

Br

Brown

Pink

Green

Red

Gr

Gray

White

Blue

Yellow

Lg

Light green

Pp

Purple

Tawny

LI

Light blue

(When a wire is marked as 0.3G)

Wire skin color: green
2 colors

Wire thickness: 0.3mm

(When a wire is marked as 0.3G/B)

Base color: green

Stripe color: Black

32

 Connector Info
The connector configurations below show the front of the connector of a harness with
components free of connectors. Terminal number, male/female distinction and color are
shown.
Connector information

The connector name is designated at the top of each connector, It is a combination

of letters and numbers.
Terminals that are not used with the connector are identified with a ( ).
Codes at the bottom of each connector represent additional information.
a.
b.
c.
d.

Connector manufacturer
Terminal series number
Number of terminals in a connector
Male/female terminal distinction
. Female pin: F (female)
. Male pin: M (male)
e. Connector housing color

KET_09011_04F_W
a

c d e

Connector terminal distinction

(Female connector) (Male connector)

33

Be sure to identify the male and female

connectors from each other.
Identify male/female connectors by the
shape of the internal terminal (pin) , not
by the shape of the housing.
Read female connector terminal numbers
from right to left starting from the top.
Read male connector terminal numbers
from left to right starting from the top.
Male/female connectors are connected to
the terminal based on the same terminal
number.
Terminal numbers can be read incorrectly
from some positions. Always detach a
terminal and read the number with the
terminal in front of you.

2.2 Circuit Analysis

Circuit analysis require knowledge of how the ECU detects switch operations. When the
driver or passenger presses a switch to use a particular function, the ECU must detect the
switch operation. The ECU detects switch operations in two ways.
Pull-up method
Switch to ground pick up
This means a 0V signal voltage is detected
when the switch is connected to ground.

Pull-up voltage

The ECU sends pull-up voltage to the

switch. When the switch is on, pull-up

Voltage
Pull-up
Resistance

Switch

voltage is connected with the ground. The

ECU

detects

the

pull-up

Signal
voltage
detection

voltage's

conversion to 0V and recognizes it as a

Time

switch operation. If no switch operation took

place, pull-up voltage is detected.
Pull-down method
Switch to battery voltage pick up
Signal voltage is detected when the switch
is connected to a battery.
Battery power is detected by the switch.

Battery voltage
Switch

Signal voltage
detection

Voltage

When the switch is on, battery power is

connected. Here, the ECU detects the
battery

voltage's

change

to

0V

Pull-down
Resistance

and

recognizes it as a switch operation. If no

switch

operation

takes

place,

0V

is

detected.

34

Time

 Rear Fog Lamp Circuit Analysis

When the user turns on the rear fog lamp switch, pull-up voltage sent by the BCM falls
to 0V. The BCM detects the switch operation using the pull-up method.
Constant power passes through the rear fog relay and stands by at the rear fog relay
control terminal of the BCM. Once the BCM detects a switch operation, it activates the
internal transistor to supply the power standing by at the relay to the ground.
The relay coil becomes magnetized and pulls the relay switch, making the relay full
operational.
As the relay functions, the constant power standing by at the relay terminal passes
through rear fog lamp RH and LH to the ground; lamps light up as a result.

35

3.

Communication
3.1 Outline of Communication
1) What is communication?
Communication began with the birth of mankind. Communication between individuals and
societies is indispensable in the formation and maintenance of a human society. A nearby
subject can be communicated to using gestures and language; however, subjects with a
considerable distance between them are unable to do so, and require a messenger or other
means, such as light, smoke or sound, for communication.
As such, communication can be defined as the delivery of information. In the everyday life, it is
common to come across the term "communication" and various tools are used for
communication. Such tools include telephones, mobile phones and computers (internet).
Extensive communication also takes place in a vehicle. Electronic communication in a vehicle
refers to the sharing of data by modules through electronic features.
2) Why communication is used
With the development of automotive technology, consumer consciousness of performance and
safety is increasing. They have come to demand vehicles with increased power, safety and
comfort. To meet such a demand, modern vehicles are equipped with a variety of ECUs and
convenience devices,
which require additional wiring and components. An inevitable
consequence is more frequent troubles. Installation of extra electronic parts require additional
wiring, and this increases the changes of a breakdown occurring. To minimize this issue,
communication takes place with each ECU for data sharing.
)What are the advantages of communication in a vehicle?
) Lighter wiring: Communication between ECUs responsible for control reduces wiring.
) Easier installation of electronic devices: Electronic components are controlled by the
nearest ECU.
Ex) Switch signals from the IMS system are received by the DDM, but seat position control is done by
the SCM located near seats. Such communication, which enables data sharing, allows an ECU to be
installed near electronic components that require control.

) Increased system reliability: Reduced wiring reduces the number of connectors and
contacts, which reduces trouble rate and enables accurate data sharing.
) Maintenance using diagnostic equipment: Diagnostic equipment can be used to check
ECU self-check results and sensor output for improved maintenance efficiency.

36

3) Data Sharing between ECUs (Electric Control Unit)

Each ECU receives the data it needs and provides the
data required by other ECUs through a cable. In other
words, computers are connected to each other for
resource sharing. There is a set of rules applied to
communication between ECUs; such a set of rules is
referred to as a "communication protocol".
Communication protocol
A communication protocol refers to a set of rules and commitments applied to the sharing of
data by ECUs in a communication network. For example, an American and a Korean having a
conversation would not be able to understand each other if one spoke English and the other
Korean. Such is a communication failure and, in vehicles, it would be a communication error of
an electronic communication system. If the ECUs are manufactured according to a set
communication protocol, communication can take place as required.
4) Types and Characteristics of Communication
Serial communication and parallel communication
1
0

0 1 0 1 0 1 0 .

<Serial communication>

<Parallel Communication>

Bit flows are sent. A single bit is sent at a

time. The term "serial" refers to the fact
that data is sent and received in sequence.
In general, serial communication is widely
used in communication that involves data
exchange. (Modes of Automotive Electronic
Communication)

Multiple data bits are sent simultaneously.

Multiple signals are divided ans sent at the
same time through multiple circuits. While
the speed of transmission increases,
circuit/device installation cost is higher.

Wired communication and wireless communication

Wired communication
A source device and target device are connected via a wire, through which signals are
exchanged. 1 on 1communication is basic form and most of communication methods we are
using fall on this category.
Ex) Telephone, fax, internet, vehicle electronic communication, etc.
Wireless communication
Wireless frequencies are used to exchange data. No cables are used. Multiple targets can exist
for a single source.
Ex) Radio, mobile phone, vehicle remote control, immobilizer antenna coil, smart key LF/RF receiver, etc.

37

 Asynchronous communication and synchronous communication

<Asynchronous communication>
1

0 0 1

Start Bit

0 0 1

Data Bit

Stop Bit

A start bit and stop bit is issued to every character for accurate data transmission.
Asynchronous communication is subject to transmission interferences, such as voltage drops
and noise, and experience bit addition or loss.

(Example: CAN communication, LIN

communication)
Asynchronous communication (CAN communication) in vehicles require two lines (CAN-HI and
CAN-LOW) for preventing system failures from communication line disconnections or short
circuits. Even if one of the lines fails, the other line allows normal communication to take place.
<Synchronous communication>

SCK

Data (TX, RX)

0

Synchronous communication transmits characters and bits without a start/stop code. A SCK
(clock circuit) must be installed to allow the the time of data sending and receiving between
ECUs to be estimated accurately. If not installed, clock data must be included in data signals.
(EX: Three-line synchronous communication)
In three-line synchronous communication, the most important signals are transmitted through
the SCK line. If this line experiences trouble, the system does not operate even if data is
output. Trouble in the TX or RX line only disables the functions they are responsible for.

38

 Simplex communication and duplex communication

Simplex communication
Data is transmitted in a single direction. In simplex communication, there is an ECU that
supplies data and an ECU that receives and executes data.
Duplex communication
Data is exchanged between ECUs. Data flows in both directions simultaneously.
Serial communication
Various operational data are output in sequence as they cannot be output simultaneously. If two
signals are detected simultaneously, priority data is recognized according to a predetermined
order of priority and all other data are ignored. This communication can take place in both
simplex and duplex mode.

39

3.2 Automotive Electrical Communication System

Automotive Communication Network Types
Controller Area Network (CAN)
Used for communication between the communication/body electrical system control
modules located between the powertrain and chassis controller
Two wires are installed. Categorized into high-speed CAN or low-speed CAN
depending on communication speed
SAE J1850
Serial communication; uses PWM (Pulse Width Modulation)
Primarily used for trouble diagnosis; use has declined recently
ISO 4230 (KWP 2000: Key Word Protocol 2000)
A protocol applied to communication with diagnostic equipment
Uses single-line serial communication
MOST (Media Oriented System Transport)
A network for exchanging data between multimedia devices
CAN communication between multimedia devices is increasing become prevalent
LIN (Local Interconnect Network)
Communication between various convenience functions and switches (sensors)
Single-line serial communication; max. transmission speed of 20Kbps (master-slave
mode)

Category

Major
features

LIN

CAN

J1850

KWP 2000

MOST

Communication
system

Master &
Slave

Multi master

Master &
Slave

Master &
Slave

Multi master

Connection
method

BUS

BUS

BUS

BUS

BUS

Communication
medium

Single
Wire
(1 wire)

Twisted pair
Wire
(2 wires)

Dual
Wire

Dual Wire
(K/L)
Single Wire (K)

Optical
communication
line

Communication
speed

Max.
20Kbps

Max.
1Mbps

10.4Kbps
(VPW)
41.6Kbps
(PWM)

10.4Kbps

Max.
24.8Mbps

Communication
range

40m

40m

40m

40km

Body
Electrical
System
Control

Powertrain
Chassis
Controller

GM/Ford
Chrysler

Diagnostic
equipment
communication

Multi media
communication

Application Range

BCM

40

1) Examples of communication configuration diagram

K-Line

Item

Features

Remarks

Standard: ISO 14230

Speed = 10.4 Kbps
Asynchronous Serial
Communication
Master Slave Type

North America OBD code and

European code
Powertrain, chassis and BCM
diagnostic communication
Increasingly replaced by C-CAN

C-CAN

Standard: ISO 11898

Speed = 500 Kbps
Twisted Pair Wire (2lines)

Engine control, A/T control,

TCS/ABC/ECS/4WD/steering angle
sensor connection

B-CAN

Standard: ISO 11519

Speed = 50 Kbps (Max
125k)
Twisted Pair Wire (2lines)
Fault Tolerant function
(respond to disconnection)

BCM, DDM, ADM, power seat ECM,

tilt/telescopic ECM, smart key ECM (PIC)
connection

Lower price than CAN

speed= 20 Kbps
Asynchronous Serial
Communication
Single Wire (1line)
Master Slave type

Engine ECU battery

sensorconnection
BCM/RPASmodule - ultrasonic wave
sensor connection
Widely used to give drive commands to
a variety of vehicle models

KWP 2000
(Diagnostic
Communication)
K-Line

LIN
Communication

41

2) CAN Communication System

"CAN" stands for "Controller Area Network." CAN communication was jointly developed by
Bosch and Intel in 1988 to enable digital serial communication between ECUs in vehicles. It is
applied to vehicles for its outstanding tolerance to harsh environmental conditions, such as high
temperature, impact, vibration and noise. Also, wiring between units can be minimized as it is a
form of multi-channel communication. ECUs that use CAN communication supply data and
selectively use supplied data through two BUS lines.
Multi-master mode
All modules connected to a CAN bus line can transmit data freely.
Communication arbitration
Multiple messages sent are organized according to a set of arbitration rules.
Dual wire connection mode
High-speed communication is possible
Asynchronous serial communication mode
Low-speed CAN
Referred to as "body CAN" in the automotive industry. Applied to data communication between
body electrical system units. Speed is 125 kbps or below.
High-speed CAN
Referred to as "chassis CAN" in the automotive industry. Applied to data communication
between powertrain and chassis units. Speed is between 125kbps and 1Mbps. Used when
critical data exchange is required in real-time. Data transmission interval is 1 to 10ms.
Physical features of CAN communication
Vertical resistor
Connected to remove reflections that cause communication failure.

<High Speed CAN>

<Low Speed CAN>

High-speed CAN
Vertical resistor is placed at each of the two ends of the two signal lines. Vertical resistors on
signal lines must match the impedance of signal lines. In accordance with ISO11898, vertical
resistors of 120 ohm are used. If multiple ECUs exist on a signal line, a vertical resistor only
needs to be connected to the ECU at each of the two ends of the signal line.
Low Speed CAN
A vertical resistor is required for every signal line of each of the ECUs connected to a network.
Low-speed CAN requires a vertical resistor, not on the signal lines, but the transceiver of each
ECU. The impedance of each vertical resistor is calculated using a set of formulas.
42

 Twist Pair Wire

When a radiowave hits a twist pair wire, the two bus lines are influenced equally. In such an
instance, a differential signal not affected by radiowaves is created by the difference of
CAN_H and CAN_L. Each wire uses different voltage to send signals. The signal voltage of
the CAN_H wire and the signal voltage of the CAN_L wire are reversed and sent
simultaneously.

<High Speed CAN>

<Low Speed CAN>

It is generally understood that the digital "1" is a recessive bit and the digital "0" is a dominant
bit. In high-speed CAN, "1" is 2.5V, and "0" is 3.5V for CAN_H and 1.5V for CAN_L. In lowspeed CAN, "1" is 4.8V for CAN_H and 0.2V for CAN_L. The values of "0" are identical to those
used in high-speed CAN.
3) LIN Communication System
"LIN" stands for "Local Interconnect Network." LIN communication is low-cost serial
communication that can be applied to vehicles for a dispersed electronic system. LIN
communication is allows more cost reduction than CAN communication. A LIN network is made
up of one master and one or more slaves. LIN is asynchronous serial communication that does
not send differential signals. Waveforms are generated by ECU voltage and ground voltage
levels.

BCM

Slave

LIN
Master

Master
[LIN Slave]

Start notification
Synchronization
ID transmission

Slave

Response

RR

RL
RCL

Slave

RCR
<LINdata transmission mode>

<RPAS ultrasonic wave sensor

control by the BCM>

LIN communication involves data generation from a master command and slave response on a
single signal line.
Start notification: The master module notifies all slave modules of a LIN communication start
Synchronization: The master module starts to send synchronized data to all slave modules.
ID transmission: The master module sends data to certain slave modules, requesting data.
Response: Slave modules that match the ID sent by the master module send the required
data to the master module.
43

4) K-Line Communication
K-line communication is similar to LIN communication. It is an asynchronous serial
communication mode which involves ECUs connected to a K-line giving responses when
requested by diagnostic equipment.

2. Communication
initialization
4. Communication
start response
6. Data transmission
8. Data transmission

- Communication
end response

1. Initialization request
3. Communication start
5. Data request
7. Data request

- Communication end

44

Diagnostics
Device

4.

Safety & Inspection Tool and Equipment

In this lesson, maintenance safety measures and the use of inspection equipment will be
explained to provide the most fundamental knowledge required as future mechanics.
When a vehicle breaks down, the first a mechanic does is use equipment to inspect the vehicle
and determine the type of repairs required. This means mechanics must have a good
understanding of the tools required for vehicle inspection and how to use them.
As the environment in which vehicles are repaired has a number of potential safety hazards,
such as tools and chemicals, safety is of utmost importance. As vehicles generate power from
mechanical and chemical action, safety measures must always be exercised.

4.1 Safety Signs & Advice

Safety Sign

Warning

Meaning

Warning

Meaning

Prohibition

Meaning

High voltage

Danger of
explosion

No open fire

Flammable

Warning

No smoking

Fork-lift truck
traffic

Corrosive

No pedestrians

Dont use
water to
extinguish a
fire

Toxic

45

 Advise
Advise

Meaning

Advise

Meaning

c.f

Meaning

Wear gloves

Wear Safety
Shoes

First aid

Wear earplugs

Wear Safety
Glasses

Way out with

direction to
follow

4.2 Multi Meter Use

A DMM (Digital Multi Meter) is a voltmeter used to measure voltage, currents and resistance.
Functions of a DMM
Resistance measurement
Capacitor measurement
Direct/alternating current voltage measurement
Direct/alternating current voltage measurement
Diode state (normal/defective) and polarity identification
Short Test

Multi meter
configuration

Transistor amplification measurement

Frequency measurement

Display

Pay attention to units and decimals

Range of
selection

Current, voltage, resistance or diode can be selected

Transistor measurement hole
V, , , and diode measurement
Measurement of currents of 10A or lower
Ground

Input Jacks
46

 Measuring a current
1. Identify the type of a current

Battery

(direct/alternating) to be measured
and select a range.
2. Open

the

circuit

(remove

connector) in the point to be

(+)

measured and insert the probe in a

series. Take the current direction

(-)

into consideration when inserting

the (+) probe and (-) probe.

Measuring voltage

1. Identify the type of a current

(direct/alternating) to be measured

Battery

and select a range.

2. Connect the voltmeter's (+) probe
to the (+) polarity wire and the (-)
probe to the (-) polarity wire of the
cell in a parallel.

Measuring resistance
1. Select a range with the resistance

symbol ().

Battery

2. Insert the two probes in the two

ends of the resistance (direction
does not matter). Increase the
range from low to high until the
resistance is displayed on the
screen.

Good/bad diode test

1. Select a range showing the diode

symbol.

2. A diode is normal if the value 0.6V

is displayed when the (+) probe is

connected to the anode and the (-)
probe is connected to the cathode.
Approximately 2.6V is measured
when connected in the opposite
direction.
47

 Good/bad transistor test

1. Position the range on a NPN or
PNPv transistor.
2. Insert the transistor in the port in
the correct direction. Amplification
is displayed when NPN is inserted
in E,B,C and PNP is inserted in
E,C,B.
Good/bad switch burn-in test
1. Select a resistance range.

2. Connect a probe to each of the two

ends of the switch and turn the
switch on. The switch is normal if
resistance is shown as 0. A set
resistance value is displayed for
switches with built-in resistance.

Tip: Using a testing lamp

A voltage test or switch burn-in test can be conducted using a testing lamp instead of a DMM.
A testing lamp is especially convenient when only a
rough measurement of voltage is required. A testing
lamp is made up of a probe, a lead cable connected to
a ground, and a 12V light bulb. Connect the lead cable
to a ground and connect the testing lamp to multiple
locations along a circuit to be measured for voltage. If
the light bulb lights up, voltage is present in a tested
location. However, the following must be taken into
consideration. Vehicle circuits usually have an ECU
module that contains a semiconductor. The voltage of
such a circuit must be tested using a DMM.
The ECU recognizes a connected testing lamp as another resistance connected in a
parallel. As such, a current in excess of what should flow to a load can flow. The use of a
testing lamp on this type of circuit is prohibited as the ECU circuit can be damaged.

48

4.3 Use of GDS as Diagnostic Equipment

The Global Diagnostic System (GDS) offers a new standard of vehicle diagnosis. By using the
vehicle communication interface (VCI), the user can communicate to various vehicle systems.
The GDS features a multimeter and a four channel oscilloscope function which can be
accessed by connecting the vehicle measurement interface (VMI) to the PC. Furthermore
essential diagnostic resources such as technical service bulletins (TSB) or workshop manuals
can be accessed by connecting to the internet or are stored at the laptop hard drive. The
software used by GDS is developed by the company Global Information Technology (GIT) which
is based in Korea.

