AFTER - SALES TECHNICAL TRAINING
2010 ELECTRICAL ARCHITECTURE
Ref: C_12232
Date: 07/09/2010
List of modifications
Date
Page
Reason for modification
3
OBJECTIVES
At the end of this training course, you should be able to:
identify the main components of a 2010 electrical architecture.
to explain the main functions and give the characteristics of the electrical
power supplies protection and management module.
to explain the main functions and give the characteristics of the engine
ancillaries ECU.
to explain the main functions and give the characteristics of the built-in
systems interface.
to identify the different networks used on the 2010 electrical architecture.
to identify the different 2010 electrical architecture power supplies
to explain the future lines of the 2010 electrical architecture.
NOTE TO READERS
This document is a training support document.
Consequently, it is strictly for use by the trainees on the training course, and in no way may be
used as a service document.
NOTE TO READERS
The present document may not be reproduced or issued without formal authorisation.
Symbol for comments on ecology (Recycling...)
Symbol for comments on a maintenance or adjustment point
Symbol for comments on spare parts
Symbol for comments on a diagnostic point
Symbol for comments on an important point
Symbol for comments on accessibility
Symbol for comments on connection hardware
Symbol for a link to the service documentation
5
CONTENTS
Electrical architecture
Standby / wake-up
Power economy mode
Diagnostic
Adaptable technologies
The engine ancillaries ECU
Introduction
The built-in systems interface
Multiplexed architecture
1
INTRODUCTION
2
MULTIPLEXED ARCHITECTURE
2010 Electrical architecture
The CAN LAS (running gear) High Speed network
The CAN High Speed I/S (Inter System) network
The CAN Low Speed body network (BODY)
The Low Speed CAN COMFORT (COMFort) network
The CAN Low Speed INFO/DIV (INFOrmation/Entertainment) network
The LIN network
3
ELECTRICAL ARCHITECTURE
2010 Electrical architecture synoptic
The power supplies
Battery charge status module (BECB)
Electrical power supplies protection and management module (BPGA)
Interior Fuse and Relay Matrix (MFRH)
4
THE ENGINE ANCILLARIES MODULE
Changes to the engine ancillaries ECU
The distribution and protection function
The power supply function
The gateway function
5
THE BUILT-IN SYSTEMS INTERFACE
Changes to the BSI
The distribution and protection function
The power supply function
The diagnostic function
The gateway function
6
STANDBY / WAKE-UP
High speed CAN network Standby/Wake-up
Low speed CAN network Standby/Wake-up
7
POWER ECONOMY MODE
General features
The changes
The activation conditions
Warnings
8
DIAGNOSTIC
The diagnostic plug
The diagnostic gateways
9
2010 ADAPTABLE TECHNOLOGIES
The MOST network
The FLEXRAY network
6
Page deliberately left blank to
enable training to start on a
right-hand page
Do not delete
7
INTRODUCTION
CHANGES IN THE NUMBER OF ECU
VAN or Dual VAN CAN
network
CAN LS
CAN HS Inter-system (I/S)
LIN Network
Average number of ECU per architecture type
0
5
10
15
20
25
30
35
2000
Picasso
Xsara
BSI
Berlingo
1999
1999
2000
Restyled
Xsara
2003
307
COM 2000
Restyled
Berlingo
307
2001
2001
2002
2003
C4
Picasso
308
Berlingo
308
cabriolet
2006
2007
2008
2008
C4
3-doors
C4
5-doors
307
CAN
Restyled
307
C4
CAN
2004
2004
2004
2005
2006
Restyled
Xsara
Picasso
COM 2000
PF1
206
(2001)
207
(2005)
+ 18%
C3
(2001)
Restyled
C3
(2005)
+ 4%
PF2
XSARA
(2001)
C4
(2004)
+ 21%
307
(2003)
308
(2007)
+ 18%
PF3
C5
(2004)
x7
(2007)
+ 7%
PF
COOP
C8 / 807
(2002)
C8 / 807
(2005)
- 2%
Changes in the number of
functions per vehicle
Car makers have adapted to consumer
demand by upgrading vehicle comfort.
Car makers have therefore multiplied the
specification level of vehicles.
This increase in functions is not without its
limitations. It requires a multiplication in the
number of ECUs, the multiplication in
exchanges
between
ECUs
and
an
increasingly higher power consumption.
Changes in the number of
functions per vehicle
Platform
1
206
(2001)
207
(2005)
+ 18%
C3
(2001)
Restyled
C3
(2005)
+ 4%
Platform
2
XSARA
(2001)
C4
(2004)
+ 21%
307
(2003)
308
(2007)
+ 18%
Platform
3
C5
(2004)
C5 (X7)
(2007)
+ 7%
Coopera
tion
platform
C8 / 807
(2002)
C8 / 807
(2005)
- 2%
Changes in the number of
functions per vehicle
8
INTRODUCTION
2004-2007 ELECTRICAL ARCHITECTURE
Average number of ECUs per architecture type
The Electrical and Electronic Architecture (AEE) previously used was the 2004-2007
electrical architecture. This architecture has limits and can no longer support the
requirements of new projects.
The 2004-2007 electrical architecture has limits:
•
Electronic (CAN network is saturated in certain functioning phases)
•
technical (difficulty in adapting certain technological advances),
•
electrical power distribution (unnecessary power consumption),
•
electrical protection (too many items protected by just one fuse).
The electrical architecture is a new electrical architecture which takes into consideration all
of these constraints in order to improve the reliability of systems and their upgrades.
9
MULTIPLEXED ARCHITECTURE
2010 ELECTRICAL ARCHITECTURE
Gateway module between CAN
networks
LIN network components
BSI
L
IN
B
S
I 1
X
X
X
X
LIN
CLIM
CLIM
PDPC
PDPC
CAN COMF
AFIL
AFIL
C
A
N
L
A
S
CAV
CAV
BCP
BCP
CAN I/S
ENGINE
ECU
ENGINE
ECU
ESP
ESP
LIN
LIN
LIN
LIN
LIN
LIN
MUX
control
panel
MUX
control
panel
Radio
Radio
INF / ENT CAN
LIN
LIN
LIN
CAN BODY
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
BSM
BSM
LIN
LIN
L
IN
B
S
I 2
X
X
X
X
The 2010 Electrical and Electronic Architecture (AEE2010) has 5 CAN networks and
several LIN networks:
•
The CAN High Speed 500 Kbits / second networks:
•
CAN I/S (Inter-System) network,
•
CAN LAS (Running gear) network,
•
The CAN Low Speed 125 Kbits / second networks:
•
CAN COMF (Comfort) network,
•
CAN BODY (Bodywork) network,
•
INFO/ENT CAN network (Information and Entertainment).
•
The LIN networks:
•
LIN BSI 1 and BSI 2,
•
LIN BSM (Engine ancillaries ECU),
•
LIN HDC (Steering column),
•
LIN BCP (headlights control module)
•
LIN AFIL (White line crossover warning)
•
LIN PDPC (Driver’s door control panel),
•
LIN CMM (Engine ECU),
•
LIN F MUX (Multiplexed control panel).
10
THE CAN HIGH SPEED LAS (RUNNING GEAR) NETWORK
MULTIPLEXED ARCHITECTURE
ARTIV
(Inter-Vehicle
Compliance Support)
ARTIV
(Inter-Vehicle
Compliance Support)
BSM
BSM
CAV
CAV
ESP
ESP
DIREC
DIREC
The CAN running gear network is only fitted if the vehicle is fitted with ACC
(Adaptative Cruise Control) and ARTIV (Vehicle distance alert system).