GDS Configuration

DLC connector
VCI

Prove

GDS laptop
GSW
VMI
Software
Program

49

 GDS Installation
VCI Installation
Install the VCI and enter the VIN (vehicle identification number) or select a vehicle
model/year/engine specs and select a system to have the ECU with a connected K-line perform
a quick self-check.
GDS-VCI execution function
- DTC display
- Sensor data
- Forced actuator operation
- Secondary functions: ECU upgrade, ID register, sensor initialization, etc.
- Maintenance guidelines and ETM are provided in software format

1. Connect a
USB cable

2. Connect a
DLC cable

Dash panel
Bottom left

Power switch

<GDS screen>
USB terminal
VCI communication screen

50

VCI status display

DLC terminal

 VMI Installation
Installing a VMI without installing a VCI allows the use of the oscilloscope and multi meter
function without entering a vehicle model and options.
GDS-VMI execution function
- Oscilloscope function: Measures the waveform of voltage flowing in terminals
- Multi meter function: Provides data such as voltage, resistance, frequency, duty and pulse
width
3. Connect a probe.
Measure in pairs. Up to three pairs (6 total)
of terminals can be measured.

1. Connect a USB cable

2. Connect the battery cable

with correct polarity.

Connect to a terminal
to be measured.

Power switch

VMI status display

<GDS screen>
An oscilloscope supports up to four channels

51

 GDS Programs
The following are GDS programs used before and after vehicle maintenance.

:
info

:
info

VMI-related

VMI-related

: VCI, VMI and internet status can be checked at the top of a GDS program.
Diagnosis: Troubleshooting information is provided
: vehicle options

: system options

: DTC data display

: Sensor data display

52

: Actuation Test

Vehicle S/W Management: Used for follow-up measures (sensor calibration or

variant coding) for system data registration or repairs.
: Used to set user options

: Inspection/Test

supports sensor calibration and sensor tests, but the actual items supported may vary
by system. Further details will be provided in the System section.
: (Repairs) Parts locations, assembly instructions and circuit diagrams are provided

53

: VMI measurement screen

54

e 2. Body Electrical Control System

Learning
Objectives

Describe the history and features of the body control module.

Describe the body control module's control functions and

processes.

Perform body control module service procedures.

1. BCM & SJB Introduction

1.1 History
1.2 Input/output Interface
1.3 IPS Function
2. BCM & SJB Control
2.1 Main Functions
2.2 Wiper Control
2.3 Lamp Control
2.4 Central Door Lock/Unlock Control
2.5 Miscellaneous Controls
3. Service Procedure

1.

System Introduction
1.1 System History
Body electrical systems were developed for the speedy control of modules required for the
application of various convenience functions in vehicles. The Body Electrical System is the
system that provides integrated control for various convenient features of a vehicle. It supports
controls for the wiper system, lamp system, central door lock/unlock system, and theft alarm
system. The history of body electrical systems is summarized below.
1) ETACS
ETACS is the acronym for Electronic Time Alarm Control System. Its controls the timer
(heating wire timer and power window timer), alarm (seat belt alarm, door open alarm, etc.),
lamps and door lock. Vehicles with an ETACS receive all switch data related to body electrical
system control through the ETACS. Relay, actuator and motor control was also performed by
the ETACS. Communication with diagnostic equipment is not possible as no communication IC
is installed. ETACS is not used in modern vehicles.
2) BCM
BCM is the acronym for Body Control Module. It is the successor to the ETACS. Its difference
from the ETACS is that communication with diagnostic equipment is possible. Although
individual vehicles models vary, the control of a BCM is similar to that of an ETACS. Diagnostic
equipment communication allows the viewing of current data on input/output elements, and
actuation tests can be carried out.
3) BCM + SJB
As BCMs started to use CAN communication and more functions became required of them,
the SJB (Smart Junction Box) was applied to BCMs. Like BCMs, SJBs receive switch data and
drive actuators. A SJB is connected to a BCM via CAN communication to receive BCM
commands and drive actuators. The BCM + SJB combination is the most common body
electrical system used today.
4) IPM
IPM is the acronym for Intelligent Integrated Platform Module, which combines all the functions
of a BCM and SJB. Switch signals are received from modules related to control functions for
actuator output. IPMs are mainly found in luxury vehicles.

58

1.2 Input/output Interface

The most important function of a body electrical system is receiving switch signals and
producing an appropriate output. The input and output of signals is closely related to Basic
Electrics and Electronics. Take a look at the following diagram.

Power

Switch 1

5V

TR
C
P
U

Relay

B+ Power
Ground

1) Input
Switch input shows that voltage of 5V is sent to the switch from the body electrical system. If
the switch operates, the pull-up voltage of 5V falls to 0V. The BCM detects this voltage drop
and recognizes the switch operation. This is called the pull-up method. As explained in Basic
Electrics and Electronics, there is also the pull-down method, which immediately inputs 12V
upon switch operation, in addition to the pull-up method.
2) Output
Upon switch input detection, the body electrical system must drive the relays to switch on the
lamps. The body electrical system sends output currents to the transistor to drive the transistor
that controls the relays. When the transistor switches on, the relays become magnetized and
lamps operate. If output is executed by a module other than the one that detected the switch
signal, the "switch on" signal is sent to the module responsible for output through the
communication line.
The system's input/output components increased significantly as a vehicle's control features
increased. The trend in recent models is the change from the ground output control using
transistor to power output control using the IPS to actively respond to potential problems
created at the output terminal.
In short, a body electrical system controls output when input conditions are met. The pull-up
method and pull-down method are mainly used for input monitoring. Output control takes place
through transistor-based relay ground control or IPS-based control.
59

1.3 IPS
IPS stands for Intelligent Power Switching device, which is an output device that can replace a
relay and fuse. IPS uses a semiconductor device and is being widely applied to body electrical
system output control. In addition to output control, IPS can detect and manage a circuit
disconnection, short circuit or overload. Other features include a self-check function, compact
size and multi-channel control.
Currently, IPS is being widely used for smart

junction box output control. An IPM can also

use an IPS for output control.

Relay

fuse

IPS

IPS is mainly used for the control of vehicle lamp (head lamps, indicators, tail lamps and fog
lamps) output. The key functions of IPS are as follows.
<Refer to: ARISU LT>

A device that integrates four IPS units. Performs

the function of four IPS units simultaneously. 4As
four IPS units are combined into a single package,
there is ample space and simplified software is
used.

1) Wiring protection
PCL (Programmable Circuit Limit) function
Fuse is removed on IPS applied circuit. IPS directly detects the current flowing through the
circuit and, if over current is detected, the IPS cuts off power to the corresponding circuit.
Category

Description

Application Range

All the lamp loads controlled by IPS (head lamp, fog lamp, tail lamp)

Current detection

If over current flows, cuts off the power within 300 ms and record the
event for diagnosis.

Deactivation
Conditions

When the shut off switch returns to On (when no over current is

detected), after the lamp switch where over current is detected has
been turned Off.
When the switch returns to On after IGN Off (when no over current
is detected)

The following diagram shows how IPS detects and cuts off overcurrents.

60

Fuse and relay control

IPS Control

Interior junction box

SJB

Fuse Disconnection

B+

B+
Overcurrent flow

Prevent control if
overcurrent is detected
and record Lamp status

Transmit current information

Short circuit

MCU

BCM

Short circuit

Overcurrent flow

In the case where a fuse was used, it got disconnected from an overcurrent when a short
circuit occurred in the lamp circuit.
The following is the application of an IPS. Circuit currents are constantly monitored by the IPS.
When an overcurrent is detected, data is sent to the controller of the SJB. The SJB
immediately stops IPS operation to prevent circuit damage.
OCL (Open Circuit Limit) function
Different than the PCL, the OCL detects disconnection and notifies the driver if the circuit is
disconnected. OCL is applied to indicators and hazard lamps to speed up their blinking in the
event of a lamp disconnection.
Category

Description

Application Range

The OCL is applied only to the turn signal lamp and hazard lamp, and
detects the circuit disconnection (bulb out of socket) and controls the
remaining bulbs to make them blink faster.

Current detection

Detects disconnection when the current flowing in the turn signal lamp
circuit is below 1 A and records the occurrence for diagnosis.

Deactivation
Conditions

When the shut off switch returns to On, after the lamp switch where
disconnection was detected has been turned Off.
When the switch returns to On after IGN Off and normal current is
detected.

If the lamp circuit gets disconnected while IPS is monitoring circuit currents, current detection
will indicate 0. As well, circuit disconnection data is sent to the SJB controller. The SJB then
blinks all the lamps except the disconnected one quickly to notify the user of the lamp failure.

61

2) Overvoltage protection (PWM control)

The voltage applied to the lamp varies depending on the generated voltage. If the generated
voltage is low, then there's not enough illumination, and if the generated voltage is high, then
the life span of the lamp is shortened. The SJB controls the PWM to keep input voltage at
13.2V to increase lamp life span. Protection against surge voltage is applied to below 3
devices.
Head lamp low LH/RH (The surge voltage protection feature is not applicable for HID
option)
Head lamp high LH/RH
Front fog lamps (LH/RH) and tail lamps (LH/RH)
PWM control is not required for HID lamps as they have a built-in voltage booster called
Ballast.

B (surge voltage inlet)

If less than 13.2V is inputted,

PWM is not activated

ADC Circuit

Maintain 13.2V rated voltage

IPS

Controller

SJB

If the pulse width is narrow

If the pulse width is wide

70%

50%

12V

12V

0V

0V
30%

50%

If 12 V is controlled at 70% On and 30% Off as

If 12 V is controlled at 50% On and 50% Off as

shown in the diagram, the average voltage is

shown in the diagram, the average voltage is

maintained at approximately 8 V.

maintained at approximately 6 V.

Pulse Width Modulation (PWM) can maintain constant voltage by modulating the pulse width.

62

2.

Control
2.1 Main Functions of the Body Electrical System
While body electrical systems differ by vehicle, they perform the following functions in general.
Category

Function
Seat belt warning, Seat belt reminder , Alarm buzzer

Warning

RPAS indicator/buzzer control, RKE teaching

Sun roof open warning, Parking brake warning, Key reminder

B/Alarm
Timer

Anti-theft control
Rear defogger, Front deicer, Power window control
Central door lock/unlock by switch/key/RKE/SMK, Key reminder

Door

Auto door lock (Shift from P, Vehicle speed 15kph) control

Auto door unlock (Crash, Shift to P, Key out) control, Tailgate unlock

Safety

Ignition key interlock, ATM shift lock control

Tail lamp control by switch / auto cut, Auto light

EXT. lamp

Headlamp control by switch / auto light, escort control

Puddle & Pocket lamp control, Hazard lamp, Fog lamp control

INT. lamp
Wiper
etc

Room lamp delay control, Map lamp delay control

Front wiper: intermittent, washer, mist
Rear wiper: intermittent, washer, on/off
AV unlock output, Auto mirror folding & unfolding

The body electrical system controls the lamps, wipers, power door lock, timer and alarm. In
this lesson, some of the main control functions of the body electrical system will be explained.

63

2.2 Wiper Control

IG
BCM

Wiper
Motor

Parking
LO

Wiper
Relay

C
1.
U

HI

LO

HI

IGN

Off

INT

INT

INT.T

Washer
Motor

Multifunction Switch
Vertical: switch position

Horizontal: Output terminal for switch position

The table indicates internal burn-in for the switch
LO
position.

Wiper control takes place as follows. The

wipers are independently
controlled by the BCM
HI

without the SJB. When the LOW or HIGH function is used, power is supplied to the wiper
motor without BCM intervention. (In some vehicles, the wiper LOW and HIGH functions are
also controlled by the BCM.)
W

WIperINT and MIST functions are controlled by the BCM. When the switch is operated, the
BCM receives switch signals and operates the transistor that controls the wiper relay. When
the wiper relay becomes magnetized, IGN power is supplied to the motor after passing
through the internal contact of the multi-function switch.
The windscreen washer function is also controlled by the BCM. Positioning the switch to
"washer" immediately activates the washer motor and the wipers are controlled at LOW speed
by the BCM.
Regardless of the wipers' current position, when the wiper switch is set to "off," the wipers
return to their original position. This function is in place to prevent the wipers from stopping in
the middle of movement when the switch is set to "off." When the wipers are operating, the
parking switch inside the wiper motor is always mechanically connected to IG power. This
keeps supplying power to the wiper motor even when the switch is set to "off." When the
wipers return to their original position, the parking switch connects to the ground mechanically
and cuts off power to the motor.
64

2.3 Lamp Control

1) Tail Lamp & Head Lamp Control
Ambient
Ambient
Light
Light Sensor
Sensor

Cluster

SJB

Tail lamp switch

Lamp Control
request

Head lamp
LOW switch

SJB
Control Signal

Tail
Lamp

IPS
CPU

BCM

Head lamp
HIGH switch

IPS
Lamp output
completion
signal

Autolight switch

Head

Current Value
Feedback &
failure information

lamp

LOW and HIGH switch signals for the tail lamps and head lamps are detected by the BCM.
The BCM give IPS output commands to the SJB through B-CAN communication. Then, the
SJB produces tail/head lamp output through the IPS. The SJB sends an output completion
signal to the BCM to determine system soundness. At the same time, data is sent to the
cluster through CAN communication to light up the indicators.
If an auto light function is present, auto light switch signals are also detected by the BCM. If
the light level sensor reading sent to the BCM indicates that lamps need switching on, the
BCM sends an IPS output command to the SJB to switch on the lamps.
2) Indicators & Hazard Lamp Control
SJB

Lamp Control
request

Front left turn signal lamp

BCM

Rear left turn signal lamp

IPS
Control
CPU

Front right turn signal lamp

Rear left turn signal lamp

Hazard Lamp Switch

Left turn signal lamp switch

Turn signal lamp

sound relay

Cluster

Right turn signal lamp switch

Indicator and hazard lamp control through switch operation is processed by the SJB alone.
Indicator and hazard lamp switch signals are input directly in the SJB. The SJB activates
lamps by operating the indicator sound relay and IPS. At the same time, data is sent to the
cluster through the CAN line to light up the indicators. The indicators can be switched on when
the ignition is both on or off.
Hazard lamp blinking by the RKE is collectively triggered by the BCM and SJB. When the
BCM receives RKE remote control data, a hazard lamp activation command is given to the
SJB through CAN communication.
65

3) Tail Lamp Auto Off Control

SJB

Driver Side Door Switch

Tail Lamp Switch
Switch Signal

IPS
Control

CPU

Tail
Tail Lamp
Lamp OFF
OFF

BCM
Tail Lamp OFF

The tail lamp automatically turns off when removing the key and opening the door.
Tail lamp "on" signals are detected by the SJB. Turning off the ignition and opening the driver
side door sends a "driver door open" signal to the SJB. The SJB sends door switch data and
tail lamp switch data to the BCM. The BCM sends a "tail lamp off" signal to the SJB and the
SJB turns off the tail lamps.
4) Head Lamp Escort Control

SJB
Door switches (four total)
Hood Switch
Trunk Switch
Switch Signal

CPU

IPS
Control

Head
Head lamp
lamp OFF
OFF

BCM
Head Lamp OFF

H/Lamp Low
Auto light

Passive lock
SMK

The head lamp escort function is only enabled when the escort function is switched on in the
USM. With the head lamp escort function, turning off the ignition while the head lamps are on
keeps them on for about 20 minutes (can vary by vehicle model) before switching off.
Head lamp "on" signals are detected by the BCM. Switching off the ignition makes the BCM
give the "head lamps off" command to the SJB after 20 minutes.
Closing all doors after switching off the ignition sends a door switch signal to the SJB. If the
remote control lock or passive lock switch is pressed, the BCM detects the signal and
activates the anti-theft mode. When this happens, a "head lamps off" command is given to the
SJB after 30 seconds.
Pressing the remote control lock button twice while in anti-theft mode sends a signal to the
BCM, which immediately sends a "head lamps off" command to the SJB.
66

2.4 Door Lock/Unlock Control

1) Central Door Lock/Unlock Control(RKE, power door lock switch)
SJB
Power door lock switch
Switch Signal

IPS
Control

CPU

All-door
All-door Lock/Unlock
Lock/Unlock

BCM
Door lock
output
command

Central door lock/unlock control is executed by the BCM and SJB. When the user presses the
power door lock switch, a signal is sent to the SJB. The SJB then sends a switch signal to the
BCM through CAN communication. If the door lock/unlock requirements are met, the BCM
sends a "lock/unlock" command to the SJB. After receiving the BCM's command, the SJB
activates the IPS to control the door lock relay.
RKE door lock/unlock signals are received by the BCM. The BCM sends a door lock/unlock
command to the SJB, and the SJB activates the IPS.
2) Speed-sensitive Door Lock
SJB
Vehicle Speed

BCM
Door lock
output
command

IPS
Control

CPU

All-door
All-door Lock/Unlock
Lock/Unlock

Enabling speed-sensitive door lock control in the USM enables automatic central door lock
control at the set speed. Speed signals are sent to the gateway (cluster or BCM) through CCAN, and passed on to the BCM. If the vehicle exceeds the set speed, a door-lock command
is sent to the SJB, which then locks all doors.
3) Impact-sensing Door Unlock Control
SJB
A
C
U

Crash
output

B
C
M

Door lock
output
command

IPS
Control

CPU

All-door
All-door Lock/Unlock
Lock/Unlock

In the event of airbag deployment upon impact, the ACU sends a crash signal to the BCM. The
BCM gives an "all-door-unlock" command to the SJB to let everyone out of the vehicle. The
SJB unlocks all doors.

67

2.5 Miscellaneous Controls

1) Heating Wire Timer Control
SJB

Glass heating wire signal

Relay
output/OFF

Alternator L signal

BCM

Relay
Control

CPU

Defogger
Defogger
Output
Output

Pressing the heating wire switch while the ignition is on, i.e. when charge voltage is being
output from the generator's L terminal, activates the heating wire for approximately 20 minutes
before switching off automatically.
When the heating wire switch in the FATC is enabled, the BCM detects the switch signal. If the
heating wire activation requirements are met, the BCM give an "activate heating wire relay"
command to the SJB. The SJB activates the relay to supply power to the heating wire. 20
minutes after heating wire operation, an "output off" command is sent to the SJB to switch off
the heating wire. The SJB deactivates the relay to cut off heating wire output.
2) Anti-theft Mode

SJB
Door switches (four total)
Hood Switch
Trunk Switch
Switch Signal

IPS Control

All-door
All-door lock
lock

CPU
IPS
Control

BCM

Hazard
Hazard lamp
lamp control
control

All-door lock

Security
Lamp

Passive lock
SMK

All doors must be closed and locked and the trunk and hood closed for the anti-theft alarm to
activate.
A door switch signal, hood switch signal and trunk switch signal are sent to the SJB, which
passes the signals on to the BCM through CAN communication. If the BCM receives a remote
control lock signal or passive lock signal in this state, an "all-door-lock" command is sent to the
SJB (refer to the Door Lock Control section).
After all doors are locked the BCM sends a hazard lamp output command to the smart junction
box and, at the same time, activates the security lamps.
After entering the anti-theft mode, the burglar alarm activates and ignition is disabled if any of
the doors, hood and trunk is opened.