HY module
HY module
Triple
sensor
Triple
sensor
ACC
ACC
ARTIV
ARTIV
CAV
CAV
ESP
ESP
CAN LAS
DAE
Electric power
steering pump
DAE
Electric power
steering pump
HY 2011
module
HY 2011
module
Triple
sensor
Triple
sensor
ACC 2011
ACC
2011
XXX *
XXX *
L
IN
B
S
M
Components of the BSM
(Engine ancillaries ECU) LIN
Termination resistance
BSM
BSM
CAV
Steering wheel angle sensor
ESP
Electronic Stability Program
TRIPLE
SENSOR
Gradient sensor/gyrometer/accelerometer sensor
DAE/GEP
Electric power steering / Electric pump unit
BSM
Engine ancillaries ECU
HY MODULE
Hybrid module
ACC / ARTIV
Adaptative cruise control / vehicle distance alert system
* Depending on the vehicle, the engine ancillaries
ECU is equipped with a LIN interface.
CAN H
CAN L
BSM
ESP
60
60
60
60
The LAS network was created for vehicles fitted with the vehicle distance alter system, ARTIV,
or adaptive cruise control (ACC). In order to keep the CAN I/S network operational, in the
event of an impact on the ARTIV system or on the ACC, (part fitted to the front of the vehicle).
Line-end resistance distribution
The line-end resistances are located in the ESP and the BSM (engine ancillaries ECU)
11
MULTIPLEXED ARCHITECTURE
THE CAN HIGH SPEED I/S NETWORK (INTERSYSTEM)
Without LAS (Running gear) network
FSE
(1)
FSE
(1)
TPD
TPD
HY 2011
module
HY
2011
module
DAE
Electric power
steering pump
DAE
Electric power
steering pump
CAV
CAV
ABS /
ESP
ABS /
ESP
BCP
BCP
Right
headlight
Right
headlight
Left
headlight
Left
headlight
H
E
A
D
L
IG
H
T
L
IN
ENGINE
ECU
ENGINE
ECU
Alternator
Alternator
SST
SST
Alternator
Alternator
OR
E
n
g
in
e
E
C
U
L
IN
(D
V
D
W
E
n
g
in
e
)
BSI
(1)
BSI
(1)
CAN I/S
DIAG
PLUG
DIAG
PLUG
GB
(Gearbox)
GB
(Gearbox)
SUSP
SUSP
TPD
TPD
BSM
BSM
B
S
S
(E
P
e
n
g
in
e
)
Termination resistance
Line termination resistance in the EPB
if fitted to the vehicle
(1)
Components of the engine ECU LIN networks
HEADLIGHT LIN network components
In case of ACC or ARTIV
Adaptative cruise control / vehicle distance alert system
ACC / ARTIV
CAV
Steering wheel angle sensor
ESP / ABS
Electronic stability program / ABS (Anti-lock Braking System)
DAE GEP
Electric power steering / Electric pump unit
GB
Gearbox
FSE
Secondary brake
BSI
Built-in Systems Interface
BSM
Engine ancillaries ECU
TPD
Tyre pressure detection
BCP
Headlight ECU
ENGINE ECU
Multifunction engine ECU
STT
STOP and START system
SUSP
Suspension ECU
HY MODULE
Hybrid module
If the vehicle is not fitted with the CAN LAS system, the steering wheel angle sensor is on the
CAN I/S network.
If the vehicle is fitted with CAN LAS with ACC and ARTIV, the engine ancillaries ECU (BSM) is
also connected to the CAN I/S network.
12
MULTIPLEXED ARCHITECTURE
THE TERMINATION RESISTANCE
The line end resistors are located in different modules depending on the vehicle
options.
Vehicle without FSE
Vehicle with FSE
CAN H
CAN L
BSI
ENGINE
ECU
60
60
60
60
CAN H
CAN L
FSE
ENGINE
ECU
60
60
60
60
The CAN inter-system line end resistors:
The line end resistors are to be found in:
•
the engine ECU - resistance of 120 Ohms.
•
The BSI or EPB (FSE) if this secondary brake is fitted to the vehicle - resistance
of 120 Ohms.
Diagnostic of the CAN HS networks (running gear and inter-system) is identical to the 2004-
2007 electrical architecture.
The values measured should be approximately 60
Ω.
Pin 6 - CAN High Inter-system (IS).
Pin 14 - CAN Low Inter-system (IS).
If the resistance measured is over 60
Ω
line is cut.
If the resistance measured is under 60
Ω
lines short-circuited.
13
THE CAN LOW SPEED BODY NETWORK (BODYWORK)
MULTIPLEXED ARCHITECTURE
S
C
L
IN
BCM
(CATVM)
BCM
(CATVM)
Headlights
assistance
Headlights
assistance
CAN BODY
BLM
BLM
VCI
VCI
AVE
AVE
BCM
BCM
LCE
LCE
BSM
BSM
ACC
ACC
Alarm
Alarm
BSG
OP
BSG
OP
BSG
RQ
BSG
RQ
BDCP
BDCP
BSI
BSI
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
ADML (Keyless Entry and Starting)
SC (steering column) LIN network components
New AEE2010 ECU
XXX
XXX
XXX
XXX
Depending on vehicle specification level
BSI
Built-in Systems Interface
BSM
Engine ancillaries ECU
BCM
Motor operated boot-lid module
LCE
Key/electronic badge reader
AVE
Electronic immobiliser
BML
Keyless entry module
BDCP
Pedestrian Impact Detection Module
BSG RQ
Trailer general control module
BSG OP
Option general control module
STEERING
COLUMN
CONTROLS
Steering column
VCI
Steering wheel control module
14
THE CAN LOW SPEED COMF NETWORK (COMFORT)
MULTIPLEXED ARCHITECTURE
PDPC (Driver's door control panel) LIN network components
CAN COMF
CLIM
CLIM
L
IN
P
D
P
C
BDM **
BDM **
Airbag *
Airbag *
ACC
ACC
BSI
BSI
DEF
DEF
BTE
BTE
AFIL
AFIL
PDPC
PDPC
Rear RH
window
motor
Rear RH
window
motor
Passenger
window
motor
Passenger
window
motor
Rear LH
window
motor
Rear LH
window
motor
Driver
window
motor
Driver
window
motor
AFIL
Sensor
AFIL
Sensor
L
IN
A
F
IL
Network and whiteline crossover warning (AFIL) components
New AEE2010 ECU (*Migration of Body network to CONF)
XXX
XXX
XXX
XXX
SAM
MPD
SAM
MPD
CIELO
CIELO
Self-darkening glass roof
CELIO
BDM **
Memory module
CLIM
Air conditioning module (automatic air conditioning)
DEF
Retracting spoiler
BTE
Retracting roof module
AFIL
Alerte de Franchissement Involontaire de Ligne (warning
function when the line is involuntary crossed)
SAM / MPD
Blind spot monitoring/parking space measurement
BSI
Built-in Systems Interface
PDPC
Driver’s door control panel
Airbag*: In the 2010 electrical architecture, the airbag ECU is transferred from the CAN
BODY network to the CAN COMF.
BDM **: In the future version, the memory module may be driver, passenger and rear.
15
THE CAN LOW SPEED INFO/ENT NETWORK (INFORMATION / ENTERTAINMENT)
MULTIPLEXED ARCHITECTURE
Radio
Radio
EMF
EMF
INF/ENT CAN
Radio and simple screen
DG
screen
DG
screen
Radio
Nav
Radio
Nav
INF/ENT CAN
Multimedia system
RR/LAT
VISION
RR/LAT
VISION
Depending on vehicle specification level
INFO/ENT CAN
BCM
(CATVM)
BCM
(CATVM)
VTH
VTH
AMPLI
AMPLI
Instrument
cluster
Instrument
cluster
BSI
BSI
ACC
ACC
F MUX
F MUX
RADIO
SCREEN
RADIO
SCREEN
L
IN
F
M
U
X
LIN F MUX network component
(Multiplexed control panel)
FRONT
CONTROL PANEL
FRONT
CONTROL PANEL
REAR
CONTROL PANEL
REAR
CONTROL PANEL
If MUX control panel
LVDS network
(1) The parking space function is incorporated into the parking radar if the blind-spot monitoring ECU is not fitted
New AEE2010 ECU
XXX
XXX
BSG TT
BSG TT
AAS
MPD (1)
AAS
MPD (1)
NIGHT
VISION
NIGHT
VISION
BTA
BTA
BSI
Built-in Systems Interface
AMPLI
Amplifier hifi
VTH
Head-up Display
F MUX
Multiplexed control panel
AAS / MPD (1)
Parking radar/parking spot measurement
BTA
Stand-Alone Telematics Module
EMF
Multi-function screen
NIGHT VISION
Night vision
RR/LAT VISION
Rear / lateral vision
BSG TT
Telematics conversion generic ancillaries module
FR
/
RR
CONTROL
PANEL
Front / rear air conditioning control panel
16
AAS
AAS
EMF
EMF
Radio
BTA
BTA
BTA
BTA
MdS
BTA
VTH
VTH
AMPLI
AMPLI
CMB
Instrument
cluster
CMB
Instrument
cluster
MAE
BTC
CDPL
CDPL
BML
AVE
Badge
reader
Airbag
Airbag
Headlights
assistance
BSG
_XX
BSG
_OP
BSR
BSG_XX
BSG_XX
BPGA
CIELO
MDP
SAM
BTEL
RD4
Radio
BTEL
RD4
Radio
EMF
BTA
MdS
BTA
MdS
BTA
AMPLI
VTH
DAE
PDPC
EMF
BTA
MdS
BTA
MdS
BTA
Alarm
GB
SUSP
CAV
BCP
BSM
STEERING
COLUMN
CONTROLS
ABS
ESP
FSE
CAN LS
Information
Entertainment
AMPLI
CAN Inter-
system HS
TPD
AFIL
CLIM
BDM
BCM
BDCP
CAN HS
Running gear
BECB
PADDGO
VTH
FMUX
Dual or
triple sensor
Distance
Alert System (ARTIV)
ACC
ARTIV
HY
XXX
XXX
Hybrid 2011
XXX
XXX
Euro 6
2012
ENGINE
ECU
LIN
LIN Network
Innovations
Wipers
CAN LS
Body
MULTIPLEXED ARCHITECTURE
CAN LS Comfort
BTE
TNB
DEF
Night
Vision
BSG xx
BSI
•
New high speed LAS network with the Adaptive Cruise Control (ACC) and Distance
Alert System (ARTIV)
•
Network adaptable to the 2010 electrical architecture – High speed hybrid with CAN IS
and CAN LAS network link.
•
Network adaptable to 2010 electrical architecture – CAN high speed emission control
(euro6).
•
New low speed CAN network for information/entertainment.
•
Transfer of the Airbag ECU from the CAN body to the CAN comfort network.
•
Transfer of the seatbelts warning from the BSI1 LIN to the BSI2 LIN network.
•
Transfer of the front wiper to the BSI LIN network.
•
Transfer of the rain and brightness sensor from the CAN body to the BSI LIN network.
•
Trailer module replaced by general ancillaries module.
•
-
The generic ancillaries module may incorporate the special body module and the
driving school module, …
17
MULTIPLEXED ARCHITECTURE
•
The power supplies protection and management module is incorporated into the BSI
LIN network.
•
New modules on the body network Electronic Key Rader (LCE), Hands-Free Module
(BML), Electronic Immobiliser (AVE). These modules are used for ADML (Keyless
Entry and Starting).
•
New module on the body network headlight assistance (automatic headlights
control).
•
New modules on the CAN comfort network, Blind Spot Monitoring (SAM), and
Parking Space Available (MDP)
•
New module on the CAN comfort network, CIELO (self-darkening glass roof).
•
New MUX front panel module and its LIN network (rear air con control management).
•
New module, BSG (Generic Control Module) enabling the telematics transformations
and at the same time retaining source displays and steering column controls.
•
New night vision module warning of obstacles on the road in situations of poor
visibility.
18
LIN BSM
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
Can BODY
BSM
BSM
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
Can BODY
BSM
BSM
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
Can BODY
BSM
BSM
STEERING
COLUMN
CONTROLS
STEERING
COLUMN
CONTROLS
Can BODY
BSM
BSM
THE LIN NETWORKS
MULTIPLEXED ARCHITECTURE
LIN BSI 1
CDPL
CDPL
BCM
BCM
TNB
TNB
Wipers
Wipers
Rear LH
window motor
Rear LH
window motor
Front LH
window motor
Front LH
window motor
Rear RH
window motor
Rear RH
window motor
DCP LIN
Front RH
window motor
Front RH
window motor
Right
headlight
Right
headlight
HEADLIGHT LIN
Left
headlight
Left
headlight
Alternator
Alternator
Engine ECU LIN
xxx
xxx
xxx
xxx
STT
OR
Rear panel
Rear panel
Front panel
Front panel
LIN F MUX
VCI
VCI
SC LIN
Can COMF
AFIL
AFIL
PDPL
PDPL
PDPC
MUX
control
panel
MUX
control
panel
INF / ENT CAN
BSI
BSI
BECB
BECB
BPGA
BPGA
PADDGO
PADDGO
LIN BSI 2
BECB
BECB
BPGA
BPGA
PADDGO
PADDGO
LIN BSI 2
BECB
BECB
BPGA
BPGA
PADDGO
PADDGO
LIN BSI 2
BECB
BECB
BPGA
BPGA
PADDGO
PADDGO
LIN BSI 2
Sensor 6
Sensor 6
Sensor 5
Sensor 5
Sensor 3
Sensor 3
Sensor 4
Sensor 4
Sensor 2
Sensor 2
LIN AFIL
Sensor 1
Sensor 1
Sensor 6
Sensor 6
Sensor 5
Sensor 5
Sensor 3
Sensor 3
Sensor 4
Sensor 4
Sensor 2
Sensor 2
LIN AFIL
Sensor 1
Sensor 1
I/S CAN
ENGINE
ECU
ENGINE
ECU
BCP
BCP
I/S CAN
ENGINE
ECU
ENGINE
ECU
BCP
BCP
I/S CAN
ENGINE
ECU
ENGINE
ECU
BCP
BCP
I/S CAN
ENGINE
ECU
ENGINE
ECU
BCP
BCP
I/S CAN
ENGINE
ECU
ENGINE
ECU
BCP
BCP
The LIN networks
There are several LIN networks in the 2010 electrical architecture.
•
LIN BSI 1 and BSI 2,
•
LIN BSM (Engine ancillaries ECU),
•
LIN HDC (Steering column),
•
LIN PROJ (Headlights),
•
LIN AFIL (White line crossover warning),
•
LIN PDPC (Driver’s door control panel),
•
LIN CMM (Engine ECU),
•
LIN F MUX (Multiplexed control panel).
The transmission rate of the LIN networks is 19.2 Kbits/s.
There is one exception, the engine ECU LIN whose rate is 9.6 Kbits/s for a LIN link.
Compatibility between LIN 2.1 and LIN 1.X is possible only if the master is in LIN
2.1.
A LIN 1.X master cannot exchange information with a 2.1 slave.
19
ELECTRICAL ARCHITECTURE
BSM
(With MFRM)
BSI
MFRH
BPGA
+ CPC
(Central Power Switch)
Permanent +
+ ACC
CAN +
+ CPC
(MFRM)
APC +
(Ignition
fully on)
CPC+
Engine ancillaries
ECU (BSM)
APC +
(Ignition fully on)
Permanent +
+ CPC
(Central Power Switch)
CAN +
BSI
+ ACC
BSI
POWER SUPPLY SYNOPTIC
The purpose of the 2010 electrical architecture is to better protect vehicles against short-
circuits and prevent overloading the protection lines. For this, the electrical architecture has
progressed and no longer protects the ECUs or sensor with a single fuse but with one fuse
per function. This electrical architecture improves the reliability of systems and avoids knock-
on effect faults due to a blown fuse.