68

3. Service Procedure
1) Key Current Data

< BCM Current Data >

<SJB Current Data >

The GDS supports current data required by the BCM and SJB. Selecting the initial BCM item
allows the selection of BCM or SJB for current data viewing. The current data of the BCM and
SJB displays the switch signals and output signals received by each module.
Correct switch input and module output signals for a particular function can be verified by
viewing the current data.

69

2) Actuation Test

The BCM and SJB can perform an actuation test on the relays they each control. Each relay
can be activated through the activation test and output can be verified as normal.
3) User Option

In User Options, some convenience functions controlled by the BCM and SJB can be turn on
or off to suit the user. This function is similar to that of USM on the cluster. The convenience
functions that can be enabled/disabled include Auto Door Lock, Auto Door Unlock, Welcome
Light and Headlamp Escort.
70

4) Transmitter Register

For remote keyless entry, transmitter code saving is required after a key or BCM replacement.
This procedure enters key data in the BCM, and is not the same as a key registration in the
immobilizer system. (For smart key systems, only a smart key registration is required.)
Key Registration Process

71

3. Convenience & Safety System (1)

Describe the functions and mechanisms of convenience/safety

systems.

Learning
Objectives

Describe the locations and roles of system components.

Test system components for normal functioning.

Perform post-component replacement service procedures.

1. Immobilizer System
1.1 System Introduction
1.2 System Layout
1.3 System Components
1.4 Control
1.5 Service Procedure
2. Cluster
2.1 System Introduction
2.2 System Layout
2.3 Functions & Control
2.4 Service Procedure
3. Air Conditioner System
3.1 System Introduction
3.2 System Layout
3.3 System Components
3.4 Control
3.5 Service Procedure
4. Supplemental Restraint System
4.1 System Introduction
4.2 System Layout
4.3 System Components
4.4 Control
4.5 Service Procedure

1.

Immobilizer System
1.1 System Introduction
1) What is an Immobilizer System ?
An immobilizer system is an anti-theft system that allows engine start-up through mechanical
and electronic key verification. An ignition key used in conjunction with an immobilizer system
has an IC chip, commonly known as a transponder. Key verification takes place when the
encrypted data on the transponder matches the data registered in the immobilizer ECU or
EMS.
Immobilizer System has full security protection against vehicle theft by using a copied key. The
system has been applied first in Grandeur XG 3.0, and has been installed in phase in the
vehicles since then.
2) History
There are two versions of immobilizer system. Each has evolved to take on a slightly different
logic for different vehicle models. The manufacturers are Shinchang and Bosch. Shinchang
immobilizers have evolved from the Shinchang-type to the STF-type, while Bosch immobilizers
evolved from the Smartra-type to the Smartra 3-type.
England's automobile insurance regulation (THATCHAM) specifies that a vehicle must deter
theft for at least 5 minutes, and Canada adapted the same regulation since September, 2007.
However, the early versions Shinchang-type and Smartra-type only performed key verification
between the engine ECU and transponder. Because the immobilizer ECU only provided
communication relay without engaging in the key verification process, the early versions had
the downside of allowing a vehicle to be stolen in under 5 minutes just by replacing the EMS
and transponder.
Removal
A

ECM
A

Master

Change
B

For example, if the EMS of Vehicle A and Vehicle B in the above diagram share the same
specifications, remove Vehicle A's engine ECU and install it in Vehicle B. Next, with the key for
Vehicle A in possession, start the engine with a replica of the key for Vehicle B. This equates to
starting Vehicle B with Vehicle A's EMS and key, making stealing of Vehicle B possible.
The new immobilizer systems STF-type and SMARTRA 3-type were developed to add an
encryption function to the engine ECU, transponder and immobilizer ECU to meet the legal
requirements and provide an improved anti-theft function.
The STF-type and SMARTRA 3-type are identical systems with different names and a minor
difference in the verification process.

73

3) STF System and SMARTRA 3

The only feature that set the conventional Shinchang-type and Smartra-type apart from the
newer STF version and SMARTRA 3 version is engagement of the immobilizer ECU in the key
verification process. As such, the STF version and SMARTRA 3 version will be examined in
detail in this section.
Refer to the table below to learn about the STF version and SMARTRA 3 version.
No

Category

Bosch SMARTRA

System
Components

SHINCHANG ICU

SMARTRA

Immobilizer Control Unit

Authentication
Process

Transponder ID verification
EMS
(EMS
(ANT. Coil)
Transponder)
Smartra unit verification
(EMS
SMARTRA Unit)
Transponder verification
(EMS
Transponder)

Transponder ID check and

verification (ICU Transponder)
Immobilizer Control Unit
verification (EMS ICU)

Verification
system

EMS

ICU, EMS

(ANT. Coil)

EMS

Both types of above immobilizers not only checks the Transponder ID but also performs two
additional key authentications. The difference is the lead component during the ID verification
and key authentication processes. The immobilizer ECU is referred to as the "Smartra unit" in
the SMARTRA 3-type and as the ICU (Immobilizer Control Unit) in the STF-type.

ID verification process

Key verification requests are sent and received key data is verified by the engine EMS in the
SMARTRA 3 and by the ICU in the STF.

Verification process

In SMARTRA 3, the EMS is responsible for EMSSMARTRA unit verification and

EMStransponder verification. In STF, ICUtransponder verification is performed by the ICU,
while EMSICU verification is performed by the EMS.

74

1.2 System Layout

The immobilizer system controls ignition through the synchronization of the key with a built-in
transponder, antenna coil, immobilizer ECU and engine EMS. The immobilizer ECU is referred
to as the "Smartra unit" in the SMARTRA 3-type and as the ICU (Immobilizer Control Unit) in
the STF-type.
One difference is the controller of the immobilizer lamp in the cluster. In the SMARTRA 3, the
engine EMS controls the immobilizer lamp, while the ICU controls the immobilizer lamp in the
STF system. The immobilizer lamp switches on and off when ignition take place normally.

1.3 System Components

Functions and Roles

Image and name

Key with transponder
ASIC

Coil Antenna (Antenna coil)

Immobilizer ECU

Semiconductor parts are located in the inner part of the key

holder. A key serial number and PIN code are saved in the
semiconductor circuit.
Inside the key is a coil and energy is received from the
immobilizer ECU through the coil antenna at ignition, making a
built-in battery unnecessary.
At ignition, power is received from the immobilizer ECU and
energy is supplied to the key transponder in wireless format.
Conducts wired communication with the immobilizer ECU and
wireless communication with the transponder
Resistance on both ends of the antenna coil is approximately
8.5 ohm.
It is mounted on the column shaft below the steering column
cover.
Supplies electric energy to the antenna coil during IG ON.
Receives the transponder's key IDE.
Performs key verification with the transponder (only STF Type).
Performs key verification with the engine EMS.
Controls the Immobilizer Warning Lamp in the Cluster. (Only
STF Type)
Performs a self-check in the event of a system failure (only STF
Type).
75

Functions and Roles

Image and name

It is mounted behind the air cleaner in the engine compartment.

Performs key verification with the engine EMS.
Receives the transponder's key IDE.
Performs key verification with the transponder (only STF Type).
Performs a self-check in the event of a system failure (only STF
Type).
If the information does not match, it cuts off the ignition line and
the fuel.

Engine EMS

1.4 Control
1) SMARTRA 3 Version (By BOSCH)
RF comm.
Low freq. 125KHz

Transponder

R/N: Random Number

Antenna Coil

Request TP IDE

SMARTRA Unit

R/N1 Encryption

TP IDE

Engine EMS

Request TP IDE & Send R/N1

TP IDE & ERN1 (Encrypted R/N1)

Send R/N2
R/N2 Encryption

ERN2 (Encrypted R/N2)

When ignition is turned on, the SMARTRA unit supplies power to the antenna coil. Once
magnetized, the antenna coil forms a magnetic field with the coil inside the transponder to
enable wireless communication. A condenser is located in the transponder's internal circuit,
making power charging possible
The engine EMS generates Random Number 1 and sends it along with a transponder ID
request. Random Number 1 is encrypted by the SMARTRA unit. The transponder ID and
encrypted Random Number 1 are sent back to the engine EMS. The engine EMS
compares its data with the data received from the transponder and SMARTRA unit for
consistency.
Upon completion of the primary verification, the engine EMS generates Random Number
2. This data is sent to the transponder. The transponder encrypts Random Number 2. The
encrypted Random Number 2 is returned to the engine EMS, which compares it to its own
data for consistency. Once verified, ignition takes place.

76

2) STF Version (By SHINCHANG)

RF comm.
Low freq. 125KHz

Transponder

R/N: Random Number

ICU: Immobilizer Control Unit

Antenna Coil

ICU

Engine EMS

Send R/N1
Waiting

R/N1 Encryption
TP IDE & ERN1 (Encrypted R/N1)

Send R/N2

R/N2 Encryption
ERN2 (Encrypted R/N2)

Identical to SMARTRA3 Version.

The ICU sends Random Number 1 to the transponder. Random Number 1 is encrypted by
the transponder. The transponder ID and encrypted Random Number 1 are sent back to
the ICU. The ICU compares the data from the transponder with its own data for
consistency.
Upon completion of the primary verification, the engine EMS generates Random Number
2. Random Number 2 is sent to the ICU, which encrypts it again. The encrypted Random
Number 2 is returned to the engine EMS, which compares it to its own data for
consistency. Once verified, ignition takes place.
<cf. Immobilizer system communication waveform>

IMMO activation at IGN OFF->ON

Immobilizer ECU-Antenna coil
Serial communication
(EMS-IMMO)
IMMO_LAMP OFF->ON

77

IGN
ANT+
EMS Comm. Line
IMMO LAMP

1.5 Service Procedure

1) Key Current Data

No. of registered keys

Shows the number of registered keys. Up to 8 keys can be registered.
ECU state
Virgin (initial) / Learnt (key registered) / Neutral (initialized)
Key state
Virgin (initial) / Learnt (key registered) / Invalid (authentication failed) / Not check (key not
found)
Immobilizer ECU state
Virgin (initial) / Learnt (key registered) / Neutral (initialized)
If "Locked" is displayed by the ECU, PIN code or password cannot be entered for one hour
due to having entered it incorrectly more than three times.
2) ID Register

Teaching
Registration of transponder key data in the engine EMS and immobilizer ECU The PIN code of
a vehicle is required to register a key. (PIN Code: Can be found by searching a vehicle's VIN
number at the GSW site.)
Key registration requirements
EMS=Virgin/Neutral, Immobilizer ECU=Virgin/Learnt/Neutral. When both the EMS and
immobilizer ECU are in the learnt state, their PINs must match in order to register a new key.

78

 What to remember for key registration

Entering the wrong password three times enables the lock timer for one hour
The lock timer is automatically disabled after one hour (do not remove the battery as doing
so will reset the lock timer - keep the ignition on)
An invalid key (e.g. another vehicle's key) cannot be registered. An "invalid registration"
message is received from the diagnostic equipment.
Password Teaching/Changing
A password can include four numbers. When an emergency engine start (limp home ignition)
is required due to an immobilizer system error, the password must be entered. When no
password is registered, i.e. new vehicle, diagnostic equipment must be used to register a
password. Diagnostic equipment can be used to change a registered password. If the
password is forgotten, it can be reset by initializing the EMS and immobilizer ECU.
Password registration/change requirements
EMS=Learnt, Immobilizer ECU=Learnt, KEY=Learnt
What to remember for password registration
Entering the wrong password three times enables the lock timer for one hour
The lock timer is automatically disabled after one hour (do not remove the battery as doing
so will reset the lock timer - keep the ignition on)
Limp home ignition mode cannot be used if no password has been registered.

LIMPHOME mode
Engine cannot be started normally with the key in case of invalid communication data due to
transponder failure or in case of Immobilizer System failure. In such a case, the feature that
allows the engine to start by using emergency password is called the Limp Home feature.
Limp Home allows the engine to start if 4 digit password is entered via diagnosis device, and
the password matches the information in the EMS. Limp Home engine start by using diagnosis
device can be performed up to 255 times.
LIMPHOME mode activation requirements
EMS=Learnt, Immobilizer ECU=Learnt, Password=Learnt, KEY=No TP(Transponder)/ Invalid/
Virgin.

79

The limp home mode can be activated by the user without the use of diagnostic equipment. If
the number of KEY Switch IG ON-OFF matches the registered password, limp home ignition
can be performed.
Input: After the key switch has been on for more than five seconds, switch it ON (T3: 0.2-5
sec) then OFF (T2 : 0.2-3 sec). The number of key switch ONs during this period is set as
the password. If the password is 0, the number of key switch ONs is 10.

Neutral Mode
Neutral mode is used to initialize the key data and password saved in the engine ECU and
immobilizer ECU.
Neutralization requirements
EMS=Learnt/Neutral/Vergin, Immobilizer ECU=Learnt
Activation of the neutral mode is different in SMARTRA 3 version and STF version.
SMARTRA 3 Version: IG off after PIN code input ON after 10 sec
STF Version: IG off after PIN code input ON after 10 sec, repeat three times (less than
10 seconds between off and on)
Diagnostic Device

ICU

EMS

Neutral Req.
1st IGN
Off
On

Neutral Res.
ECU Neutral

EMS = Neutral
ICU= Learnt

ICU Neutral

EMS = Neutral
ICU= Neutral

Confirm

EMS = Neutral
ICU= Neutral

2nd IGN
Off On
3rd IGN
Off On

<STF Version Neutral Mode >

80

<Refer to: Actions to be taken after a replacement>

Item

Remedy

Exchanged Part

When losing all

the keys and
registering a new
key

Purchase a new key embedded with

transponder. Using diagnosis device, enter
6 digit PIN Code and then register the key.

A new key
embedded with a
transponder

Part of key stored

+ New key
purchased
Or
Key lost + Part of
key stored + New
key purchased

Part of key stored: Use diagnostic

equipment to enter a six-digit PIN code,
reset the current key and add a new key.
Entering a new key in key registration mode
deletes all existing key data. As such, all
existing keys must be reset. This deletes
the data of the lost key.

A new key
embedded with a
transponder

Replacing the ICU

with a new one

Exchange the ICU and then register the key

using diagnostic equipment.

ICU

When exchanging
the ICU with a
used ICU from a
different vehicle

Before disconnecting the used EMS, use

diagnosis device and enter the vehicle PIN
Code to initialize the EMS.
Install the ICU after initialization and then
enter the PIN Code of the ICU installation
vehicle and register the key.

Used ICU

When exchanging
the Engine EMS
with a new unit

Exchange the ICU and then register the key

using diagnostic equipment.

EMS

When exchanging
the Engine EMS
with a used EMS
from a different
vehicle

Before disconnecting the used EMS, use

diagnosis device and enter the vehicle PIN
Code to initialize the EMS.
Install the ICU after initialization and then
enter the PIN Code of the ICU installation
vehicle and register the key.

Used EMS

81

2.

Cluster
2.1 System Introduction
1) What is the Cluster?
The cluster is a display device that provides the driver with a visual summary of a vehicle's
electronic system operation, driving information, controls and areas of trouble. In the past, the
cluster merely performed the function of an instrument that displayed warnings and
instructions. However, late-model vehicles have a MICOM and small LCD on the cluster for the
display of various driving information. In addition, graphics are used to support warnings and
system controls, and display comprehensive information about air-conditioning, multimedia
and GPS.
2) Cluster Types

<Conventional Type>

<Supervision Type>

3) Cluster Functions
Driving information
The most basic function. Vehicle speed and RPM are displayed on gauges. Warning lamps
are switched on or blinked in the even of convenience/driving/safety system failures. A trip
computer is used in late-model vehicles to provide information on the distance that can be
covered and average fuel efficiency.
Gateway
Various data is shared between the powertrain module and body electrical/multimedia system
module. If the powertrain module sends data to the C-CAN line, the cluster converts the data
into B-CAN data and forwards it to the modules that require it. This is only possible if the
cluster has both a B-CAN and C-CAN IC. Vehicle models may also vary.
User Setting Mode
In late-model vehicles, the cluster allows the user to adjust the operation of certain
convenience functions. For example, functions such as speed-sensitive central door lock,
headlamp escort and welcome light can be enabled or disabled in the user setting mode
through the cluster.

82

2.2 System Layout

P/T Control Module

RPM
Engine Coolant
CRUISE
SET
Engine Warning Lamp
ECO Drive
ISG Control

Vehicle speed
T/M gear information

ABS Warning Lamp

EBD Warning Lamp
VDC OFF
VDC ON

CLUSTER Module

C-CAN Information

Speed gauge, tacho meter, water

temperature gauge
B-CAN Information

H/W Wire information

Airbag warning Lamp

Body Electric Module

Seatbelt Warning Lamp

Head Lamp Low
Head Lamp HI
Tail Lamp
Turn Signal Lamp

Brake oil Level Switch

Parking Brake Switch
Door Switches
Trunk unlock Switch

Smart Key warning message

KEY Out

Fuel Gauge

The cluster controls gauges and warning lamps with information received in C-CAN
messages, B-CAN messages and wire-to-wire. As shown in the diagram above, powertrain
(engine/transmission) and chassis system alarms (display) are entered in the cluster through
C-CAN, while body electrical system alarms (display) are entered through B-CAN and
displayed by the cluster. There are also warnings (display) and gauges the cluster controls
with signals received through direct wiring. These include the oil pressure warning lamp, low
fuel warning lamp, fuel gauge and recharge warning lamp.
Although not shown in the diagram, the cluster also has a built-in trip computer. The trip
computer calculates vehicle speed, fuel level, learnt fuel efficiency, engine RPM, fuel injection
volume and travel time in place of control functions. Such information is used to provide the
user with useful driving information such as accumulated traveled distance, distance that can
be traveled at current fuel level, average fuel efficiency, instant fuel efficiency, average speed
and travel time.

83

2.3 Functions & Control

1) Warning Lamp and Gauge Control
There are three ways the cluster controls warning lamps and gauges.
Commands are received from modules through C-CAN or B-CAN
Switch signals and values monitored and operated by the cluster itself
Contacts or power supply controlled directly by other modules
The control of a number of key warning lamps and gauges will be explained in relation to the
above three methods.

Type

Warning Lamp

Active Eco
Indicator

Lamp ON requirements
When the Active Eco switch is on, switch signals are
directly entered in the cluster (pull-up monitoring) for
indicator activation.
The cluster sends Active Eco switch signals through
the C-CAN and B-CAN line for control by other
modules.

Parking Brake
Lamp

When the parking brake is engaged, SJB command is

received through B-CAN and the cluster activates the
indicator.
Parking brake warning lamps can be controlled by the
ABS (or ESC) also. In such a case, signals are sent
through C-CAN.

Brake Oil Level

Lamp

A fall in the brake oil level below a certain point is

detected by the SJB. The warning lamp is lit when the
SJB sends an activation command to the cluster through
B-CAN.

ESC ON/OFF
Indicator

The ESC module detects ESC on/off and sends a signal

to the cluster through C-CAN. The cluster then activates
the indicator.