The 2010 electrical architecture was also designed for energy saving purposes. This
architecture has changed the power supplies to the modules by limiting the live feed power
supplies. Power supply to certain modules using a Centralised Power Switching Module feed
(CPC) is subjected to several conditions.
Fuse
Power supply 1
Power supply 2
Power supply 3
Fuse
Power supply 1
Power supply 2
Power supply 3
Fuse
Fuse
AEE2004 - 2007
AEE2010
20
ELECTRICAL ARCHITECTURE
CPC + POWER SUPPLIES
Micro
BPGA
BSM
Micro
Micro
BSI
Micro
3
5
4
1
2
6
LIN network to transmit data for diagnostics
Maintains the CPC relay closed
(e.g. management of electric fan unit after the ignition is switched off)
Enables the + CPC relay to close on request from BSI
(e.g. when there is a + APC request from the steering lock)
Enables the relay to close and holds the CPC relay closed
(Example: On partial wake-up of the vehicle by operating the remote control)
CPC + (Central Power Switch) power supply
The CPC + is turned on by the power supplies protection and management module in the
basis of the information from the BSI. The + CPC is for the components usually powered
by the permanent +. It is cut off 1 min 30 after turning off the ignition except in case of
local wake-up:
•
when a gradient is detected by the parking brake and the ESP (Electronic
Stability Program) (between 10 to 30 min.)
•
in case of post-ventilation or particle filter regeneration (20 min maximum).
The LIN network is used to transmit data to the BSI for the diagnostic procedure. The
data transmitted are:
•
CPC control signal feedback (control stage) - pin 1
•
Status of CPC relay (power stage)
•
Status of main relay from the BSM (engine ancillaries ECU) - pin 2
•
Feedback signal for CPC activation request after ignition has been switched
on - pin 5
•
Control status of the parking brake (not used for the moment, but planned for
upgrades to the system) – Pin 6
21
ELECTRICAL ARCHITECTURE
CAN + and ACC + POWER SUPPLIES
BSI
Micro
CAN +
MFRH
Perm +
CAN+ relay
Perm +
CAN+ relay
CAN +
Switched when network wakes up
Cuts off 14.5 seconds after the first standby request
Switched when ignition on (with key or starter button)
Cuts off ignition of and during starting
BSI
Micro
+ ACC
MFRH
+ CPC
(Central
Power Switch)
Accessories + relay
+ CPC
(Central Power Switch)
Accessories + relay
+ ACC
The CAN + power supply
Depending on the CAN Low Speed network situation, the CAN+ is switched when the
network wakes up. It remains active for the whole of the information exchange time on
the network.
When the signal to go into standby is transmitted from the BSI, the CAN+ is maintained
for 14.5 seconds.
The ACC+ (accessories) power supply
This is only for non-multiplexed equipment (interior mirror, courtesy mirror, etc.).
The ACC power supply depends on the position of the key or by pushing the keyless
starter button. The ACC+ is cut during starting and when in economy mode.
BSI
Micro
+CAN
MFRH
+CAN
+
BAT +
BAT+
CAN + relay
CAN + relay
BSI
CPC +
Accessories + relay
Micro
+ ACC
MFRH
+ ACC
CPC +
Accessories + relay
22
ELECTRICAL ARCHITECTURE
APC + POWER SUPPLIES
Switched on on request from the Immobiliser ignition on (+ APC) > BSI > BSM
Cut-off on request by the BSI if:
•
There is no request from the Immobiliser ignition on (+ APC) > BSI > BSM
•
Speed zero information is present (ABS/ESP > BSI > BSM)
BSM
Ignition fully on relay
Micro
BSI
Micro
Anti-theft
device
CPC
APC +
BPGA
BAT+
CAN BODY
APC + power supply
The BSI receives the information:
•
vehicle speed,
•
request to activate the 'ignition on' (+APC) from the immobiliser
The BSI transmits this information to the engine ancillaries ECU, which activates the
'ignition on' (+APC) relay. The Centralised Power Switch (+CPC) power supply from the
power supplies management and protection module provides the + APC control signal.
In order to prevent 'ignition fully on' (+APC) cut-off when driving, the engine ancillaries
ECU, receives a "vehicle speed security" information from the BSI. When the vehicle
speed drops to zero, the engine ancillaries BSI can cut off the 'ignition fully on' (+APC)
23
ELECTRICAL ARCHITECTURE
PWM (PULSE WIDTH MODULATION) POWER SUPPLY TO BULBS
17%
83%
Interval = 100%
Amplitude
of 16V
Average
voltage
0V
16V
Regulator mode
Voltage of
12V
Follower mode
12V
0V
ECO MODE
FOLLOWER
MODE
REGULATOR
MODE
0 V
The follower mode:
The follower mode enables the vehicle bulbs to be powered with a DC current. This mode is
active when the bulb power supply voltage is under with the threshold determined by the
control unit..
The regulator mode:
The regulator mode enables the vehicle bulbs to be supplied with the PWM current. The
purpose of this power supply is to:
• modulate the power supply voltage to the bulbs in order to prolong their lifespan,
• comply with upcoming legislation (2012) which forbids a voltage of over 13.9 V
• prevent variations in lighting intensity.
This mode is active when the bulb power supply voltage is above with the threshold
determined by the control unit. When the bulb control voltage exceeds this voltage, the BSI
modulates the PWM signal in order to obtain a constant average supply voltage.
24
ELECTRICAL ARCHITECTURE
BATTERY CHARGE STATUS MODULE
BECB BOSCH
BECB HELLA
All AEE2010 vehicles are fitted with the battery charge status module. Except for
AEE2010 ECO vehicles and vehicles sold in China.
The HELLA battery charge status modules fitted to the platform 1 and the BOSCH battery
charge status units fitted to the platform 2 and 3. Their functioning is the same. The only
difference is physical (shape of terminals, crimping points, etc.).
The function of the battery charge status module is to transmit the "0 to 100% battery charge
status" to the BSI.
The battery charge status module measures:
• the battery voltage,
• the battery current.
In order to fine-tune its estimation, the battery charge status module estimate the battery
temperature by means of a temperature sensor internal to the battery charge status module.
The battery charge status module has no additional functions on the AEE2010. But the
charge status calculation strategy has changed. This calculation based on the change in the
battery voltage after connection is approx. 2 hours instead of 4 hours on the previous
versions.
25
ELECTRICAL ARCHITECTURE
ELECTRICAL POWER SUPPLY PROTECTION AND MANAGEMENT MODULE
CPC (Central Power Switch)
Function
BFDP
(Battery Output Fuse Module) function
There are 6 types of power supplies management and protection modules for the 2010
electrical architecture. A power supplies management and protection module will be
introduced in 2011 for hybrid vehicles.
Role:
The power supplies management and protection module enables cut-off of the power supply
when stationary, in order to ensure the safety of the vehicle in case of a short-circuit.
The power supply protection and management module (BPGA) incorporates the
following functions:
•
the Battery Output Fuse Module (BFDB) whose function is to distribute power
and protect the equipment using separate fuses,
•
the CPC function (Central Power Switch) is used to reduce the number of
components with a permanent live feed.
The power supplies management and protection module contains fuses
accessible from the top and others under the module. It is possible to remove
the plastic cover to access the fuses under the power supplies management and
protection module.
26
ELECTRICAL ARCHITECTURE
THE PERMANENT LIVE FEED FROM THE BPGA
(power supplies management and protection unit)
F2
F8
F21
F6
F19
F1
F7
F14
F5
F15
Interior Fuse and Relay Matrix
Built-in Systems Interface
Motor-driven fan control module
Motor-driven fan
ESP (Electronic Stability Program)
ESP (Electronic Stability Program)
Secondary brake
Power steering
Passenger compartment fuse box 1
Battery charge status module
+ CPC (Central
Power Switch)
F4
F11
F12
F16
F17
F13
F10
F3
F9
1
2
3
4
5
6
Fuse control panel 1
Built-in Systems Interface
Interior Fuse and Relay Matrix
Air conditioning front blower
Interior Fuse and Relay Matrix
Air conditioning heater unit
Pre/post heating module control
Heater
Central power hold device
BSI
(Central Power Switch (CPC) control signal)
BSM (Safety)
Earth (M1032)
BSI (LIN)
BSI (Ignition fully on APC+)
Not connected
F4
BPGA
F2
F8
F21
F6
F19
F1
F7
F14
F5
F15
F4
F11
F12
F16
F17
F13
F10
F3
F9
1
2
3
4
5
6
Interior Fuse and Relay Matrix (MFRH)
Built-in Systems Interface
Fuse control panel 1
Built-in Systems Interface
Motor-driven fan unit control module
Engine fan unit
ESP (Electronic Stability Program)
Interior Fuse and Relay Matrix (MFRH)
Air conditioning front blower
Interior Fuse and Relay Matrix (MFRH)
Air conditioning heater unit
Pre/post heating module control
Secondary brake
Power steering electric pump
Heater
Central power hold device
Passenger compartment fuse box 1
Battery charge status module
Built-in Systems Interface
Fuse control panel 1
Earth (M1032)
Built-in Systems Interface (LIN)
Built-in Systems Interface (APC +)
Not connected
F4
F2
F8
F21
F6
F19
F1
F7
F14
F5
F15
ESP (Electronic Stability Program)
27
"Diagnostic information"
LIN BSI
ELECTRICAL ARCHITECTURE
CPC+ power supply
Ignition on (+APC)
Central Power Switch (CPC)
Main relay safety
1032
BPGA
2
5
1
3
4
ACTIVATION OF CPC+:
• Request the ignition on (+APC) from the BSI
• Request Central Power Switch (CPC) control
signal from the BSI
CPC+ CUT OFF:
•
Cut-off on request by the ignition on (+APC) from the BSI
•Cut-off of + CPC maintenance command signal from the BSI
•Cut-off of main relay security
Conditions for closing down the power supplies management and protection module
(+CPC Activation):
APC+
present
OR
CPC control
signal
activated (1)
12V
0 V
Conditions for opening the BPGA module (CPC+ cut-off)
APC +
absent
0 V
Central
Power Switch
(CPC) absent
12V
CPC safety
status absent
(2)
0 V
The following 3 conditions must be met:
(1)
Depending on partial wake-up request
E.g.: vehicle unlocked
(2)
Enables holding the CPC+ present
E.g.: activation of fans after ignition is turned off
28
THE INTERIOR FUSE AND RELAY MATRIX (MFRH)
ELECTRICAL ARCHITECTURE
Module B1
(MFRH)
Module B2
Module B3
Role:
The interior fuse and relay matrix has no electronics, it is simply used for power distribution.
It used to increase the number of fuses and relays for the passenger compartment. It
incorporates the new JCASE fuses in order to prevent destruction of the fuses when high
power consumption equipment is activated (heated rear screen, starter motor). The JCASE
fuses are comparable to the Maxi-fuses but are physically smaller.
Power distribution is provided by several modules (depending on vehicle options and
accessories).
The basic module or BFH3: This module is fitted to all vehicles. It provides protection of
widespread additional functions (example: tow hitch).
Module B2: Enables the addition of interior equipment requiring a CPC+ power supply and
specific power feeds.
Module B3: Enables the addition of interior equipment requiring a CAN+ or a ACC+ power
supply.
29
THE MFRH (INTERIOR FUSE AND RELAY MATRIX)
ELECTRICAL ARCHITECTURE
Perm +
Perm +
Perm +
CPC
+
(Central Power Switch)
CPC +
CPC +
CPC +
Perm +
CPC +
Perm +
(BFH1)
230V socket
Perm +
(BFH1)
Rear 12V socket
BSI
BSI
BSI
BSI
CAN +
CAN +
According to the equipment
According to the equipment
F21
F6
F1
F7
F14
F5
F15
Front heater elements
Not connected
Electric rear window
Not connected
Not connected
Front window motors
Control signal from BSI (+ ACC)
230-volt socket
Fuse and relay 1 module (PERM+ fuse F40)
Control signal from BSI
12 V rear socket
F6
F8
F1
F3
F5
F7
F9
Perm +
CPC +
CPC +
F21
F6
Trailer Control Module
VELUM module,
CPC+ for fuses F15, F16 of the MFRH
Amplifier HIFI
Passenger massage module
Drive seat memory and massage module
F10
F12
F11
F13
F14
F15
Side rear view mirror memory and lighting module
Driver side rear view mirror and control panel
F16
F17
Not connected
Blindspot monitoring (CAN+)
F18
F19
Driving school module (CAN+)
Programming keypad (PERM +)
F20
F21
Central power hold device (PERM+
°
)
Trailer Control Module
F22
F23
Not connected
Relay 1 and fuse module (PERM+ fuse F36)
Earth
R1
R2
F8
Heated rear window
Heated rear view mirrors
Trailer Control Module
F2
F4
Trailer Control Module
PERM+ for fuses F20, F21, F22 on the MFRH
Control signal from BSI
R3
MFRH
30
ENGINE ANCILLARIES ECU (BSM)
• Distribution / protection function
• Power supply function
• Gateway function
CHANGES TO THE ENGINE ANCILLARIES ECU
MFRM (Engine Fuse and Relay Matrix)
BSM (Engine ancillaries ECU)
+
The engine ancillaries ECU is an important part of the vehicle electrical architecture. The
2010 electrical architecture provides it with more functions and the management of new
networks.
At the moment, 7 different engine ancillaries ECUs may be fitted to the 2010 electrical
architecture. These different modules must cover all vehicles which are to be fitted with
the 2010 electrical architecture.
During vehicle design, the engineering department defines the different engine ancillaries
modules to cover the whole of the range.
31
ENGINE ANCILLARIES ECU (BSM)
BSM 2004 - 2007
BSM 2010
Change
Fuses
14
29
+ 107%
Pins
90
131
+ 46%
THE DISTRIBUTION / PROTECTION FUNCTION
BSM
These different changes generate:
• The introduction of new connectors
• Increase in the number of fuses
The engine ancillaries ECU is also fitted with the «JCASE»
fuse.
The distribution / protection function
The engine ancillaries ECU manages the power supply distribution to many sensors and
ECUs. The increase in the number of features on the vehicle means that the engine
ancillaries ECU has increased its number of electrical outputs by around 46% which has
led to the introduction of new connections hardware.
The increase in the number of outputs and the need to limit common electrical protection
systems also means an increase of 107% in the number of fuses.
In spite of these modifications, the size of the engine ancillaries ECU remains the same.
Depending on the vehicle equipment, the engine ancillaries module may be coupled to an
Engine Fuse and Relay Matrix (MFRM).
Not all of the vehicles are fitted with the Engine Fuse and Relay Matrix
(MFRM).
32
ENGINE ANCILLARIES ECU (BSM)
THE POWER SUPPLY FUNCTION
+ CPC
(Central Power Switch)
+ CPC
(Central Power Switch)
+ CPC
(Central Power
Switch)
+ CPC
(Central Power Switch)
+ CPC
+ CPC
MFRM
xxx
xxx
Ignition
fully on
BSM
PSF1
The fuse module ancillaries unit is powered by the CPC+ via the BPGA. The power supply is
used to power:
•
certain components via the interior fuse and relay matrix,
•
the engine ancillaries ECU using an internal gateway of the interior fuse and relay
matrix.
The engine ancillaries ECU the powers certain components from the CPC+ via the relays or
its internal electronics. The engine ECU also converts the CPC+ into the +APC in the
following conditions:
Activation: the BSI requests the engine ancillaries ECU for activation of the +APC.