Immobilizer
Warning Lamp

Notifies the driver of immobilizer transponder or smart

key system ID verification
Immobilizer warning lamp on/off is directly controlled
by the immobilizer ECU or engine ECU (depends on
manufacturer). Smart key system is controlled by the
SMK ECU.

84

Type

Warning Lamp

Lamp ON requirements

Battery Charge
Warning Lamp

The alternator monitors charged voltage and sends a

signal to the cluster. The battery charge warning lamp
is lit if the value monitored by the cluster is below 2V.

Airbag Warning
Lamp

The ACU sends a warning lamp on/off/blink signal to

the cluster through the C-CAN line.

Oil Pressure
Warning Lamp

The cluster activates the warning lamp if the oil

pressure falls below a certain level.
The cluster directly monitors the oil pressure by
sending pull-up pressure to the oil pressure switch
terminal.

The cluster monitors the fuel sender needle for the

control of the fuel gauge, low fuel warning lamp and
trip computer.
The cluster outputs 12V to the fuel sender, and
monitors voltage variance caused by needle
movement to calculate the remaining fuel level.
Gasoline (Standard capacity of 48 )

Low Fuel
Warning Lamp
& Fuel Gauge

Gauge

Sender
resistance

Fuel volume

1 segment

156~184

6.2~4.5

6 segments

66

23.5

12 segments

47

The warning lamp is lit when one segment is left.

The one segment blinks when the remaining fuel is
less than 2.9L.
The warning lamp blinks if the circuit is open or if a
short circuit occurs.

The above specifications can vary by vehicle model.

85

2) Trip Computer Control

DTE (Distance To Empty)
Category

Control specs

Overview

Calculates and displays to the driver the distance that can be traveled with the
remaining fuel based on past driving patterns (learnt fuel efficiency)

Display unit
Ignition Off On

At battery
reconnection
or
refueling

Previous DTE memorization

Full fuel tank detected = Learnt fuel efficiency ((standard capacity*0.98)
Offset capacity)) 0.9
Full fuel tank not detected = Learnt fuel efficiency (fuel tank capacity Offset
capacity) 0.9
Learnt fuel efficiency is calculated as fixed fuel efficiency when the battery is
reconnected.
Offset capacity: 0.5, fixed fuel efficiency: 13.5 / Avante(MD)

Ignition On &
standing

DTE is reduced when it is calculated that a fuel injection volume required for
driving 1km is consumed

Ignition On &
Driving

DTE display = Displayed distance (subtracting coefficient traveled distance)

Displayed when
DTE is less than
50km

--- displayed

Displayed when fuel

signals
are lost or when a
short circuit occurs

--- blinks (1 , Duty 50%)

AFC(Average Fuel Consumption)

Category

Control specs

Overview

Average fuel efficiency is calculated and displayed to the driver based on the total
fuel consumption and total travel distance since the last reset

Display unit

/L

Ignition Off On

Previous AFC memorization

Calculation/display
interval

Every 10 seconds

Battery reconnection
UMS AFC Auto Reset On: Press and hold RESET for more than one second
Reset requirements
UMS AFC Auto Reset Off: Drive more than 1km/h after fueling
Change in fuel sender value of more than 6 constitutes fueling
Displayed at reset

--- ( /L)

Recalculated after
reset

Displayed when the vehicle is driven for more than 10 seconds or more than 50m
after ignition

Formula

/L = Accumulated mileage (Km) accumulated fuel consumption (L)

86

 IFC(IFC: Instantaneous Fuel Consumption)

Category

Control specs

Overview

Displays the fuel efficiency based on fuel consumption and traveled distance for
600ms when the vehicle is driven at 10km/h or higher after ignition

Display unit

/L

Calculation/display
interval

Every 200ms

Displayed at ignition
on

DOT LCD type: 0 Bar ( /L) / TFT LCD type: 0 Bar ( /L)

Displayed when idle

DOT LCD type: 3 Bar ( /L) / TFT LCD type: 1 Bar ( /L)

Formula

km/L = Distance (km) traveled for 0.6 fuel (L) consumed for0.6 second

AVS(Average Vehicle Speed)

Category
Overview
Display unit

Control specs
Calculates and displays traveled distance and time since the last reset
/h

Ignition Off On

Previous AVS memorization

Calculation/display
interval

Every 10 seconds

Reset requirements

Battery reconnection
When RESET is pressed for more than one second

Displayed at reset

--- ( /h)

Requirements of
recalculation after
reset

Displayed when the vehicle is driven for more than 10 seconds or more than
50m after ignition

Formula

/h = Accumulated mileage (Km) accumulated travel time (h)

DT(Drive Time)
Category
Overview
Display unit

Control specs
Calculates and displays total drive time since the last reset
1
Analysis

Ignition Off On

Previous DT memorization

Calculation/display
interval

At every renewal

Reset requirements

Displayed at reset
Measuring time

Battery reconnection
When RESET is pressed for more than one second

00 : 00
From ignition on (400 RPM or higher) to ignition off
87

3) User Setting Mode

User Setting Mode allows the user to adjust certain convenience functions to individual taste. It
can be accessed by using the Mode/Trip switch on the cluster. Settings made are sent by the
cluster to related modules through C-CAN. USM items can differ by vehicle model or available
options. The following are included in general.
First Depth

Door

Second Depth

Third Depth

Auto Door Lock

Off Speed Shift Lever

Auto Door Unlock

Off Key out

Driver Door Unlock Shift Lever

Two Press Unlock /

Lock/Unlock Sound /
Head Lamp Delay /

Lamp

Welcome Light /
One Touch Turn Lamp

Off 3 Flashing 5 Flashing 7 Flashing

SPAS Voice
Temperature Unit

Welcome Sound /
STD
Deutsch
English
Franais
Italiano
Espaol
Portugus

SVC

Deutsch
English
Franais
Italiano
Language
Espaol
Nederlands
Svenska
Dnsk
Portugus
Activation requirements: Ignition on, vehicle speed at 3kph or lower, mode switch pressed
AVG Fuel Eco Reset
Auto Reset Manual Reset
for more than 1 second.
Off On
Service
Off On 99900 km
99 Months
Settings

88

4) Miscellaneous
Speed signal output
The cluster requires speed signals, but outputs speed signals to modules that must receive
speed signals directly due to a lack of a CAN communication IC, e.g. head lamp leveling
device, sunroof module, etc. The cluster provides speed signals in a digital pulse signal format
that can be read by electrical system modules without a CAN communication IC.
50%

HLLD

C-CAN

Sunroof

Cluster

Vehicle
Speed

AB
S/E
SC

Rheostat Up/Down and Detent Control

The driver's selection of lighting brightness is monitored by the cluster, which then adjusts the
brightness of all adjustable interior parts including the cluster itself.
When maximum rheostat brightness is selected, the cluster sends a signal to every control
module (clock, AVN, etc). When the signal is output, each module disables controls that dims
the tail lamps when switched on.
Gearshift Level "P" Signal Output
If the AVN module is without a CAN communication line, the cluster sends gearshift lever P
signals to the AVN module. Upon receiving the P signal, the AVN module disables DMB
viewing. This function is only applied to AT vehicles, in which "inhibit" switch data is sent to the
cluster by the AT control module through the CAN communication line.

89

2.4 Service Procedure

1) Key Current Data

To read the cluster's sensor data for the GDS, select the body control module system and
select "Cluster" on the sub menu. The cluster's sensor data shows key cluster inputs and
indicators. To view the state of other warning lamps, access the sensor data of the module
responsible for the warning lamps.
2) Actuation Test

Some vehicle models perform a forced drive for input elements of the cluster. When a forced
drive takes place, an indicator on the cluster lighting up indicates a normal state.

90

3) Variant Coding
Variant coding is a technique that involves developing and supplying cluster parts of minimal
types/specs to be installed on vehicles and further refined for specific vehicle models by using
the coding equipment used by the production or A/S team.

Cluster Delivery
[Vender Product line]

Coding [Product line]

Delivery

A-1
Perform Coding
Process

A-2

[Coding System]
B-1
B

B-2
Send vehicle specification data to
verify Coding task.
Production

Detailed
Setting

Server
At the repair shop, GDS diagnostic equipment can be used to perform variant coding. The
process is as follows.
1. Check vehicle specifications and replace with a cluster of the same product number.
2. When the ignition is turned on after the replacement, the cluster performs a self-check of
vehicle options and specifications.
3. The technician connects to the GSW server and enters the verified cluster coding code in
the GDS. Cluster coding code can be checked by entering a VIN on the GSW server.
4. Input is processed normally if the specifications self-checked by the cluster match the
variant coding specifications entered as a coding code. A DTC is generated otherwise.
The option items recorded through variant coding include SCC, ESC, PSB, AFLS, TPMS,
LDWS, EPB, MDPS and ECS, although variation can exist between vehicle models.

91

3.

Air Conditioner System

2.1 System Introduction
1) What is an Air-Conditioning System?
An air-conditioner is a device that cools or heats the air in the vehicle to increase the
passengers' sense of comfort. While the primary function of a vehicle air-conditioner is the
same as that of a household air-conditioner - cooling - vehicle air-conditioners also perform
other functions, including heating, defrosting, defogging and cluster ionization.
2) Heat definition

HOT

51
C

COLD

21
C

In order to understand the working principle of an air conditioning system it is important to

understand the physical principles which make this system work. Heat in the correct amount
will provide life and comfort. Heat in either extreme too much or too little, brings about
uncomfortable situations. The control of heat means the control of comfort. Air conditioning is
a way of controlling heat. To understands how an air conditioning system works; we must first
understand the nature of heat. That seems a bit difficult to understand at first, but the
principles of rising temperatures, evaporation, expansion and radiation will all become clear as
we continue through this chapter. All substances contain heat. Sometimes they feel hot when
they are substantially warmer than our own body temperature. Temperature is sensible heat.
When something contains much less heat than your body, we say it feels cold. Cold is merely
the removal of some heat. Heat will always travel from the warmer side to the colder. This
process cannot be stopped. It can only be slowed down by insulation. Therefore: the air con
system is not producing cold, but removing heat. In accordance with Natural Law, heat will
always move from the hotter object to the colder one. Whenever there is a temperature
difference between two objects, the heat energy will be transferred from the warmer object to
the cooler one until both objects have stabilized at the same temperature.
3) Heat Transfer
Conduction
heat travels through a substance, from a point of heat to a cooler area by conduction. We
have all experienced this by lifting a hot pan from the stove. The handle is hot even though it is
not in direct contact with the burner. The heat is conducted through the metal of the pan to the
cooler handle Similarly, a metal bar heated at one end will become hot at the other by
conduction.
92

 Radiation
heat is radiated from any hot substance in the form of heat waves. These waves are a form of
energy, and they will increase the temperature of any object with which they come in contact.
The sun is the major source of heat for the earth. Its heat waves are transmitted through
space and they heat up the earth as they come in contact with it. Direct sunlight is a good
example of heat by radiation. Color has an important part to play in heat radiation. A dark
colored vehicle will get hotter than a light colored vehicle. This is because lighter colors reflect
more heat (light) waves, while darker colors absorb more heat (light) waves. To put radiation
heat in the perspective of an air conditioning system, note that the condenser, which bears the
high temperature refrigerant, will conduct and radiate heat to the cooler outside air.
Convection
heat is also conveyed (carried) from one point to another by the movement of a heated
substance. This heat movement is called convection. When we turn on a hot water faucet, we
get hot water, although the water heater is some distance away. This is because the moving
water carries the heat from the water heater to the faucet.
4) States of aggregation
A further effect by heat exchange is, that the molecules
may change their state instead of their temperature. At a
certain point (boiling point, solidification point), e.g. water
is transformed into steam or into ice. There are three
processes

Solid

which

describe

change

of

state:

Evaporation, Condensation, and Freezing

Evaporation is the term used when enough heat is added
to change a liquid substance to a vapor (gas). You are
familiar with boiling water and the vapor (steam) that is
given off. At the boiling point of water (100C), enough
Liquid

Gaseous

heat is absorbed by the water to change its state. The

liquid becomes a vapor.
93

Condensation is the term used to describe the reverse of the evaporation process. If you take
a vapor and remove enough heat from it, a change of state will occur which causes the vapor
to become liquid.
Freezing results when heat is continually removed from a liquid substance until it becomes
solid. Remember that everything above 273C contains some amount of heat. In an air
conditioning system, freezing is a hazard to be avoided.
5) Refrigerant
Before learning about the function of an air-conditioning system, knowledge of refrigerant is
required. The primary function of air-conditioners is cooling, which refers to artificially reducing
heat in a solid, liquid or gaseous object or space to achieve and maintain a temperature lower
than the ambient temperature. The medium used for cooling is refrigerant.
R12 (Chloro Fluoro Carbon, CFC-12)
As many of you know in the past the refrigerant which was used in cars
was the so called R12. The reason to use it was the physical and chemical
properties, such as the boiling point of 28.9 degree Celsius. But it turned
out that there were environmental problems such as ozone layer
destruction. R12 is chemically stable in the normal atmosphere and has no
harmful effect on the human body, but rising to the stratosphere and being
exposed to strong UV rays causes it to disintegrate and emit chlorine. R12
was replaced by a new refrigerant called R134a as chlorine destroys the
ozone layer.
R134a (Hydro Fluoro Carbon, HFC-134a)
Specified refrigerants, chemically stable substances which are superior for
heat resistance and non combustibility, have the characteristics of being
colorless and odorless without being inflammable, corrosive or toxic. For
these reasons, they came to be used for a wide range of purposes such
as refrigerants for air conditioners and refrigeration units, aerosol spray
agents, cleaning agents for electronic systems, fire extinguisher materials,
foam agents, and raw material for synthetic resins.
On the contrary, the most important characteristic of an alternative Freon(R12) is that the
Ozone depletion potential is small, and it is indispensable minimum condition is that it can be
used safely in each area. Although HFC does not affect the ozone layer, it is a greenhouse
gas that affects the atmosphere. Its use in vehicles was banned in 2011
.
94

6) Refrigerant Cycle
The moving path of refrigerant will be explained based on what has been learned so far.
Refrigerant has the important function of cooling interior air by passing through a compressor,
condenser, inflation valve and blower
.

Low-temperature/pressure gas

Suction/
Compressor
compression

Hightemperature/pr
essure gas

Low-temperature/pressure liquid
Expansion
Blower
Expansion
Heat
valve
suction

Low-temperature/
pressure gas
Receiver drier

Evaporation

Evaporator

Moisture/dust removal

Mid-temperature/high-pressure fluid
Condenser

Condensation

1. Low-temperature/low-pressure gaseous refrigerant released from the evaporator is sucked

into the compressor and compressed
2. Low-temperature/low-pressure gaseous refrigerant passes through the compressor and
changes into high-temperature/high-pressure gaseous refrigerant before moving on to the
condenser
3. As high-temperature/high-pressure gaseous refrigerant is condensed in the condenser,
heat is released to the outside, leaving it a mid-temperature/high-pressure liquid.
4. Mid-temperature/high-pressure liquid refrigerant expands in the expansion valve and turns
into a low-temperature/low-pressure liquid (readily evaporable) and moves on to the
evaporator.
5. Low-temperature/low-pressure liquid refrigerant passes through the evaporator and sucks
in ambient heat through evaporation, cooling the air and changing into a lowtemperature/low-pressure gas.

95

7) Main Features
An air-conditioning system performs the following functions.
Air cooling function
Air heating function
Other functions: Cluster ionizer (air cleaning), Auto Defogging (dehumidifier), etc.
Cooling cycle configuration

Ventilation configuration

Cooling Module Assembly

Suction and discharge
pipe

Compressor

Blower Assembly
HVAC Assembly
HVAC: Heating Ventilation and Air Conditioning

An air-conditioning system uses the above devices for heating and cooling. As mentioned in
the explanation of the refrigerant cycling path, cooling involves an engine-driven compressor
compressing and circulating refrigerant, which passes through the condenser and receiver
dryer to engage in heat exchange in the evaporator inside the HVAC. Heating is a simpler
process. Heated engine coolant is directly sent to the heater core inside the HVAC and heating
takes place through the heater core's heat emission.
Other functions include cluster ionization, which discharges ions in the air out of the vehicle for
a more pleasant interior environment, and auto defogging, which automatically removes
humidity from the windscreen.
8) Vehicle Air Conditioning System Types
Vehicle air-conditioning systems come in two types: manual or automatic. A manual airconditioning system requires the user to set the direction, intensity and temperature of
released air. An automatic air-conditioning system can also be user-controlled, but the user
can just set a desired temperature and air direction, intensity and temperature are
subsequently adjusted automatically. The module that controls an automatic air-conditioner is
called FATC (Full Automatic Temperature Control). Late-model vehicles come with DATC (Dual
Automatic Temperature Control), which allows the driver and front passenger separate
controls.
96

3.2 System Layout

1) Air-conditioning System Configuration
Radiator

Air filter
Internal/external
actuator
Expansion valve

Condenser fan
Radiator fan

Blower Unit

Receiver drier

Compressor
Condenser

Mode actuator
TEMP actuator
Evaporator

Blower Motor
Control unit

Heater Core

2) Input/output Elements of FATC

The FATC module receives various sensor and switch input signals, which are then used to
drive the compressor, blower and actuators.

97

3.3 System Components

1) Air-conditioning System
Compressor
Compressor function
The compressor is driven by the engine. It turns low-temperature/low-pressure gaseous
refrigerant into high-temperature/high-pressure gaseous refrigerant and sends it to the
condenser.
Suction: Low-pressure refrigerant in the evaporator is sucked in for improved evaporation
Compression: Vaporized refrigerant is compressed for high pressure. It is sent to the
condenser to be liquified at a high temperature.
Pumping: Refrigerant is continuously circulated through suction and compression.
Compressor Types
Fixed swash plate + Magnetic Clutch
compressor

Mechanical Control Valve type

Variable swash plate
Electrical Control Valve type

The two main compressor types are fixed swash plate and variable swash plate. The former is
obsolete. A variable swash plate compressor come in two types: one which adjusts the swash
plate angle through MCV and another which does the same through ECV. In recent times, the
ECV-type, which receives electrical signals from FATC for compressor control, has been in
wide use. A fixed swash plate compressor requires a magnetic clutch, but some variable
swash plate compressors are clutchless - this type is commonly applied to luxury vehicles, the
drivers of which are not overly concerned with fuel efficiency.
Fixed swash plate compressor

Variable swash plate compressor

A comparison of a fixed and variable swash plate compressor is as follows.

A fixed swash plate compressor has a fixed swash plate angle. As such, a magnetic clutch
is essential for starting and stopping compressor operation.
A variable swash plate compressor changes its swash plate angle according to cooling
loads. If the cooling load is substantial, the swash plate angle increases for increased
refrigerant discharge. With a smaller cooling load, the swash plate angle gets close to 0
degree for reduced refrigerant discharge.