Cut-off:
the BSI requests the BSM (engine ancillaries ECU) to cut off + APC and for
the "vehicle speed safety" signal (zero speed).
33
ENGINE ANCILLARIES ECU (BSM)
* If the vehicle is fitted with ACC or ARTIV
THE GATEWAY FUNCTION
CAV
CAV
XXX
XXX
LIN BSM
ESP
ESP
ALARM
ALARM
CAN I/S *
CAN BODY
CAN LAS
CAN LAS
CAN LAS *
The engine ancillaries ECU is equipped with a LIN interface.
On certain vehicles, the engine ancillaries ECU does not transmit data to the
other networks. It is present on the CAN network as it incorporates a line end
resistor.
The engine ancillaries ECU LIN interface will be used on the basis of the vehicle
requirements.
The engine ancillaries ECU is now a gateway ECU. It is used to transmit data from the
running gear CAN networks to the other parts of the CAN body networks or to the CAN
Inter system network. It is used to transmit data to the LIN network.
34
CHANGES TO THE BSI
BUILT-IN SYSTEMS INTERFACE (BSI)
• Distribution / protection function
• Power supply function
• Diagnostic function
• Gateway function
• Life phases function
Role:
The BSI is the main component in the vehicle's electrical architecture. The 2010 electrical
architecture adds to its importance by adding new functions (manages warning lights,
vehicle marker function) and management of the new networks.
To do so, the BSI incorporates a second printed circuit. Its size is the same as the 2004-
2007 electrical architecture.
At the moment, 7 different BSI's can be fitted to the 2010 electrical architecture. These
different modules must cover all vehicles which are to be fitted with the 2010 electrical
architecture.
During vehicle design, the engineering team defines the different modules of engine
ancillaries ECU to cover the whole range of the vehicle.
35
THE DISTRIBUTION / PROTECTION FUNCTION:
BUILT-IN SYSTEMS INTERFACE (BSI)
BSI 2004 - 2007
BSI 2010
Change
Fuses
16
41
+ 156%
Pins
196
310
+ 58%
These different changes generate:
• The introduction of new 60-pin connectors,
• Increase in the number of fuses
4 new 60-pin connectors:
• Brown,
• Black,
• Blue,
• Yellow.
The BSI is fitted with an internal clock. This clock is used to determine the fault order of
occurrence and therefore simplifies vehicle diagnostic.
The JDD (fault log) function on the diagnostic tool enables the date and time of fault
detection (to one sixteenth of a second) to be displayed.
The faults will be sorted in chronological order as a function of mileage and then by date (if
several faults are detected for the same mileage).
36
BUILT-IN SYSTEMS INTERFACE (BSI)
THE POWER SUPPLY FUNCTION
BSI
Perm +
Ignition fully on
+ CPC
(Central Power Switch)
+ CPC
+ CPC
+ ACC
Shunt
1
1 – Before delivery
Perm +
CAN +
Perm +
+ CPC
(Central Power Switch)
Perm +
Ignition
fully on
The BSI is powered by the CPC+ and the permanent+ by the power supplies protection and
management module. It also receives a APC+ from the engine ancillaries ECU.
Under certain conditions, the BSI activates:
•
a + ACC via a relay received from a + CPC,
•
a + CAN via another relay from a + Permanent.
Before vehicle delivery, certain equipment will be temporarily powered from the
Central Power module positive in order to limit power consumption. The position of
the shunt must be checked before delivery to the customer.
When the shunt is in customer mode, the ECUs are powered with the permanent +
by the BSI.
37
BUILT-IN SYSTEMS INTERFACE (BSI)
THE GATEWAY FUNCTION
Instrument
cluster
Instrument
cluster
CLIM
CLIM
Radio
Radio
INFO/ENT CAN
BDM
BDM
ESP
ESP
ALARM
ALARM
BSM
BSM
BSI
CAN COMF
CAN I/S
CAN BODY
ENGINE
ECU
ENGINE
ECU
DIAG
PLUG
DIAG
PLUG
BPGA
BPGA
BECB
BECB
CDPL
CDPL
TNB
TNB
LIN BSI 1
LIN BSI 2
The BSI is a gateway ECU enabling exchange of information's between networks:
•
CAN IS (Inter System),
•
CAN COMF (COMFort),
•
CAN BODY (BODYwork),
•
CAN INFO/DIV (INFOrmation/DIVertissement),INFO/ENTertainment
•
BSI LIN 1 and 2 (Built-in Systems Interface).
The BSI is capable of converting date from the CAN High Speed into data comprehensible
for the CAN Low Speed or LIN network ECUs. This data conversion is possible between all
of the networks connected to the BSI.
38
STANDBY / WAKE-UP
CAN HS WAKE-UP - RCD SIGNAL FROM THE BSI
CAN I/S (Inter System)
ENGINE
ECU
ENGINE
ECU
ABS
BSI
FSE
FSE
SUSP
SUSP
TPD
(Tyre
Pressure Detection)
TPD
(Tyre
Pressure Detection)
GB
GB
ESP
FSE
SUSP
TPD
(Tyre Pressure
Detection)
GB
ENGINE
ECU
BSI
ESP
RCD (Remote Wake-up)
2 V / div
500ms/div.
Wake-up of the CAN high speed network is by the BSI. This wake-up may be:
•
partial wake-up over the RCD (Remote wake-up) line,
•
main wake-up via a + APC (ignition fully on) from the ancillaries fuse
box.
CAN IS
ESP
C
A
N
I/S
ENGINE
ECU
ENGINE
ECU
CAV
DIREC
ABS
BSI
FSE
FSE
BCP
BCP
SUSP
SUSP
TPD
(Tyre
Pressure Detection)
TPD
(Tyre
Pressure Detection)
GB
GB
ACC
BSM
PSF1
CAN LAS
-
Triple
sensor
CAV
EPS
ESP
FSE
SUSP
TPD
(Tyre
Pressure Detection)
GB
ENGINE
ECU
BSI
RCD
Ignition fully on
39
E
C
U
n
ot
c
on
ce
rn
ed
g
o
to
s
le
ep
E
nd
o
f a
ct
io
n
STANDBY / WAKE-UP
WAKING THE CAN HS (HIGH SPEED) NETWORK
Built-in Systems Interface
Remote wake-up signal
ECU receiving the RCD
(concerned by the information)
ECU receiving the RCD
(not concerned by the information)
ECU on the CAN network
(not receiving the RCD)
B
S
I t
ra
ns
m
its
th
e
R
C
D
s
ig
na
l
B
SI
w
ak
e-
up
B
S
I w
ak
e-
up
M
ai
n
w
ak
e-
up
b
y
th
e
B
S
I
1 s
1.
The BSI detects an event and wakes up.
2.
The BSI transmits a signal over the RCD line in order to implement PARTIAL wake-up.
2.1 The BSI transmits a 12 V signal for 1 second in order to wake up the ECUs.
2.2
The BSI transmits a frame over the network in order to keep the ECUs
concerned by the action to carry out awake.
3.
The ECUs wake up and analyse the frame.
3.1
If the ECU is concerned, it stays awake.
3.2
If the ECU is not concerned, it goes to sleep.
4.
The ECUs and the BSI go to sleep when the action is finished.
5.
The BSI detects ignition on (+APC).
6.
Then the BSI implements main wake-up of the CAN network.
6.1 The BSI transmits a 12V signal in order to wake up all of the ECUs which have an
RCD line.
6.2 Via the fuse-box panel, the BSI transmits a + APC to all of the ECUs which do not
have an RCD line.
7.
The BSI transmits a frame to all of the ECUs in order to inform them of the main wake-
up of the network so that each ECU is active.