98

 Variable Compressor
With Electric Control Valve (VSX)

With Mechanical Control Valve (VS)

Magnetic
Clutch

Pulley
(Steel)

Pulley
(Plastic)

Control valve
(Mechanical Type)

Control valve
(Electric Type)

Section

VS

VSX

Control valve

Mechanical Control Valve

(internal type)

Electric Control Valve

(External type)

Magnetic clutch

Adopted

Non or Adopted

Outlet Temp. control

Variable control

Variable control in detail

With the VS-type, swash plate angle is mechanically controlled inside the compressor
according to compressor suction pressure change detected by the control valve. With the
VSX-type, a solenoid valve is installed as a control valve and controls the swash plate angle
according to the FATC's electrical signals.
The VS-type's configuration maintains a set swash plate angle even when discharge level is
reduced to a minimum. This requires a magnetic clutch for on/off control. However, the VSXtype electrically controls the swash plate angle through ECV control. Turning off the ECV sets
the swash plate angle to 0 degree, which brings compressor operation to a stop. This
eliminates the need for a magnetic clutch as it is not required for switching the compressor on
and off.

99

<Refer to: Change in compressor control in the ECV-type>

A/C OFF mode control

A/C ON & Variable Displacement Control

Check valve open

Check valve closed
Pressure rises in
control
compartment

Intake
chamber
Discharge
chamber Down

Pressure falls
in control
compartment

Intake
chamber
Discharge Up
chamber

Flows into high-pressure

refrigerant control chamber
ECV (current off)

Control Process Summary

1. ECV current off
2. Control valve lowered and ball valve flow
opened fully
3. Discharged refrigerant (high pressure
side) flows into control compartment.
4. Pressure rises in control compartment.
5. Swash plate bottom pushed to the right
(slope angle is 0 degrees)
6. Refrigerant discharge blocked.
7. A/C OFF mode formed

100

ECV (current ON)

Control Process Summary

1. ECV current ON (duty control)
2. Control valve raised & Ball valve flow
closed.
3. Inflow of discharged refrigerant (high
pressure side) blocked from control
compartment.
4. Pressure decreases in control
compartment.
5. Swash plate bottom returned to the left
(increasing slope angle).
6. Refrigerant discharge starts.
7. A/C ON mode formed
The slope angle of the swash plate varies
depending on ECV amperage (duty)

 Condenser & Receiver Dryer

Cooling Fan

Condenser
Receiver drier
Condenser
Installed at the front of the radiator. High-temperature/pressure gaseous refrigerant
compressed by the compressor is condensed by vehicle speed and cooling fan for conversion
to mid-temperature/high-pressure liquid refrigerant.
Cooling Fan
Sucks in cold air from the outside to help the condenser reduce refrigerant speed quickly.
Cooling fan speed is determined by multiple factors, including refrigerant pressure, engine
coolant temperature and vehicle speed.
Receiver dryer
Absorbs moisture and foreign substances from the refrigerant for improved refrigerant
storage/supply. The functions of the receiver dryer are foreign substance removal from
refrigerant, bubble separation, moisture removal and refrigerant storage.
Thermal Expansion Valve
diaphragm
Sensing bulb

The expansion valve rapidly decompresses/expands

refrigerant to convert mid-temperature/high-pressure
refrigerant into low-temperature/pressure liquid
refrigerant.
Throttling: A function that converts liquid refrigerant
into low-temperature/pressure compressed steam

Flow control: Refrigerant flow adjustment for

maximum cooling in relation to heat load

Evaporator & Blower Motor

The evaporator cools ambient air by removing heat
from the air that passes through the evaporator pin
while mist-form refrigerant turns into gas. In this
instance, the blower motor releases the cooled air into
the vehicle. Interior air is ventilated through the
evaporator core by force for improved heat exchange.

101

2) FATC Control Components

FATC control sensors
Sensor name

Fin-Thermo
Sensor

Roles

Location

Function: Detects evaporator temperatures

and sends signals to the FATC module to
prevent the evaporator from freezing.
Location: Varies by type. Refer to diagram.
Structure: NTC resistance type
The FATC switches the compressor off when
the sensor reading is below 0 degree and
switches it back on when sensor reading is 2
degrees or higher

Photo Sensor

Function: Converts irradiation into currents

for input in the FATC. According to the
irradiation level, the FATC controls air release
volume for temperature compensation.
Location: Top of indoor crush pad

Ambient Sensor

Function: Detects external air temperature

and sends signals to the FATC module to
adjust the temperature to be close to the
driver-set temperature
Location: Front of the front bumper
condenser
Structure: NTC resistance type
Installed with an AQS sensor as a single unit
if there is no separate AQS sensor.

Auto Defogging
Sensor

Function: Detects humidity on glass surface

and sends signals to the DATC, which
automatically performs defogging.Location:
Mounted on the back of the rear view mirror.
Some vehicle models have a dedicated
humidity sensor, while others have an
integrated humidity-temperature sensor.

APT Sensor

Function: Constantly detects A/C refrigerant

pressure and sends signals to the engine
ECU. The FATC receives these signals
through C-CAN and controls the compressor.
Location: Installed on the high/low-pressure
pipeline (refrigerant) in the engine room

In Car Sensor

Function: Detects external air temperature

and sends signals to the FATC module to
adjust the temperature to be close to the
driver-set temperature
Location: Varies by vehicle model. Located
inside the FATC switch panel or center fascia
panel.
Structure: Made up of a NTC resistor and
small DC motor (for air suction)

<Core-inserted>

AQS sensor

<Air detection>

Ambient Sensor

Auto Defogging Sensor

AQS sensor: Detects exhaust gas and other toxic gases in the atmosphere and sends signals
to the FATC module, which cuts off the influx of outside air and activates interior air circulation
mode.
102

 FATC-controlled Actuators
Actuator
Name

Temperature
Actuator

Roles
The FATC controls door position to
adequately mix warm air passing through the
heater core and cold air that does not,
controlling the temperature of air released
into the interior.
A potentio position sensor is located inside;
position signals are sent to the FATC.

Mode Actuator

Actuator Position Sensor

Voltage

HOT(32 ) : 4.7V
When temperature is being
adjusted: 0.3-4.7V
COOL(17 ) : 0.3V

Controls the direction of air released into the

interior.

VENT: 0.3V (front)

Order of control through manual adjustment:

VentBI/LevelFloorMixDefrost

FLOOR: 2.5V (floor)

A potentio position sensor is located inside;

position signals are sent to the FATC.

BI-LEVEL: 1.4V (front, floor)

MIX: 3.6V (windshield, floor)
DEF: 4.7V (windshield)

FATC changes the motors polarity at each

end to control interior/exterior air.
Intake Actuator

Internal/external air mode is controlled

automatically for vehicles fitted with an AQS
sensor.
A potentio position sensor is located inside;
position signals are sent to the FATC.

103

Internal Unit: 4.7V

External Unit: 0.3V

3.4 Control
1) Compressor (With ECV) Control
Compressor on/off by engine ECU
In any of the following conditions, the engine ECU directly turns off the compressor or sends a
"cut off" signal to the FATC for increased engine output.
Ignition improved for 8 seconds after attempted ignition
Engine protection from high temperature when coolant temperature is higher than 115C
Idle stabilized when idle control device fails
Overtaking and acceleration performance improved when TPS output is higher than 4.1V

External Variable Compressor (Clutch Applied)

FATC

Air-conditioner off
CAN Sig.

ECV Output

ECV
COMP

External Variable Compressor (Clutch Not Applied)

FATC

EMS

A/C
Relay
Activated

Air-conditioner off
CAN Sig.

EMS

ECV Output

ECV

Clutch

COMP

Compressor control by the engine ECU varies by type: clutchless type or clutch type With
the clutch type, the engine ECU sends a "compressor cut off" signal to the FATC module.
If the A/C cutoff signal from the ECU is received, the FATC Module immediately turns OFF
the ECV duty output. With the clutchless type, the engine ECU cuts off the A/C relay
immediately and the FATC turns off ECV output upon receiving a signal.
Compressor on/off by FATC ECU
Event if the A/C switch is set to off, the FATC module turns on the compressor by force in the
following conditions.
1. Maximum cooling control when temperature is set at 17C
2. Auto defogging when high humidity is detected (if a humidity sensor is installed)
3. Frost removed when air direction is set to DEF mode or Mix mode
4. When the evaporator sensor detects a temperature of 4C or higher after being turned off
by the evaporator sensor
104

Even if the A/C switch is set to off, the FATC module turns on the compressor by force in the
following conditions.
1. Maximum heating control when temperature is set at 32C
2. Evaporator core freezing prevented when the evaporator sensor detects a temperature of
0C or lower
3. System protected from damage when the APT sensor detects a high refrigerant pressure
(APT sensor output of 4.8V or higher)
4. External temperature of -3C or lower
2) Blower Motor Control
Blower motor speed is controlled by either a power transistor or FET.
Power Transistor Control
When

the

FATC

detects

condition

requiring blower operation, it sends a

IG

IG

current to the base terminal of the power

transistor for blower motor speed control.

FATC
ECU

Blower
Motor

HI blower relay

32-degree setting: Only the power

transistor is operated to drive the blower
motor at seven speed levels.
17-degree setting or manual speed

Power TR

selection:

The HI

blower

relay is

activated to send a current directly to the

ground without passing through the
power transistor to control the blower
speed at eight speed levels.
FET Control
A FET has less internal resistance
Blower Motor

than a power transistor. Its voltage

efficiency allows it to control the
blower speed at all levels without a
blower relay.

D (drain)

When increasing blower power, the

FATC module increases the voltage
G (gate)

on the gate terminal.

When the FET G voltage rises,
the canal between D and S is
increased and D voltage is lowered.

Blower relay
Power ON

105

S (source)

 Circumstantial blower motor speed control

Heating activation control
If heating mode is selected during auto mode when the engine coolant temperature is low,
discharge of cold air drawn in from the outside is minimized.
Heating activation control requirements
a.When in BI/LEVEL or Floor Mode in Auto Mode
b.Coolant temperature of 58 or lower
c.External temperature of 10C or lower
. Activation
Blower speed is maintained at LOW until coolant temperature reaches 48C If coolant
temperature is between 48 and 73C, blower speed for coolant temperature is compared with
blower speed for set temperature, and the lower speed is applied. Mode change also takes
place. DEF mode is applied for a coolant temperature of up to 45C, BI/LEVEL mode for up to
50C and Auto Mode for up to 73C.
Cooling activation control
Cooling activation control is the opposite of heating activation control. When the A/C is
switched on at a high interior temperature, discharge of hot air is minimized.
Cooling activation control requirements
a.A/C On, Auto Mode
b.Evaporator temperature of 30C or higher as detected by the pin thermo sensor
c.BI/LEVEL or VENT mode selected
. Operation
Blower speed is kept at low for approx. 12 sec and then auto mode is enabled.
Maximum heating/cooling control
a. When the set temperature is 32C, the FATC ECU sets the blower motor to Auto-HI
(maximum heating control)
b. When the set temperature is 32C, the FATC ECU sets the blower motor to MAX-HI
(maximum cooling control)
Refer to: Max. cooling/heating control
Control Categories

17C (max. cooling) set

32C (max. heating) set

Mode Actuator

Vent fixed

Floor fixed

Temp.Actuator

Max. cooling (COOL)

position

Max. heating (warm)

position

Intake Actuator

Internal air fixed

External air fixed

Blower Motor

MAX HI

AUTO HI

Compressor

Forced switch-on

Forced switch-off

106

3) Failsafe Control
The FATC performs the fail-safe function in the event of a temperature sensor or actuator error.
Details of the function are shown below.
Number
of

Item

Trouble

Interior
Temperature
Sensor

Open or Short

Sets the replacement value of 25 .

External
Temperature
Sensor

Disconnected /
short-circuited

Sets the replacement value of 20 .

Pin Thermal
Sensor

Disconnected /
short-circuited

Sets the replacement value of -2

Water
Temperature
Sensor

Disconnected /
short-circuited

Sets the replacement value of -2

Temp. Actuator

Disconnected /
short-circuited

When the set temperature is 17

24.5 : Maintains MAX COOL setting
When the set temperature is 25 32 :
Maintains MAX HOT setting

Mode Actuator

Disconnected /
short-circuited

When Vent mode is on: Vent position fixed,

modes other than Vent mode: DEF position
fixed

Intake Actuator

Disconnected /
short-circuited

External air setting: External air position

fixed
Internal air setting: Internal air position fixed

Auto Defogging
Sensor

Disconnected /
short-circuited

Replaced with 0% humidity

Auto Defogging
Actuator

Disconnected /
short-circuited

If VENT BI/Level mode is on: Closed and

fixed
Modes other than VENT BI/Level mode:
Opened and closed

10

Photo Sensor

Disconnected /
short-circuited

Not compensated

FAIL SAFE function

107

3.5 Service Procedure

1) Self-check Mode
Activating the self-check mode
The FATC controller is capable of performing a diagnosis using a GDS diagnostic device. It
can also perform a self-check through simple button control. When a self-check starts, the
FATC module displays an error code (two-digit number) on the display panel. The self-check
mode can be activated as follows.
IGN OFFON

Press the MODE switch four or more times within

two seconds while holding down the OFF switch.

LCD panel switches on and off three times and

performs a self-check

Self-check items (continuous)

Proceed to the
next step with
A/C SW

Press AUTO

Self-check items (steps)

Press OFF

Press OFF

A/C Control

Operation
While a self-check is taking place, DTCs are displayed on the temperature display. All other
displays are switched off.
A/C is kept off during a self-check.
Error details (self-check code) is displayed on the temperature display (blinking at a 0.5second interval) during a self-check.
If the ignition is turned off then on during a self-check, the system is off when restored.
When the diagnosis is complete the A/C control is set at the last set temperature and
operates in the FULL AUTO mode.

108

 DTC Display
Lamp ON

Continuous
operation
(1 DTC)

Continuous
operation
(2 or more
DTCs)

Step
operation

Lamp ON
Lamp OFF

Lamp OFF
0.5s

Display
0.5s

DTC 1

DTC 1

DTC 2

DTC 2

DTC 1

DTC 1

DTC 2

DTC 2

Display

Display

A/C SW selection

DTC details
Refer to the shop manual.
2) Temperature Unit Change
A mode for changing the temperature unit. Press the switch to toggle between and .
Activation
Press both the Mode button and Auto button (or Dual button) for more than three seconds
(time may vary by vehicle model)
3) Auto Defog Logic Setting
Auto defogging can be enabled or disabled through switch control
Activation
While pressing the Auto button, press the DEF button four times in two seconds. When
finished, the DEF button indicator blinks three times. Repeat the above step to disable.
4) Defrost Logic Setting
Pressing the Defrost button keeps the A/C compressor running at all times. Using this function
stops the A/C compressor's automatic operation.
Activation
While DEF mode and the A/C on, press the REC button five times in three seconds (time may
vary by vehicle model)
109

5) Key Current Data

Key sensor inputs can be viewed in the FATC's current data. Opening of each actuator can
also be checked.
6) Actuation Test

The FATC is capable driving the blower motor, actuators (temp, mode, intake) and ECV by
force. Through a forced run, their normal functioning can be verified.

110

4.

Supplemental Restraint System

4.1 System Introduction
1) What is the Supplemental Restraint System?
A supplemental restrain system is a passenger safety device, and collectively refers to
seatbelts, airbags and belt pre-tensioner.
The seat belt is a device for protecting the occupants in the event of a collision, but when the
body is subjected to large impact forces in case of a high speed collision, the seat belt alone
can not protect the body sufficiently. Especially in the case of a serious front end collision, the
upper body tilts forward even when it is secured with the seat belt and the head or chest may
collide with the steering wheel or windshield, resulting in injuries. An airbag is a flexible
membrane or envelope, inflatable to contain gas Air bags are most commonly used for
cushioning, in particular after very rapid inflation in the case of an automobile collision. The
effect of an airbag can only be maximized if a seatbelt is worn.
2) Airbag Mechanism
Nitrogen gas

Inflating device

Propellant
(Sodium azide)

Filter

Igniter
Airbag
Nitrogen Gas

Auto ignition charge

An airbag system contains an ACU (Airbag Control Module), which sends a current to the
airbag to activate the inflating device when an impact is detected. When ignition takes place,
nitrogen gas is generated and sucked into the airbag instantly, causing the airbag to inflate like
a balloon. Approximately 60L of nitrogen gas fills an airbag. This saves the driver or passenger
from the initial impact of a collision to prevent fatal injuries.
Sodium azide, consisting of sodium and nitrogen, is the substance used to instantly inflate an
airbag. This substance does not combust even at a temperature of 350. Sodium azide can
be safely stored in a vehicle as its chemical stability prevents it from exploding even in a
collision. When sodium azide does explode, it generates nitrogen that fills the airbag.
When the ACU sends a current to activate the igniter, high heat is generated in an instance,
creating sparks. As the sodium azide capsule explodes, nitrogen gas fills the airbag. Sodium
reacts to iron oxide to generate safe sodium oxide.

111

3) Airbag Types
Depowered System
The depowered system was developed in light of airbags inflicting a secondary impact on
children or passengers of a small stature, causing serious injuries or even death. Airbag
inflation is reduced by 20 to 30%. The depowered system is prevalent in Europe.
Smart Airbag System
A sensor detects the driver position, seatbelt use and impact severity to control the power with
which the airbag is deployed (more power for serious impacts and less power for lighter
impacts). The smart airbag system is mainly applied to luxury vehicles.
Advanced Airbag System
A sensor detects the driver location/stature/position and impact severity to determine whether
airbag deployment is necessary. In short, a weight sensor is added to the smart airbag
system. Airbag deployment is divided into two levels (dual stage) for optimum safety at
different impact severities. This system is a legal requirement in North America.

4.2 System Layout

1) ACU Input / Output
Driver Airbag
(Dual Stage)
Battery (+)

Passenger Airbag
(Dual Stage)
Side Airbags

Front Impact Sensor

Curtain Airbags
Side Impact Sensor
Belt Pretensioner

SRSCM
Seat Track Position Sensor

Buckle Retractor
Pretensioner

Airbag Warning Lamp

Occupant Classification
System (OCS) or PODS-B

Crash Output to BCM/ETACS

K-Line

Seat Buckle Switch

C-CAN Comm. Line

112

2) Key Airbag System Components

Driver Air Bag
Steering Wheel
Clock Spring

19

17

18
4. Seat Belt Pretensioner (BPT)

5. Rear Side Impact Sensor (R-SIS)

6. Side Airbag (SAB)

7. Passenger Airbag (PAB)

8. Front Impact Sensor (FIS)

9. Curtain Airbag (CAB)

10. Airbag Control Module (ACU)

11. Airbag Warning Lamp

12. Telltale Lamp

13.Seat Track Position Sensor (STPS)

14. Occupant Classification Sensor (OCS)

15. Seat Belt Buckle Switch

16. Pressure Side Impact Sensor (P-SIS)

17. Passenger Airbag (PAB) On/OFF Switch

18.Emergency Fastening Device (EFD)

19. Driver Knee Airbag (KAB)

The above diagram shows the location and name of key airbag components. Components
may vary by amenity selection and region. The tell tale lamp, STPS, OCS and seat belt buckle
switch are only applied to advanced-specs vehicles in North America. The PAB on/off switch is
only applied to the depowered system in Europe. The EFD is also referred to as an anchor
pre-tensioner.

113

4.3 System Components

1) Airbag Control Unit
Safing Sensor

(+)
y

Firing
circuit 1

Accelerometer

<ACU Internal Structure>

D
A
B

Microprocessor

Firing
circuit 2

P
A
B

<ACU Internal Circuit Configuration>

The airbag ECU is located in the center of a vehicle. Upon impact, it sends a current to the
airbag module in the area of impact for deployment. In the event of a system error, warning
lamps on the cluster light up or blink to notify the user.
Airbag Control Unit's Function
Impact detection and impact level calculation
Airbag and belt pretensioner deployment determined by impact level
Monitoring of the ACU and external devices
Warning lamp activated in the event of an airbag system fault
External service function (scanner diagnosis) through K-line interface
ACU Internal Sensor
Collision/acceleration sensor
The electronic acceleration sensor inside the ACU identifies acceleration (G value) in excess
of a set limit in the event of a collision for airbag deployment. It can also perform self-checks.
Safing Sensor
Magnet

Contacts

As the acceleration sensor is an electronic sensor, it is

equipped with a mechanical safing sensor to prevent
misdetections from electrical noise. This allows the
airbag ECU to determine the ignition timing. When a
collision occurs and the steel ball moves in the direction

Steel ball

of vehicle movement, the contact adheres and the

energy required for airbag ignition is sent to the airbag
through the safety sensor.

114

2) Airbag System Wiring

Wiring used in the airbag system is installed

separately from other wiring installed in a
vehicle. This is because system configuration
must accommodate specifically chosen
vehicle amenities.
Wiring used in an airbag system connects the
impact combustion module to sensors that
detect impact. As such, proper contact and
reliability are required. Thick yellow wiring is
used in general.
<Airbag Wiring Diagram>
The airbag module contains an ignition circuit. Exposure of the ignition circuit to static
electricity or external power during transportation or maintenance can result in an unwanted
airbag ignition. If the airbag connector is removed, a device is required for performing the
function of protecting the circuit from electricity from the outside by causing a physical short
circuit of the two lines in the ignition circuit. This device is called a "shorting bar."
Shorting bar off (connector in)
Ignition circuit

Shorting bar on (connector out)

Ignition circuit

ACU connector

ACU connector

HIGH

HIGH

LOW

LOW
Shorting bar

Shorting bar

When fastening the connector, the extruded

end will push the short bar, resulting in two
separate ignition circuits.

When removing the connector, the two

ignition circuits will be adhered to each other
by the short bar, resulting in electric stability.

All airbag unit connectors have a double-locking structure.

1The primary lock is for connecting/disconnecting the
connectors while the secondary lock for separating/connecting
the short bars.
The diagram on the right illustrates removing the shorting bar
from an airbag module (secondary lock). Press the secondary
lock in the direction of the arrow as shown.
A shorting bar cannot be removed without enabling the secondary lock. As the two ignition
lines become short-circuited, the ACU does not deploy the airbag, detecting an ignition line
fault. The ACU produces a DTC and, at the same time, lights up the airbag warning lamp to
notify the user of a system error. Always enable the secondary lock to remove the shorting bar
when connecting an airbag connector.

115

3) Sensors
Front Impact Sensor (FIS)

An impact (acceleration) sensor is installed at each side of the front bumper. The left-side of
the LHD is responsible for driver-side airbag deployment and the right-side for front
passenger-side airbag deployment (RHD is the opposite). When a frontal collision is detected,
a signal is sent to the ACU, which controls DAB and PAB deployment along with the internal
collision/acceleration sensor and safing sensor.
Side Impact Sensor (SIS)
There are two types of side collision sensor. One of them is an acceleration sensor, similar to
the sensors mentioned above, and the other is a pressure sensor, which detects a collision
from pressure. The side collision sensor detects the level of impact in the event of a side
collision and sends a signal to the ACU. The ACU receives the signal and deploys the airbag
and curtain airbag together with the collision/acceleration sensor and safing sensor.
Electric acceleration sensor(G-SIS)

Front side impact sensors

Rear side impact sensors

Pressure Type (P-SIS)

outside
Door cavity

Window

Pressure sensor

inside
Reinforcement bar

116

Door trim

 Seat Belt Buckle Switch (Buckle Sensor)

Fastening of driver and front passenger seat belts is detected to
allow the ACU to control the airbag and belt pre-tensioner according
to a set speed in the event of a collision. The two types of seat belt
buckle sensor are a micro switch type and hall sensor type.
Micro switch type

R1

5V or 12V

Micro switch

m-P

R2
[Seat belt]

ACU

The switch remains open when the seat belt is fastened. Sensing voltage output by the ACU
creates a current flow through the R1 and R2 resistance within the seat belt switch. If the seat
belt is not fastened, the switch adheres to the contact and sensing voltage passes through the
switch, creating a current flow through R2. The ACU detects a larger current flow and
recognizes the belt as not fastened.
Hall sensor type

12V
R1

R2

T1

m-P
5V

T2

Hall switch

Hall
Element

This type of system uses a hall element located inside the seat belt buckle for detecting the
buckle status of driver and passenger. When the ignition is turned on, 12V power is supplied
from the Supplemental Restraint System Control Module (SRSCM) to the hall element and
Transistor 1 (T1) . With Transistor 1 turned on, current has to flow to ground via resistor R1
and R 2 . This "low" current flow is measured by the microprocessor inside the SRSCM and
judged as buckled condition. In comparison to the buckled condition, voltage is applied to
transistor 2 (T2) by means of the hall element due to the change in magnetic fields when the
driver/passenger is unbuckled. The current has to flow only vie resistor R2. The current flow
measured by the microprocessor inside the SRSCM, is somewhat higher compared to the
buckled condition and is judged as unbuckled condition.

117

 Seat Track Position Sensor (STPS)

Seat track position sensor

Zone 2

Vane

Zone 1

Seat forward position

A seat track position sensor (hall sensor type) detects seat position from magnetic field
changes. The ACU divides the seat position detected by the seat track position sensor into
two zones to determine whether airbag deployment is necessary. As shown in the diagram, if
the seat is positioned in Zone 1, the sensor recognizes a passenger being close to the
steering wheel or dashboard and reduces deployment speed and inflation level. If the seat is in
Zone 2, a passenger is positioned behind the DAB module or PAB module, so airbag
deployment takes place at a higher speed.
Passenger detection sensor
A passenger detection sensor can be found in an advanced airbag system. It detects
passenger presence in the front passenger seat to determine airbag deployment. The four
types of passenger detection sensor include PPD (Passenger Presence Detection), PODS
(Passenger Occupant Detection System), OCS (Occupant Classification System) and WCS
(Weight Classification System).
Passenger Presence Detection (PPD)
PPD allows the detection of the entire seat area. The PPD sensor
mat consists of screen-printed, force sensitive detectors on a
polymer film sandwich. Force applied to the sensors create an
analogue change in resistance which is measured by the PPD
interface. The information is forwarded to the ACU.
The system is permanently monitored for open or short circuits. If
a system failure is detected, the passenger airbag will be
deployed in the event of a collision.
The PPD system is capable of detecting two classes of
occupants.
Class 0: passenger seat is not occupied and weight is
below 15kg, no Passenger Airbag (PAB) deployment.
Class 1: passenger seat occupied and weight is above
15kg, Passenger Airbag (PAB) deployment.
118

 Passenger Occupant Detection System (PODS)

Bladder
with fluid

Hose from bladder

Reaction
surface

Pressure Sensor

Pressure
sensor
Spring
Electronic Control
Unit (ECU)
Seat Belt
Tension Sensor
(PODS-B)

There are 2 kinds of PODS. The systems are referred to as PODS-A and PODS-B.
PODS-A
In general the Passive Occupant Detection System (PODS) is designed to classify the
occupant seated in the front passenger seat for potential airbag suppression.
- Class 0: Seat not occupied, PAB OFF
- Class 1: Seat occupied, more than 30kg, PAB ON
It consists of a pressure sensor, a fluid filled bladder assembly, and an Electronic Control Unit
(ECU). The sensing system detects loading force on the front passenger seat and classifies
the seat as empty, or occupied. The Electronic Control Unit (ECU) processes the sensor data
and provides a deployment-allowed output to the ACU when a defined threshold is met.
The PODS system algorithm compensates for vehicle and road dynamics as well as for
seated weight loss caused by the support from the backrest, armrest etc. by comparing the
seat load values during various time intervals.
PODS-B
PODS-B can be found in advanced airbag systems. A additional seat belt tension sensor is
installed. This sensor is for the CRS (Child Restraint System). If the child seat is installed on
the front passenger seat, the load sensed value would probably be misinterpreted by the
bladder due to the pressure caused by the seatbelt tension exerted to the seat.

To

compensate this pre-load by the child seat, this initial tension value is substituted by PODS-B
ECU for gaining a higher accuracy. In such cases, and also if the passenger seat is not
occupied, a passenger airbag off indicator light will be illuminated.

119

 Occupant Classification System (OCS)

Force Sensing
Resistor

OCS Electronic
Control Unit (ECU)

The sensor system employs a flexible mat containing multiple sensor cells that independently
measure pressure by evaluating electrical resistance. The determined resistance is converted
by the Occupant Classification System (OCS) Electronics into a set of digital values that is then
matched with a discrete occupancy pressure pattern. The design of the mat is designed to
compensate for environmental influences such as seat parameters and temperature. A sensor
self check is performed continuously during operation to check the integrity of the sensor mat.
The system is designed to distinguish three occupant classes
Class 0: seat not occupied or occupied by child seat, PAB OFF
Class 1: child up to 6 years of age or occupied by child seat, PAB OFF
Class 2: 5th percentile female and larger(average American adult female 150cm/48kg), PAB
ON
4) Airbag Modules
The inner surface of an airbag is a rubber-coated nylon-cotton-mix fabric. An inflator is located
inside. The airbag module must detect an accident within 3ms; deployment takes place after
20ms. After 35ms, the airbag must be 100% deployed and, after 40ms, it must shrink for the
passenger's safe landing. After 105ms, the airbag shrinks fully, bringing airbag deployment to
an end.
Driver Airbag

Curtain Airbag

Side Airbag
Passenger Airbag

120

5) Clock Spring
A clock spring is installed between the steering wheel and steering column. It connects the
wiring between the ACU and driver airbag module. If general wiring is used to connect the
driver airbag module and ACU, turning the steering wheel left and right can twist and
disconnect the wiring. A clock spring, shaped like a clock spring, is installed to prevent this
from happening. A clock spring contains wiring that can be wound and released like a clock
spring. As a clock spring turns when the steering wheel is turned, a center point must be set
when installing a clock spring. Without a center point, the internal wiring can get disconnected,
causing driver airbag deployment failure.
Steering Wheel
Multifunction SW

Clock Spring

DAB

6) Pre-Tensioners
The ACU activates the pre-tensioner before airbag deployment when a collision occurs. When
the pre-tensioner functions, any looseness in the seatbelt is reduced to fix the passenger
securely into the seat for reduced movement upon impact. This also keeps the passenger in a
secure position during airbag deployment and prevents them hitting the crush pad, steering
wheel or windscreen. A minor impact can result in the deployment of the pre-tensioner only. A
pre-tensioner must be replaced after every deployment.
The two types of pre-tensioner are a belt pre-tensioner and an anchor pre-tensioner, also
called an emergency fastening device. In general, the term "pre-tensioner" refers to a belt pretensioner. An anchor pre-tensioner instantly pulls the strap around the pelvis of a front seat
passenger to protect the lower body for enhanced collision safety

<Belt Pre-Tensioners>

<EFD>

121

7) PAB On/Off Switch

A PAB on/off switch can be controlled by the user to
adjust passenger side airbag operation. A PAB on/off
switch is currently only applied to European-standard
airbag systems. Switching the PAB off lights up the PAB
deactivation indicator on the cluster.

On
Off

Ignition

On
4 sec.
PAB
enabled

Off

4 sec.
PAB
disabled

3 sec.

On
Off

8) Telltale Lamp
A telltale lamp is only applied to advanced-specs vehicles in North
America. If the ACU detects a situation that requires passenger airbag
deactivation, the "Passenger Airbag Off" indicator on the cluster is lit to
notify the user
.

122

4.4 Control
The ACU determines the need for airbag deployment by comprehensively assessing vehicle
speed/position signals received from its internal sensor, various external collision sensors and
C-CAN. When airbag deployment is determined, a current is sent to each airbag module for
ignition. Airbag deployment logic can vary by vehicle. The following airbag deployment
requirements are for reference only.
1) Airbag Deployment Logic

Input

Driver Airbag Deployment Logic - Advanced

Frontal
collision
Sloped
collision
Offset
collision
Pole
collision

10mph

9mph

Nondeployment
(DAB, PT)

Hysteresis

Rear of seat

Nondeployment
(DAB, PT)

Hysteresis

Failure

Front of seat

14mph

22mph

20mph

25mph

25mph

40mph

22mph

30mph

1st fire

2nd fire
PT Fire
DAB LOW Fire
PT Fire

DAB Low

Hysteresis

DAB HI

Buckle
sensor

PT fire (warning lamp on)

Seat
Position
Sensor

Functions at the rear of seat (warning lamp on)

FIS

Functions according to ACU's internal sensor (warning lamp on)

123

Failure

Passenger types

Input

Passenger Airbag Deployment logic - Advanced

Frontal
collision
Sloped
collision
Offset
collision
Pole
collision

10mph

5%
Female
Adult

Nondeployment
(DAB, PT)

9mph

Hysteresis

14mph

22mph

20mph

25mph

25mph

40mph

22mph

30mph

1st fire

2nd fire
PT Fire

DAB Low

Hysteresis

DAB HI

Children
aged six
and
under
Buckle
sensor

Non-deployment (DAB, PT)

Passeng
er type
sensor

Minimum requirement for activation: 5% adult female (warning lamp

on)

FIS

Functions according to ACU's internal sensor (warning lamp on)

Telltale lamp on
PT fire (warning lamp on)

Input

Driver/Passenger Airbag Deployment logic - Depowered

Frontal
collision
Sloped
collision
Offset
collision
Pole
collision

10mph

14mph
20mph
25mph

9mph

22mph
fire

Failure

Non-deployment
(DAB/PAB, PT)

Hysteresis

PT Fire
DAB/PAB operation

Buckle
Sensor

PT fire (warning lamp on)

FIS

Functions according to ACU's internal sensor (warning lamp on)

124

 Side/Curtain Airbag Deployment logic - Advanced

15 kph

Input

35 kph
fire

Non-deployment
(DAB, PT)

Hysteresis

CAB/SAB operation

Children
aged six
and under

Non-deployment
(DAB, PT)

Hysteresis

CAB deployment
Front passenger seat
SAB non-deployment

5% Adult
Female

Non-deployment
(DAB, PT)

Hysteresis

CAB/SAB operation

RH side collision

LH side collision

SIS failure

- If two SIS' are located on each side, deployment takes place if one
fails; deployment does not take place if both fail.
- Deployment does not take place if only one SIS is installed on each
side.

Only the CAB/SAB in the direction of collision deploys.

PT, DAB and PAB do not deploy in frontal collisions,
SAB and CAB do not deploy when a full frontal collision is detected
The pre-tensioner does not function when the seat belt is not worn.
A depowered system without a passenger detection sensor, the airbag is deployed when
requirements are met regardless of whether a passenger is present.
2) Airbag Warning Lamp Control
When power is supplied, the ACU detects errors in the airbag system and activates the airbag
warning lamp if necessary.
If the airbag system is normal
Airbag warning lamp is lit for 6 seconds.
Warning Lamp ON

6 sec.

Off

f the airbag system is faulty

Airbag warning lamp is on for 6 seconds, off for 1 second then back on.
Warning Lamp ON

6 sec.

Off

The ACU controls warning lamps during variant coding. Details will be provided in 4.5. Service
Procedure
.
125

3) Crash Output
When a collision is detected (conditions that demand the deployment of frontal/side airbag or
belt pre-tensioner), the ACU sends a digital signal called "crash output." This signal is sent to
the BCM to unlock the doors.
The crash output signal is modulated according to the PWM. In a normal zone, high-level duty
is set to 80%; in the event of a breakdown, high-level duty is set to 20%. In the event of a
collision, this signal is repeated 50 times in 1,000ms.

126

4.5 Service Procedure

1) Key Current Data

Connect diagnostic equipment and view the ACU's current data to verify sensor readings and
airbag module resistances. Each airbag module has a set resistance value in the ignition
circuit. In general, 2 ohm is measured when a range of 1.6 to 4.7 ohm is measured.
2) Variant Coding
As with the cluster, the ACU requires variant coding when replaced with a new unit. Variant
coding of the ACU is the same as one for cluster; an online and offline method can be used.
The online method involves entering the VIN of a vehicle to download vehicle specifications to
the GDS. Variant coding takes place automatically thereafter. The offline method involves
entering an ACU coding code found on the GSW site.
If variant coding fails because vehicle specifications do not match, a DTC is generated and the
warning lamp is activated. Up to 255 retries are possible when variant coding fails.
Variant coding cannot be performed on the same ACU more than once. If attempted, the GDS
generates a "failed" message.

127

 Warning lamp state during variant coding: Normal completion

Finished coding
6
sec.

Lamp ON
Lamp OFF
IGN ON

Variant Coding Mode

Normal mode

IGN OFF

Warning lamp state during variant coding: Variant coding failed

Finished coding
Lamp ON
Lamp OFF
IGN ON

Variant Coding Mode

Fail mode

IGN OFF

3) PODS/OCS/WCS sensor initialization (Advanced Spec.)

When replacing the seat, WCS reset is needed by using the GDS because seat weight is
different according to option of seat such as seat warmer.

128

4) Special Service Tools

Supplemental Restraint System connectors come in various shapes and sizes. Therefore you
have to refer to the shop manual to find out which SST suits the model you have to diagnose.
Dummys are used in general to replace the Inflator assembly you suspect to be damaged. If
connecting the dummy solves the problem, there is a high certainty that the inflator module is
defect. If the problem remains the same, the wiring and connectors should be checked.

Tool

Illustration

Use

Deployment
Tool

Airbag
deployment
tool

Deployment
Adapter

For DAB,
BPT
deployment

Deployment
Adapter

For PAB
deployment

Deployment
Adapter

For SAB
deployment

129

Tool

Dummy

Illustration

Use
Simulator to
check the
resistance of
each wiring
harness

Dummy
adapter

For PAB wiring

check

Dummy
Adapter

For DAB, BPT

wiring check

Dummy
Adapter

For SAB wiring

check

4. Convenience & Safety System (2)

Describe the functions and mechanisms of convenience/safety

systems.

Learning
Objectives

Describe the locations and roles of system components.

Test system components for normal functioning.

Perform post-component replacement service procedures.

1. Smart Key & Button Start

1.1 System Introduction
1.2 System Layout
1.3 System Components
1.4 Control
1.5 Service Procedure
2. Ventilation Seat System
2.1 System Introduction
2.2 System Layout
2.3 System Components
2.4 Control
3. Integrated Memory System
3.1 System Introduction
3.2 System Layout
3.3 System Components
3.4 Control
3.5 Service Procedure
4. Safety Power Window
4.1 System Introduction
4.2 System Layout
4.3 System Components
4.4 Functions
4.5 Service Procedure

131

1.