40
STANDBY / WAKE-UP
WAKING THE CAN LS NETWORK
Instrument
cluster
Instrument
cluster
BTE
BTE
F MUX
F MUX
PDPC
PDPC
CAN COMF
CAN BODY
Airbag
Airbag
AFIL
AFIL
Radio
Radio
EMF
EMF
BDCP
BDCP
Headlights
assistance
Headlights
assistance
INF / ENT CAN
BSI
CPC +
CAN +
When the BSI wakes up, it power the low speed ECUs, CAN+ or CPC+ to wake
them up.
When the BSI receives a frame from another ECU which can wake up the
network, it powers the CAN+ or CPC+ ECUs to wake up the ECUs which have no
live feed.
AFIL
Alerte de Franchissement Involontaire de Ligne (warning
function when the line is involuntary crossed)
BTE
Retracting roof module
PDPC
Driver’s door control panel
EMF
Multi-function screen
CMB
Instrument cluster
F MUX
MUX control panel
BDCP
Pedestrian Impact Detection Module
41
STANDBY / WAKE-UP
THE LIFE PHASES
15s
BSI
R
V
R
V
+ CAN
+ CPC
R
V
Ignition fully on
R
V
BSI wake-up
+ ACC
Ignition ON
Starter motor activation
Ignition ON
Ignition OFF
60s
Wake-up request
Network on standby
Depending on conditions
90s
No network woken
maintained condition
60s
BSI Standby
1.
The BSI detects an event and wakes up (e.g. remote control).
2.
The BSI requests wake-up of the CAN low speed network:
2.1 Powers the components with the CAN+.
2.2
Requests the power supplies management and protection module to activate the
CPC+.
3.
The ECUs are woken up and may receive and analyse the frames.
4.
The BSI detects ignition fully on (+APC) and activates the ACC+.
5.
During the starting phase, the ACC+ is cut off in order to relieve the battery.
6.
All of the power supplies are active during the normal functioning phases.
7.
When the ignition is cut off, the +APC and +ACC are cut off by the BSI.
8.
The +CPC remains active for 1 minute 30 after switching off the ignition in order to check
that the all of the +CPC cut-off conditions are fulfilled.
9.
If no condition for keeping the CAN network awake is detected for 60 seconds (or 3
seconds in economy mode), the BSI transmits a frame to request putting of the ECU into
standby.
10.
The ECUs have 15 seconds to memorise their data before the network goes into
standby. The CAN+ is then cut off.
11.
The BSI goes to standby after 60 seconds if no activity is detected.
42
POWER ECONOMY MODE
GENERAL
BECB
BSI
Standard economy mode
OR
Harsh economy mode
ALARM system
downgraded mode
De-activation of the
heat pre-conditioning
De-activation of the
driving position
management system
A
T
°°°°
V
Current
Voltage
Temperature
ADML system
downgrade
De-activation of the
audio system
Lighting system
downgrading
The energy economy mode is used to ensure:
• the battery life,
• sufficient electrical power for the next start-up.
To meet these objectives, the economy mode has two levels:
• « standard » economy mode to prolong battery life,
• « harsh» economy mode to ensure the next vehicle starting.
Activation of the energy economy mode (standard or harsh) results in the de-activation or
performance limitation of certain functions.
With activation of the standard economy mode, the following functions are de-activated:
• radio cut-off,
•limitation of the number of motorised boot openings,
• load-shedding for several equipment levels (e.g. A/C blower for the passenger
compartment pre-warming function).
On activation of the harsh level economy mode the following functions are de-activated:
• inhibit of antenna + and keyless entry and starting system (ADML),
• interior temperature pre-set cut-off,
• sidelight cut-off (lighting function),
• alarm LED cut-off.
43
POWER ECONOMY MODE
LIN
Network
Battery
voltage
THE CHANGES
Number of ECUs
(interior)
Number of ECUs
power by battery live
feed (+)
Proportion
AEE 2004 - 2007
27
16
60%
AEE 2010
42
12
28%
The economy mode is activated/de-activated based on:
• Remaining time
• Battery charge status level (voltage, temperature, current),
• the foreseeable voltage for the next start-up
Remaining time
It is reduced by 1 minute for each minute lapsed when the following conditions are fulfilled:
• the BSI is awake,
• the low speed CAN network is awake,
• the power plant is «cut off stalled».
It returns to its 30 minutes maximum value after each 5 minutes of «engine running».
Battery charge status
The battery charge status (0 to 100%) is provided by the battery charge status module. It
measures the battery voltage and current and estimates the battery temperature by means of
a sensor inside the module.
Predicted voltage on the battery terminals for the next start-up
Information supplied by the battery charge status module.
44
POWER ECONOMY MODE
THE ACTIVATION CONDITIONS OF THE STANDARD ECONOMY MODE
The standard powersave mode is activated in function :
• BSI
• The time-credit
TIME CREDIT = 0
BSI
Economy mode de-
activation range
"Standard mode" economy
mode de-activation range
Battery temperature
B
a
tt
e
ry
c
h
a
rg
e
s
ta
tu
s
OR
• BECB
• The battery température
• The battery charge status
The standard economy mode is activated if ONE of the following conditions is fulfilled
(Excluding STT)
• the economy mode harsh activation conditions are absent and the time-credit is 0.
• the conditions for activation of the "harsh" economy mode are absent and the battery
charge status is under:
• 70%,
• 75% if the battery temperature is between -4 and -1°C,
• 80% if the battery temperature is between -7 and -4°C,
• 85% if the battery temperature is between -10 and -7°C,
• If the battery temperature is under -10°C.
When the BSI is in "transport storage" or "showroom" mode, the energy economy
mode is at the "standard" level.
45
POWER ECONOMY MODE
The harsh powersave mode is activated in function :
• BSI
• Downtime of the vehicle
• BECB
• Battery temperature
• Battery charge status
• Variation of the state of filling
• Power on predicted during next starting
BSI
Economy mode de-
activation range
"Standard mode" economy mode
de-activation range
"Harsh mode" economy mode de-activation range
Battery temperature
B
a
tt
e
ry
c
h
a
rg
e
s
ta
tu
s
THE ACTIVATION CONDITIONS OF THE HARSH ECONOMY MODE
The harsh economy mode is active if ONE of the following conditions is present:
• the vehicle has been stationary for 30 days in succession,
• the predicted voltage for the next start-up is under 5.9 volts (ECU reset threshold),
• the variation in the battery charge status is over 40% while the BSI is in standby mode,
• the battery charge status is under:
• 85% if the battery temperature is below -18°C,
• 55% if the battery temperature is between -18 and -10°C,
• 45%.
• the
passenger
compartment
heat
pre-
conditioning is active and the loss of battery
charge is above 15% (as from BSI wake-up),
• if the battery charge status module downgraded
mode is activated (example: loss of power supply
or electrical communication)
ECONOMY mode activation
(with STT)
46
POWER ECONOMY MODE
On the LIN network: from BECB to BSI (e.g.: Battery Status Information)
On the INF/ENT CAN network: from BSI to instrument cluster (Warning light)
WARNINGS
Battery
BECB
BPGA
BSI
Instrume
nt cluster
Contact
Battery
BECB
BPGA
BSI
Instrument
cluster
Contact
INF / ENT
CAN
LIN BSI
Ignition on +
Battery +
Central Power Switch +
Ignition on +
Battery +
Warning management
Display of the « Power Economy Mode » stays on the following screens for a maximum of 7
seconds:
• The multifunction screen (simple radio)
• The navigation screen
• On the instrument cluster (on the transverse matrix).
In addition to the warning messages, the "battery" light comes on in the instrument cluster.
Power saving mode is a contextual data item stored in the JDD (fault log) when a fault
occurs.
Special case: The warning light comes on if the battery charge status is under
50% for the vehicle's first 20 kilometres.
After disconnecting then reconnecting the battery, the system needs a minimum
of 2 hours instead of 4 hours on the older generation of vehicles in order to
reach its battery charge level.