Smart Key & Button Engine Start System

1.1 System Introduction
1) What is the Smart Key & Button Engine Start System?
A smart key/button ignition system allows the user to lock/unlock the doors and start the
engine by just having a valid (registered) smart key in possession. The mandatory key
verification ensures security. The antenna of the vehicle conveniently locates the smart key for
verification. If the user tries to lock the doors when the key is inside the vehicle or one of the
doors is not closed properly, the user is given an alert.
2) Main Features
Passive door lock/unlock
When a driver comes to a vehicle and push the passive lock/unlock
button, the door can be locked or unlocked.
The button switches are embedded in the outside handle of drive & passenger door
respectively.
When any of door is unlocked if the passive button is pressed all doors get locked and the
vehicle becomes armed.
When all doors are locked if the passive button is pressed all doors get unlocked and the
vehicle becomes disarmed.
Passive engine start
Instead of conventional type - rotating mechanical key, in the vehicle with smart key & button
start system a driver have only to push the engine start button so that the vehicle can be
cranked. And the position of ignition can be shifted by pressing the start button, when not
pushing the brake or clutch pedal.
Ignition position changes as below sequence every time you pushes the start button.

Brake pedal is not pressed

Shift lever position : not N or P
Off

ACC

On

Off

Brake Pedal is pressed

Off

Shift lever position : N or P

133

Cranking

 Electrical Steering Column Lock

Before the smart key system is applied, mechanical locking device
like key lock body and cylinder had been installed around the steering
column for anti-theft.
But in smart key system it is not necessary to use mechanical key. So there is no key
cylinder. And Another device is necessary to prevent a vehicle from being stolen. ESCL
makes steering column locked so that steering wheel cannot be turned under the specific
condition. ESCL is controlled automatically by SMK unit without driver's handling.
LIMPHOME Mode
In the smart key system, smart key (FOB) that transmits unique signal
is used. When the battery which is inside the smart key is discharged
and a certain defect occurs, limp home engine start function is
available.
Before the SMK 2.5 ver. : There is smart key holder. And if the smart key is inserted to
the holder, by pressing the button the engine can be cranked.

SMK 2.5, 2.7 ver. : Push the start button with smart key

3) Version Comparison
The smart key system started at Version 1.0 and advanced to Version 2.0 and 2.5, before
reaching the current Version 2.7. While system logic has not gone great change, system
components have changed slightly.
Item

SMK 2.7

SMK 2.5

SMK 2.0

SMK 1.0

PDM

Integrated in
SMK module

Integrated in
SMK module

Integrated in
SMK module

Applied

Smart Key Holder

Integrated in
SMK module

Integrated in
SMK module

Applied

Applied

RF Receiver

Applied

Both separated
type or
integrated type

Applied

Applied

K-LINE

Removed and
use C-CAN
when diagnosis

Applied

Applied

Applied

SMK 1.0: PDM, Smart Key Holder and RF Receiver were all applied.
SMK 2.0: PDM was integrated with the smart key module.
SMK 2.5: Both the PDM and smart key holder were integrated with the smart key
module. Some vehicle models had a separate RF receiver, while others did not.
SMK 2.7: The RF receiver got separated again in Version 2.5. The K-line was deleted.
Communication with diagnostic equipment takes place through C-CAN, instead of K-line.

134

1.2 System Layout

1) Diagram of Key Components
Below figure is made based on a specific vehicle. The components and installation location may vary in some vehicles.

Key Holder

Start Stop
Button

ESCL

PDM

Power
Distribution
Relay

Smart Key Module

Cluster

Engine ECU
( RPM signal)

Trunk Lid SW
VDC (Vehicle
Speed Signal)

Bumper Antenna

Interior Antenna

Door lock/unlock SW &

door handle antenna

2) System Input & Output

135

Smart Key

RF receiver

Buzzer

1.3 System Components

1) Smart Key Module (Integrated with PDM and Key holder)
Location of the smart key module varies by vehicle model. The smart
key system controls all functions centrally. Recently, the PDM and key
holder became integrated. The acronym is SMK. A SMK
communicates through a body CAN and chassis CAN. (Only the body
CAN is used when sending data.)
Smart key module functions
Operates antenna for searching smart key inside or outside : LF (Low Frequency)
Receives smart key information from RF antenna
SMK unit controls terminal relay (ACC, IGN1, IGN2, STARTER)
Immobilizer function: perform key authentication with SMART Key and communicate with
ECM (ECM ; Engine Control Module).
Warning error of smart key: buzzer and display information on cluster
Start stop button character illumination control: White, Amber, Red LED
Control LIMPHOME Mode
2) LF Antenna
In general, the LF antenna is made up of
three interior antennas and two door
handle antennas. The main function of a
LF antenna is locating the smart key using
a low frequency.
LF antenna's function
Door Handle Antenna
Located inside the outside handle of a door. When the user presses the outside handle
lock/unlock switch, the vicinity is searched for the smart key. Pressing the door switch supplies
power to the antenna from the smart key module. Low-frequency wireless communication takes
place to locate the smart key.
Interior Antenna
Location varies by vehicle model. Generally located at the front and rear of the vehicle to locate
the smart key. Power is supplied to the antenna from the smart key module. Low-frequency
wireless communication takes place to locate the smart key in the interior.
Bumper antenna
Located inside the bumper and searches for the smart key outside the tail gate. The user can
open the trunk without opening a door if the smart key is on his/her person. Pressing the trunk lid
switch supplies power to the antenna from the smart key module to search for the smart key.
A passive door lock/unlock is impossible if the door LF antenna is faulty, but door lock/unlock
can take place through the RKE.
If the interior LF antenna is faulty, the vehicle cannot be started by pressing the ignition button,
but limp home ignition is possible.
136

3) Electrical Steering Column Lock

The steering column becomes locked when engine is turned
off and unlocked when engine is turned on (controlled by the
smart key module and ESCL). The ESCL contains a motor for
steering lock/unlock, a hall sensor for steering lock/unlock
detection, and an interface for communicating with the smart
key module.
The smart key module sends steering wheel lock/unlock
commands to the ESCL. The ESCL drives the motor
according to the smart key commands. The hall sensor
detects steering lock/unlock and sends position signals to the
smart key module. Currently, the ESCL is a legal requirement
in Europe, but no longer applied in North America.
Ignition cannot take place without unlocking the ESCL.
4) Start/Stop Button
The user's intention to power on or start the engine is sent to the smart key
module as a signal As there are two signal lines that transmit "switch on"
data, ignition can still take place even if one of the lines is faulty.
Following the removal of the key holder, a coil antenna circuit was built in for
limp home ignition.
5) RF Antenna
Receives key data from the smart key through wireless radio frequency
communication and passes it on to the smart key module. If remote
keyless entry is attempted with the smart key, RKE signals are received
and sent to the smart key module.
Passive door lock/unlock and passive engine start cannot take place if
the RF antenna is faulty, but limp home ignition can take place.
6) Smart Key
Contains a vehicle's unique key data. When key data requests are
received from the smart key module through wireless low-frequency
communication, key data is sent as radio frequency signals. Functions
include RKE lock, RKE unlock, trunk open and horn switch. Also
functions as a mechanical key
.

137

1.4 Control
1) Passive Door Lock/Unlock function

SMK

RF Receiver

Door O/S SW

Door LF Antenna

Smart Key

Door lock/unlock
Actuator

BCM/SJB

Button signal is sent to the SMK module when the user presses the door O/S switch.
Upon receiving an O/S SW signal, the SMK module immediately activates the LF antenna
to locate the smart key.
The door LF antenna sends LF signals to locate the smart key.
Upon receiving the LF signal, the smart key sends its own key data to the RF receiver as a
RF signal.
The RF receiver sends the received smart key data to the SMK module.
If the SMK module verifies the smart key data as valid, a door lock/unlock signal is sent to
the BCM/SJB through CAN communication.
The BCM/SJB drives the door lock actuator.
2) Welcome Light

SMK

BCM/SJB

RF Receiver

Door LF Antenna

Smart Key

O/S Mirror Actuator

Puddle/Pocket Lamp

The SMK module activates the LF antenna to activate the welcome light once every three
seconds.
The LF antenna locates the key when it is near the door.
Smart key data is sent to the RF receiver.
The SMK module verifies the key data. If valid, an "activate welcome" signal is sent to the
BCM/SJB.
The BCM/SJB switches on the O/S mirror and every welcome light.
138

<Reference: Smart Key Searching time by door antenna>

3 times

For 4 days

For 10 days

Searching time
: every 0.24 sec.

Searching time
: every 0.72 sec.

Leaves Vehicle
Searching time
: every 3 sec.

Welcome ready

Welcome light stop

for 10minutes

Not Leaves
Vehicle

Searching time: every 3s

Welcome light stop
3) Passive Engine Start function
Brake switch

P/N inhibitor Switch

ESCL

SSB

SMK

Interior LF
Antenna

RF Receiver

Smart Key

Power Distribution
Relay

Engine
ECU

Passive engine start is possible if lever position is in P or N with the brake pedal pressed
down.
When the user presses the start/stop button, a switch signal is sent to the SMK module
through two lines. A fail-safe function activates if one of the two lines is faulty. Refer to the
fail-safe function explanation.
When the SSB signal is sent, the SMK module activates the interior LF antenna.
The interior LF antenna sends wireless LF signals to locate the smart key.
Upon receiving the LF signal, the smart key sends its own key data to the RF receiver as a
RF signal.
The RF receiver sends the received smart key data to the SMK module.
Once the SMK module verifies the smart key data as valid, the power distribution relay is
activated.
The SMK module verifies the ESCL state data through the serial communication line.
If the ESCL module is verified as normal, the SMK sends an "enable" signal to the ESCL. (
An "unlock ESCL" command is also sent to the serial communication line at the same time.)
139

 After disabling the steering column, the ESCL module sends an "unlock" switch signal to
the SMK module. A "deactivate" signal is also sent through the serial communication line at
the same time.
Once the ESCL module is deactivated, the SMK module receives engine and transmission
specifications through the C-CAN line, and sends key verification data to the engine ECU
through the H/Wire.
The engine ECU starts an ignition. Once RPM data is sent, the ignition relay is cut off and
engine start completes.
<Note>
~is omitted if there is no ESCL.
The ESCL can be locked and unlocked if both the serial communication line and unlock switch
signal are normal.
If ESCL deactivation does not take place properly, cranking is possible, but ignition cannot take
place.
If the SSB is pressed within 30 seconds after a passive door unlock, ~is omitted and the power
distribution relay activates immediately pre-verified function

4) LIMPHOME mode
A limp home ignition is an emergency start-up method. The smart key is inserted in the
holder for verification when there is insufficient battery power or if wireless verification fails.
From SMK Version 2.5 and onward, the key holder was removed and its function is
performed by the ignition button and SMK module.
Limp home ignition
~ SMK 2.5 ver.: Insert the smart key in the holder and press the start/stop button.
~ SMK 2.5 ver.: Instead of inserting the smart key, press the start/stop button with the
smart key.
* Start/stop button
(built-in antenna coil)

* Smart key
(built-in
transponder)

10mm
5 mm

* Smart key module

(built-in immobilizer
verification circuit)

When an ignition button signal is input, the SMK module activates the interior antenna. If a
RF signal is not received from the smart key at this time, the SMK module activates the
antenna coil inside the start/stop button once more. When the smart key data is sent to the
start/stop button through the antenna coil, the start/stop button sends the data to the SMK
module again. The SMK module checks for a data match through key verification. If valid,
ignition takes place.

140

5) Smart Key Reminder Alarm

Prevents doors from locking with the smart key in the vehicle.
Power off, smart key inside and one or more doors open
Door lock actuator set from "unlock" to "lock" interior antenna operated smart key
response door unlock command sent all doors unlocked
Power off, smart key inside and one or more doors open closed
Door lock checked for 0.5 sec after door-closing interior antenna operated smart key
response door unlock command sent all doors unlocked and buzzer sounded
6) Smart Key Location Alarm
Prevents the user from leaving the vehicle with the vehicle power set to ACC or while the
engine is running
Power set to ACC or higher, vehicle speed 3kph or less, smart key not in vehicle
and door open
One or more doors open Interior antenna operated No smart key response Cluster
text displayed
Power set to ACC or higher, vehicle speed 3kph or less, smart key not in vehicle
and door openclosed
One or more doors opened and closed Interior antenna operated No smart key
response Cluster text displayed and buzzer sounded
7) Door Lock Alarm
Doors are unlocked when the user attempts a door lock in any of the following
circumstances.
Power set to ACC or higher, all doors closed, smart key not in vehicle and passive
door lock button pressed
Door O/S handle lock button pressed door handle LF antenna activated smart key
response from outside all doors unlocked and buzzer sounded
Power off, all doors closed, smart key in vehicle and passive door lock button
pressed
Door O/S handle lock button pressed interior antenna activated smart key response
from inside all doors unlocked and buzzer sounded
Power off, one or more doors (tail gate included) open, smart key not in vehicle and
passive door lock button pressed
Door O/S handle lock button pressed door handle LF antenna activated smart key
response from outside all doors unlocked and buzzer sounded
141

8) Fail Safe Function

Fail safe item

Action at the fail safe mode

ON Signal Switch either 1 or 2 of

start button defected

Press start button 2nd short within 10 seconds

after 1st trial. (press start button 2 times within 10
sec.)
(Press start button again message is displayed
on cluster)

Brake switch signal defected

Press start button longer than 10 seconds

Both of above two cases

(ON Signal Switch & brake switch
are defected.)

Press start button 2 times within 10 sec. and

the position of ignition changes to "ACC"
And press start button 2 times within10s
again
keeping the last button pressed for 10 seconds

<Reference: Turning the ignition off while driving>

In the event of an emergency while driving (fire, stuck gas pedal or brake failure), the engine
can be shut off as follows.
Press the start/stop button more than three times in three seconds or press and hold for
more than two seconds to shut down the engine

142

1.5 Service Procedure

1) Key Current Data

143

2) Key Registration
As with immobilizer key registration, a new key must be registered with the engine ECU,
SMK unit and ESCL module. Once smart key learning starts, key registration takes place in
the order of ESCL SMK module engine ECU. Key registration fails if key registration
for a North American-specs vehicle (without an ESCL) is attempted using diagnostic
equipment designed for European specifications and vice versa. Key registration procedure
is as follows.
SMK 2.5 ver. ~ : Connect diagnostic equipment and enter key registration mode enter
PIN code press SSB with smart key (1st time) completed press SSB with smart
key (2nd time) completed
~ SMK 2.5 ver. : Instead of pressing the SSB with the smart key, insert it in the key holder
and perform key registration.

3) Neutral Mode
The neutral mode applied to the immobilizer system is equally applied to the smart key
system. With the smart key system, diagnostic equipment can be used to neutralize the
engine ECU, SMK module and ESCL module. Vehicle PIN is required for neutralization
.

144

4) SMK/ ESCL Status Check

A SMK status check shows the number of keys registered in the SMK module and their state
(learnt, virgin or neutral).
An ESCL status check shows the ESCL state (enabled/disabled), lock/unlock state and
ESCL learning state.

5) Actuation Test
The smart key system uses a diagnostic program for actuation tests. An actuation test can
verify the state of key hole lighting, immobilizer lamp indicators, relays, buzzer and antennas.

Verify the following during an actuation test.

Check SSB LED

Check the indicator

Check for smart key

during an inspection

display when

LED activation when

immobilizer lamp is

checking the LF

active

antenna

145

6) Antenna status check

The smart key system uses a diagnostic program to check the antenna state. The following
process can be verified through this diagnosis: SMK module LG antenna activation
smart key found RF receiver signal sent SMK module signal received.

7) Serial Communication Line Check

This inspection verifies the state of the serial communication line between the RF receiver
and SMK module, and the serial communication line between the ESCL and SMK module.

146

2.

Ventilation Seat (Climate Control System)

2.1 System Introduction
1) What is the Ventilation seat (Climate Control System)?
A ventilated seat is a seat equipped with a ventilation device that heats up the seat in
wintertime and supplies cool air to the seat surface (cushion and backrest) in summertime.
Heating mode activates the heating wire installed in the cushion and backrest. Cooling mode
blows cool air through the seat surface through a blower motor and air duct. The cushion and
backrest of a ventilated seat is made up of a perforated pad, which allows cool air to be
delivered to the user. Ventilated seats remove humidity from seat surface and maintain an
appropriate temperature for increased user comfort.
2) Ventilated Seat Types
There are two types of ventilated seat. While the heating function is the same in both, a
difference exists in the blowers.
Previous

Recent

Blower Motor + Air ventilation duct

2 Blower motors (Seat, Back)

Controlled by voltage signal from

ventilation module

Controlled by PWM signal from

ventilation module

No self-check mode

Self-check mode available

The conventional ventilation function was archived by a blower motor and air duct. Ventilated
seats of late-model vehicles are equipped with two blower motors that emit cool air. Difference
exists in their control also. While voltage was controlled by the control module through an IC in
the past, newer ventilated seats' blower intensity is adjusted through PWM signals.
It used to be impossible to diagnose the ventilation module with diagnostic equipment due to a
lack of communication. Newer ventilated seats have a self-check function that identifies any
trouble in specific areas through simple button control.

147

2.2 System Layout

Heating wire (heating)

CCS control unit

Ventilation (cooling)

Pad (backrest)

Seat Heating
Wire (Backrest)

Duct

Seat Heating Wire (Cushion)

CCS
Switch

Temperature Sensor
( NTC)

Blower Motor
Pad (cushion)

A ventilated seat is made up of a control unit, multi-level control switch, heating wires, NTC
sensor (heating wire temperature sensor) and blower motor. If there are two blower motors,
the control unit sends an activation signal to each blower motor separately. A ventilated seat is
generally found in the driver seat and front passenger seat of mid-size vehicles or larger
vehicles
.

2.3 System Components

1) Multi-level control switch
Control Unit

Heating wire
(level 1 3)

Console Switch
Cooling SW

Ventilation
(level 1 3)

Cooling HI
Cooling MID
Cooling LO

voltage

Heating SW

Switch ON

12V

Heating HI
Heating MI
Heating LO

B+

0V

B+

time

148

A heating/cooling switch is an assembly that consists of a seat heater switch and a ventilation
level switch. Being a push/return-type switch, it can be used to control seating heating and
cooling at three levels. Each press of the switch changes the setting from High (level 3),
Middle (level 2), Low (level 1) to Off.
The switch internals is designed as a simple contact device where pressing the switch enables
the vehicle's ignition power (12V) to flow to the CCS control unit. (Pull-down method: The CCS
control unit monitors the time and the number of relevant switch signal inputs in order to
activate the heating wire or ventilation blower motor.
If you press and hold the switch for more than 1.5 seconds, the unit turns OFF
2) Ventilation Module

The ventilated seat module is located underneath the seat and

centrally control seat cooling/heating. Communication with
diagnostic equipment is not possible due to a lack of
communication IC.
Input: Multi-level control switch signals, heating wire NTC
sensor signals, ALT L terminal signals
Output: Blower operation signals, heating wire power output,
switch LED contact control
As large currents are required for ventilation control, alternator L
terminal signals are received to perform ventilation only when the
engine is running.

3) Heating Wire & NTC Sensor

Temperature
Sensor

The seat heating wire is a type of carbon

heater and is installed with the ventilation
pad in the seat cushion and back area.
Its maximum power consumption is 10A.
The
temperature
sensor
uses
NTC(Negative Temperature Coefficient)
thermistor, a type of thermostat
comprising a semiconductor in which
temperature and resistance are inversely
proportional.