47
DIAGNOSTIC
THE DIAGNOSTIC PLUG
Tool
CAN IS
Diag
plug
DIAG CAN
CAN IS
BSI
BSM
CAN BODY
INFO ENT CAN
LIN
CAN COMF
CAN
LAS
ESP
The vehicle diagnostic is carried out by 2 networks:
• CAN Inter System (pin 6 and 14).
The CAN IS is used for downloads from the CAN Inter-system (IS) network and to feed
back the EOBD information (Scantool).
• CAN Diagnostic (pin 3 and 8),
The Diagnostic CAN network is used by the after-sales network to conduct:
• diagnostic of all of the CAN (High and Low speed) ECUs, and also the LIN
networks.
• downloading for the ECUs on the CAN High and Low Speed networks, the running
gear network, the different LIN networks and the BSI.
• configuring of all of the CAN network ECUs.
48
THE DIAGNOSTIC GATEWAYS
DIAGNOSTIC
Triple
Sensor
CAV
Distance Alert
System (ARTIV)
INFO ENT CAN
CMB
AAS
CDPL
BPGA
BSM
Steering Column
Controls
CLIM
TNB
BECB
CAN COMFORT
CAN BODY
L
IN
B
S
I
1
L
IN
B
S
I
2
CAV
DIREC
ABS
ACC
CAN LAS
CAV
EPS
ESP
BSI
BSM
C
A
N
I
/S
D
IA
G
p
lu
g
C
A
N
I
/S
C
A
N
I
/S
C
A
N
I
/S
C
A
N
I
/S
C
A
N
I
/S
C
A
N
I
/S
Airbag
DIREC
FSE
CMM
DIREC
CMM
The diagnostic tool uses the BSI as the gateway for diagnostic of the following networks:
• CAN Body,
• CAN Comfort,
• CAN Information and entertainment (DIV),
• the BSI LIN networks
• CAN inter system.
For diagnostic of the running gear CAN networks, the diagnostic tool uses 2 gateways and
the CAN inter-system network in order to limit the workload on each gateway ECU:
• the ESP (Electronic Stability Program) ECU is used for diagnostic of the steering
wheel angle sensor and the triple sensor.
• the engine ancillaries ECU for diagnostic of the Adaptative Cruise Control (ACC)
and Distance Alert (ARTIV) systems.
The diagnostic tool is obliged to work in stages in order to obtain the information from the
different networks or ECUs. This is why data acquisition times may be long.
The running gear network LAS and the LIN networks are generally level 3 diagnostics. The
diagnostic tools must use 2 gateways to obtain data from the network.
49
DIAGNOSTIC
THE DIAGNOSTIC GATEWAYS
CAN Diagnostic
level 1
CAN Diagnostic
level 2
CAN Diagnostic
level 3
B
S
I
tr
a
n
s
m
is
s
io
n
C
A
N
H
S
t
ra
n
s
m
is
s
io
n
S
ta
rt
o
f
d
ia
g
n
o
s
ti
c
E
n
d
o
f
d
ia
g
n
o
s
ti
c
P
D
P
C
t
ra
n
s
m
is
s
io
n
C
A
N
L
S
t
ra
n
s
m
is
s
io
n
In
fo
rm
a
ti
o
n
tr
a
n
s
m
is
s
io
n
L
IN
t
ra
n
s
m
is
s
io
n
P
D
P
C
t
ra
n
s
m
is
s
io
n
L
IN
t
ra
n
s
m
is
s
io
n
B
S
I
tr
a
n
s
m
is
s
io
n
C
A
N
L
S
t
ra
n
s
m
is
s
io
n
C
A
N
H
S
t
ra
n
s
m
is
s
io
n
CAN I/S (Inter system) or
CAN LS (Low Speed)
Level 2 ECU
(e.g.: CAN IS or LS)
TOOL
Level 3 ECU
(e.g.: CAN LAS or LIN)
Level 1 ECU (e.g.: BSI)
CAN LAS
(Running gear) or
LIN
50
THE ADAPTABLE TECHNOLOGIES
MOST
The MOST
multimedia
network
Main specifications:
• multimedia network over optical fibre or twisted pairs,
• initial transmission rate 25 Mbits/s,
• components and protocol may be increased to up to 50 Mbits/s
Basic principles:
The MOST network may be connected in a star or ring configuration. This network is used
mainly to transmit the following information:
• audio,
• video,
• system control.
The MOST network is still under development and specification, and may reach a transmission
rate of 150 Mbits/s.
51
THE ADAPTABLE TECHNOLOGIES
FLEXRAY
Main specifications:
• maximum speed: 20 Mits/s,
• frames of up to 254 data bytes,
• fault tolerance systems,
• operationalability (2 hard-wired
networks each with two lines)
The FLEXRAY was developed for the specific requirements of the automobile and or
aeronautics.
This is a multiplexed network retaining the advantages of the CAN network:
• reduces the quantity of cables in vehicles,
• reduces the weight of the harnesses in the vehicle.
However, this protocol is distinguished from the VAN by:
• better performance (faster transmission rate)
• higher reliability.
The FLEXRAY is programmed to be the replacement in automobile electrical and electronic
architectures. But the cost of a FLEXRAY network is currently higher than that of a CAN
network. This is why it is not yet developed by the different car manufacturers.
52
GLOSSARY
AAS (PARKING
ASSISTANCE
SYSTEM)
Parking aid
ABS
Anti-lock Braking System
ACC
Adaptative Cruise Control
+ ACC
Accessory
ADML
Keyless Entry and Starting
AFIL
warning function when the line is involuntary crossed
AMPLI
Amplifier hifi
Ignition fully on
+APC
Distance Alert System
(ARTIV)
vehicle distance alert system
AVE
Electronic immobiliser
BCM
Motor operated boot-lid module
BCP
Headlight control module
BDCP
Pedestrian Impact Detection Module
BDM
(front, passenger, rear) Memory module
BECB
Battery Charge Status Module
BML
Keyless entry module
BPGA
Power Supply Protection and Management Module
BSG_OP
Option general control module
BSG_RQ
Trailer general control module
BSG TT
Telematics conversion generic ancillaries module
BSI
Built-in Systems Interface
BSM
Engine Ancillaries ECU
BTA
Stand-Alone Telematics Module
BTE
Retracting roof module
GB
gearbox
CAN HS
Controller area network high speed
CAN LS
Controller area network low speed
BODY
Body
CAV
Steering Wheel Angle Sensor
CDPL
Rain and brightness sensor
CLIM
Air conditioning module
CMB
Instrument cluster
ENGINE ECU
Engine ECU
53
GLOSSARY
CONF
Comfort
CPC
Central Power Switch
DEF
Active spoiler
EPS
Electric Power Steering
TPD (Tyre Pressure
Detection)
Tyre pressure detection
EMF
Multi-function screen
EOBD
European on board diagnostic
ESP
Electronic Stability Program
EVAV
Front wipers
F MUX
Multiplexed control panel
FSE
Secondary brake
STEERING COLUMN
CONTROLS
Steering column
INF / ENT
Information and entertainment
IS
Inter System
LAS
Running gear
LCE
Key/electronic badge reader
LIN
Local Interconnect Network
IEW
Intelligent window motor (driver, passenger, LH and RH rear)
HY MODULE
HYbrid Module
MPD
Parking space measurement
PADDGO
Diesel additive pump
PDPC
Driver’s door control panel
PWM
* Pulse Width Modulation
+RCD
Remote Wake-up
RGB
Airbag
SAM
Blind spot monitoring
STT
STOP and START system
SUSP
Suspension ECU
FR / RR CONTROL
PANEL
Front / rear air conditioning control panel
TNB
Seatbelt not fastened warning
TRIPLE SENSOR
Gradient sensor/ Gyrometer sensor /accelerometer sensor
VCI
Steering wheel with integrated controls
RR/LAT VISION
Rear / lateral vision
VTH
Head-up Display