A temperature sensor is installed on the seat surface (cushion) along with the heating wire.
The CCS control unit controls heating wire temperature based on input temperature sensor
readings.
4) Blower Motor
The CCS blower motor is installed at the bottom of
the seat cushion or on the seat back, and contains a
control IC to control the motor current. The connector
linked to the ventilation module is made up of three
terminals. Motor speed control signals are received
from a 12V ground and the ventilation module.

Blower (back)

Blower (cushion)

Blower
(cushion and back)

149

2.4 Control
1) Heating Wire Control
Ventilation Control Unit
12V
Heating wire
output

CPU

5V

Defogger
(cushion
)

Defogger
(backrest
)

NTC input
circuit

The ventilation control unit starts up the heating wire output stage when a heating wire
selection signal is received. Producing maximum heating wire output (approx, 12V), the
ventilation control unit achieves the target temperature in 30 minutes. Heating output is turned
on or off (or PWM is controlled) to maintain the user-set temperature.
To monitor temperature sensor readings (NTC), the ventilation control unit sends 5V of pull-up
voltage to the temperature sensor. When seat temperature increases as the heating wire
heats up, NTC resistance falls, leading to a gradual reduction in the voltage at the NTC input.
This voltage change is sent to the CPU through the NTC input circuit. The ventilation control
unit adjusts seat temperature to fulfill the user setting through variable control of heating wire
output.
The ventilation control unit stops heating wire operation if a NTC sensor error is detected.
NTC error detection
When there is no change in the temperature sensor reading for a certain period of time
after the heating wire is turned on
If the temperature sensor resistance value deviates from an acceptable range
(abnormally high or low temperature detected)

150

2) Blower Motor Control

Motor current control

Blower
Motor

Blower (+)

Speed
Control

Terminal
Number

Measuring
Condition

Voltage

Ground

0V

Ventilation
(level 3)

8.5V

Ventilation
(level 2)

7.0V

Ventilation
(level 1)

6.0V

IG ON

12V
(battery
voltage)

Motor control
- voltage

Blower (-)
Control

12V

Module

MICOM

Motor Power

The ventilation control unit sends voltage signals to the blower motor to control the blower
motor current at three levels. Motor voltage is constantly input at 12V. Motor control voltage
carried by switch signal. 8.5V is output at level three, 7V at level two and 6V at level one.
PWM control

Blower
(Cushion)
Blower PWM
Control

Blower
(Back)

Ventilation Control Module

The ventilation control unit sends blower motor activation signals suitable for a selected level
in PWM format when the user's ventilation switch signal is received.
PWM signals output by the ventilation control unit shows the duty waveform of 12V (max.
voltage) and 1V (min. voltage). (-) Duty is 0% when the heating wire is set to On or Off; 50% at
level 1 cooling; 60% at level 2 cooling; and 70% at level 3 cooling.
The blower motor power and ground is structurally designed so that they are directly
connected to the battery and body ground.

151

3) Failsafe
Blower Motor + Air duct
type

2 Blower Motors type

Heating control
Malfunction

Heating operation is stop

after 4seconds
Heating indicators are stop
after 4seconds

Both Heating and Blower

operation is stop
All switch indicators are stop

Blower Control
Malfunction

Blower operation is stop

after 4seconds
Blower indicators are stop
after 4seconds

Both Heating and Blower

operation is stop
All switch indicators are stop

<Reference: Activating the self-check mode (if available)>

Item

Description
With the heating switch pushed, turn the IGN On and after
three seconds, press the heating switch twice.

Diagnostic
mode

Entering
procedures

The drivers seat and the assist seat are diagnosed independently.
The diagnosis process is the same.

Error code

After entering diagnosis mode, press the heater switch for over five
seconds.

Clearing

[Entering Diagnostic Mode]

Six LEDs
blink four times

How to
indicate
failure

[NTC Sensor disconnected]

Heating 2 stage
LED blinks 4times

[Heating cable power

short to the vehicle body:
back, cushion]

[NTC Short]

Heating 3 stage
LED blinks 4 times

152

Heating 1, 2, 3 stage
LED blink 4 times

Item

Description

[Heating cable power

opened: back, cushion]

[Blower motor signal line,

power line opened]

Heating 2, 3 stage
LED blink 4 times

How to
indicate
failure

Ventilation 2, 3
stage
LED blink 4 times

[Blower motor power

short to the vehicle body]

Ventilation 1, 2, 3
stage
LED blink 4 times

153

In case of more than one

failure, the LEDs blinks
continuously (every two
seconds).

3.

Integrated Memory System

3.1 System Introduction
1) What is an Integrated Memory System?
Safe driving requires well-positioned outside mirrors, seat adjustment and a good steering
wheel position. As such, the driver should adjust the seat and outside mirrors before driving.
An integrated memory system memorizes and recalls seat positions, mirror positions and
steering wheel positions when required. Up to two drivers can be memorized. If device
positions change after another driver was in the vehicle, pressing the recall switch restores the
user's saved positions.
2) Integrated Memory System Functions
Manual operation: Motor control using the seat manual switch
When signals are received from the seat manual switch (slide, backrest, front/rear height
adjustment), seat position is changed by activating the relay.
Memory function: Up to 2 users can be saved and loaded using the IMS switch
The driver can adjust the seat, steering column and outside mirrors to an optimum position
and use the IMS switch to memorize the positions. The IMS switch can also be used to recall
positions.
Driver in/out synchronization: Seat positioned automatically if power is on
When power is switched off, the seat moves back. When power is on, the seat moves back to
the position it was in before power-off.

154

3.2 System Layout

Power Seat Module

Manual SW

Sliding

Reclining

Reclining

Reclining

IMS Switch

BCM

B-CAN

DDM

ADM
Manual SW

Left Mirror

Tilt
M

Right Mirror

Steering
Column Module

Telescope

IMS switch inputs are entered in the DDM first. Switch signals entered in the driver door
module are sent to the power seat module, steering column module and assist door module
through the body CAN line. Each module drives an actuator to activate the seat, outside mirror
and steering column module. Signals required for control are received from the BCM through
the CAN-line.
BCM signals: Key In, ACC, IGN 1, IGN2 signal, Shift Lever position signal, vehicle speed,
Driver door switch signal

155

3.3 System Components

1) IMS switch
The IMS switch is used to save and recall device positions
set by the user. Being a push-return switch, it is installed
next to a manual switch in some vehicles as shown on the
left. The diagram on the right shows an IMS switch
installed on its own. The IMS switch is generally located at
the top of the driver door module.
2) Power Seat Module
Memorizes and recalls seat positions. Equipped with a body CAN IC,
the power seat module drives the seat actuator to a memorized
position when an IMS switch signal is received from the CAN line.
The actuator can also be driven using manual seat adjustment switch
signals.
3) Steering Column Module
Memorizes and recalls steering column positions. Equipped with a
body CAN IC, the steering column module drives the steering column
actuator to a memorized position when an IMS switch signal is
received from the CAN line. The actuator can also be driven using
manual steering column adjustment switch signals.
4) Driver Door Module
Detects IMS switch signals. IMS switch signals are detected using a
pull-up/pull-down method. Alternatively, the signals can be received
through LIN/CAN communication (varies by vehicle model). The
driver door module also memorizes and recalls outside mirror
positions on the driver's side. The mirror actuator is driven to a
remembered position or the manual switch can be used to drive the
actuator.
5) Assist Door Module

Memorizes and recalls outside mirror positions on the front

passenger's side. The mirror actuator is driven to a remembered
position or the manual switch can be used to drive the actuator.

156

6) Seat/steering Column Actuator

<Steering Column Actuator>

<Sliding, Height(front/rear)>

<Reclining>

Driven by the power seat module and steering column module. A limit switch is recognizes
the start and end of the seat and steering column. The limit switch has been removed
from late-model vehicles and replaced with a position sensor (hall sensor type).

3.4 Control
1) Manual Operation
The actuator can be driven using the manual switch. Manual actuator drive can take place
while driving. Manual actuator drive takes precedence over IMS switch recalls.
2) Memory Function
Memorization requirements
IGN2 ON, Lever Position P", Vehicle speed < 3km/h
Memorization
No limit to the number of memorizations
a. Adjust the seat, outside mirror and steering column to a position to be memorized.
b. Press the SET switch Buzzer is sounded once
c. Press Switch 1 or Switch 2 within 5 seconds Buzzer is sounded twice
3) Recalling Function
Recall
Press Switch 1 or Switch 2 to drive the actuator to a remembered position Buzzer is
sounded once
Recall requirements
a. No seat manual switch control
b. Lever Position p, Vehicle speed < 3km/h
)Recall stop requirements
a. Lever Position not p, Vehicle speed > 3km/h
b. Motor's non-arrival at the target position

157

 B+ recall
Recall is possible using battery power when the driver door is open even if ignition is off. If
the driver door is closed when ignition is off, a recall must be initiated within 30 seconds.
Drive control
A recall takes place in a certain order to prevent current overlaps when the seat motor is
driving. The actuator is driven in the following order: Slide motor Reclining Motor
Front Height Rear Hight. Delay between each motor is approximately 100ms.
4) Driver In/out Synchronization
IG OFF
An incoming IG OFF signal from the BCM moves the seat and steering column to let the
driver out with ease. The slide motor moves the seat back by up to 50mm (stops when the
limit is reached). The tilt motor moves the steering column to the limit from the IG off
position.
IG ON
Seat and steering column position is recalled to the one memorized immediately before
ignition was switched off.
Driver in/out synchronization only takes place when it is enabled in USM mode.

158

3.5 Service Procedure

1) Current Data
<Driver Door Module Current Data>

<Power Seat Module Current Data>

As IMS switch signals are sent to the driver door module, sensor readings for switch
signals can be checked in the driver door module. In addition, mirror position sensor
readings and mirror switch signals can be checked in the current data of the driver door
module.
The state of each manual switch and actuator drive can be checked in the current data of
the power seat module. Also, limit switch setting can be checked.
Current data is also provided by the steering column module and assist door module.
159

2) Actuation Test

The power seat module conducts an actuation test on each actuator. An actuation test
verifies normal functioning of actuators.
3) Seat Limit Position Setting
Seat limit position setting is performed to set a starting point and limit for seat positioning.
Seat limit position setting is mandatory in the following circumstances.
After a power seat module unit replacement
After a seat change
Error in the power seat module
As with seat limit position setting, limit position setting is also required for the steering
column module.
After a steering column module unit replacement
After a steering column replacement
Error in the steering column module

160

4.

Safety Power Window

4.1 System Introduction
As power window systems using electric motors are now widely used, driver convenience and
driver safety has improved. In addition, the auto up/down function has also been added to
existing power window systems, which enables the driver to raise or lower the window from top
to bottom, and vice-versa, with one press of the window switch. This increases driver
convenience and reduces the time required to hold down the window switch.
However, there is still some concern for the safety of the driver and passengers under specific
conditions. In particular, the auto up function of the power window has shown to be hazard that
can cause personal injury when the window rises automatically, pinching a part of a
passenger's body. This has led to the addition of a safety function to the power window control
in an effort to minimize the hazard.
The safety power window increases the safety of the passengers by lowering the window
immediately in event that the window driven by the window motor cannot rise to its top position
because of an obstacle caught in between the glass and the door frame. It is implemented
with a control unit that electronically controls the window motor, and a sensor installed inside
the motor detects the window's position and any obstruction in the window's path.

4.2 System Layout

Power Window Switch
Power Window Switch

Power window motor and

safety unit

Hall IC

Power Window Motor & Safety Unit

Body Control Module

A safety power window device functions through a power window motor, safety unit, power
window switch and body control module. A window motor is installed inside the power window
motor and safety unit. There is also a built-in hall sensor, which detects window position and
any obstacles.

161

4.3 System Components

1) Power window motor and safety unit
An electric motor to raise/lower windows and safety control unit are integrated into one
assembly. A built-in hall sensor detects motor rotation and glass position. If motor movement is
hindered by an obstacle before the window reaches the very top, the safety unit reverses the
motor and lowers the window back down.
Manual up/down and automatic up/down function, besides the safety function, receives switch
signals from the power window switch to drive the motor.
2) Power Window Switch
It sends the request signal to the safety unit to raise or lower the window as selected by the
user. Switch signals are recognized in one of two ways.
Before 2009

Down

Power window motor and safety unit

sent pull-up voltage to two terminals (up
and down). Voltage falls to 0V from 12V
if manual-up or manual-down takes
place. When auto-up takes place, a
voltage changes occurs at the "up"
terminal; if change at the "down"
terminal persists for more than 300ms,
auto-up is recognized and executed.
Conversely, auto-down takes place if a
voltage change at the "up" terminal
persists for more than 300ms after a
voltage change at the "down" terminal.

Up

Safety Power Window

Motor & ECU

After 2009
Power window motor and safety unit
sent pull-up voltage to three terminals
(up, down and auto). Manual-up and
manual-down take place in the same
manner as the previous version. When
auto-up takes place, a voltage changes
occurs at the "up" terminal; if change at
the "auto" terminal persists for more
than 300ms, auto-up is recognized and
executed. As well, auto-down takes
place if a voltage change at the "auto"
terminal persists for more than 300ms
after a voltage change at the "down"
terminal.

Safety Power Window

Motor & ECU

162

 Variation of Input Voltage According to the Power Window Switch Operation

Before 2009
Operation
Conditions

Input
Terminal

Voltage Change
12V

UP

Off
UP

0V

Manual up and down

operations
12V

DOWN

Off
DOWN

0V

12V

UP

Off
Manual UP

0V

Auto-up operation
DOWN

12V

Off

window
300ms or more Auto up
Superimposed
Auto UP

0V

After 2009
Operation
Conditions

Input
Terminal

Manual up and down

operations

UP
DOWN

UP

Voltage Change
Same as the pre-2009 version

12V

Off
Manual UP

0V

Auto-up operation

AUTO

12V

Off

Auto UP

0V

DOWN

12V
0V
163

window
300ms or moreAuto up
Superimposed

Off

3) BCM (Body Control Module)

The BCM sends the authorization/prohibition signal to operate the safety power window.
Battery power is used as the main power source for the window motor and safety unit. This
means that the window motor and safety unit can be operated even if the ignition is not on. As
such, the safety motor and unit must receive "ignition off" signals. For 30 seconds after ignition
off, the BCM sends window enable/disable signals to the window motor and safety unit for
power window activation.

4.4 Functions
1) Safety Function
When an object obstructs the window's path during the auto-up motion, the safety unit stops
the motor immediately and puts it into reverse to lower the window. The window will reverse
direction from where the obstruction was first encountered to the set position, then stop. The
exact reverse motion range of the window is shown in the table below:
Section

Description

4mm from the

very top - very
bottom

This is the safety operation zone.

The zone starts 4 mm below the top
position down to the bottom position.
If an object obstructs the window's
path within this zone, the window will
reverse direction for safety.

4 mm from the
very top - 25 cm
from very top

If an object is detected in a zone that

is 4 mm below the top position to 25
cm from the top position, the window
will reverse direction by as much as
30 cm and then stop.

4 mm from the
very top - within
25 cm from the
very top

If an object is detected in a zone that

is 4 mm below the top position to 25
cm from the top position, the window
will reverse direction by as much as
5 cm and then stop.
If the reversible distance is less than
5 cm, the window will move to the
bottom position and then stop.

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Image
Topmost
4mm
Safety
operable
section

Topmost
4mm
Limit point

25Cm

Reversal distance (30 cm)

Topmost
4mm
25Cm

Limit point
Reversal distance (5 cm)

2) Panic Function
In the event of an emergency when the driver is inside the vehicle (e.g. intrusion), the window
must be raised and fully closed even if a foreign object is in the way. In this case, he or she
may operate the window using the manual-up function, but it will not be practicable to do so.
People tend to pull on the power window switch by instinct during an emergency, and this can
result in an unwanted safety operation.
If an auto up switch signal is input for a set time (approximately one second), driver panic is
recognized. Initial detection of an obstacle triggers a window reversal (lowered by 2.5 cm and
stops). If an auto up signal persists for 1 second or longer again, the obstacle is ignored and
the window is raised to a full closure.
Panic Operation Flow Chart
After 5 seconds
Auto-up switch
operation (over 1 second)

Foreign
object
Detection

Lower By
25mm
(panic 1)

Auto-up switch
Operation
(under 1 second)

Normal
Operation

Within 5 seconds

Ignore
Window shut completely
(panic 2)

Motor
stop

Foreign object
Detection

Repeated auto-up switch

operation(over 1 second)

3) Soft Stop Function

The soft stop function is designed to protect the window motor, regulator and glass system.
The safety window motor and unit memorize the bottommost position the window stops at, and
when auto-down or down takes place, the motor is stopped automatically before the window
reaches the bottommost position.
This function is used to prevent noise that normally gets generated when the window regulator
touches the stopper and stops during a power window down operation. This preventive
measure enhances the durability of the motor and the regulator. Pressing the down switch
once again when the motor has been stopped automatically by the soft stop function fully
brings the window down. When the window is stopped by the soft stop function, its position is
referred to as a "soft stop position." When fully lowered, its position is referred to as a "hard
stop position."
The safety unit learns and updates the bottom position of where the window actually stops
after the window is lowered ten times. It does this in order to detect and average out the
minute position variations caused by changes in the glass seal, regulator system, door
properties, and/or motor properties.

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4.5 Service Procedure

As the power safety motor and unit do not use CAN communication, no current data or forced
drive is available. However, "enable" signals sent by the BCM can be checked in the current
data of the BCM.
Power window initialization is essential after a window replacement. Initialization is a process
for the safety motor and unit to recognize the top position of the window.
The hall sensor fitted within the motor will decide whether an object is obstructing the window
when it operates, or if the window has already reached the top position, creating a load on the
motor. When a motor or safety unit has been replaced or if the battery dies (older models), it is
common to remove/reinstall and adjust the window regulator. In such a case, deviation from
the window position learned by the previous safety unit or failure to conduct position learning
can cause the auto up and safety function to malfunction. Thus, be sure to initialize the power
window when any of the services stated above have been done.
Previously, when performing re-initialization due to a malfunction of the safety function, or
some other reason, it was possible to uninitialize the power window for older vehicle models by
removing the battery. However, the information already learned remains even after removing
the battery for newer vehicle models. Therefore, for the newer models, the operator should
uninitialize the power window according to the specified procedure, in order to have the
system learn new information (re-initialization).
1) Initialization
Ignition ON

Press power window

manual up button

2) Initialization Cancellation

Window rises

Keep the switch on with the

window in the topmost
position for more than 200ms

Check for normal

functioning

Initialization complete

Initialization cancellation method varies by vehicle model. Always check the maintenance
manual before proceeding. In general, there are two methods.

Ignition on

Open the door to

cancel initialization
of.

Lower window
(down to the hard
stop position)

Ignition off
Within 2 sec.

Check for
cancellation

Ignition on

Check for
cancellation

Initialization
cancellation
complete

Open the door to

cancel initialization
of.

Initialization
cancellation complete

Press the manual

down switch
three times within five
seconds

Ignition ON

Lower window
(down to the hard
stop position)

Manual down
switch held
down

Ignition on

Within
2 sec.

Ignition off

How to check for initialization cancellation: If the uninitialization has been done correctly, the auto-up,
safety, and soft stop functions will not work.
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