C_12232_EN_V01_formateur

AFTER - SALES TECHNICAL TRAINING

2010 ELECTRICAL ARCHITECTURE

Ref: C_12232

Date: 07/09/2010

List of modifications

Date

Page

Reason for modification

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.

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CONTENTS

Electrical architecture

Standby / wake-up

Power economy mode

Diagnostic

Adaptable technologies

The engine ancillaries ECU

Introduction

The built-in systems interface

Multiplexed architecture

INTRODUCTION

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

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)

THE ENGINE ANCILLARIES MODULE

Changes to the engine ancillaries ECU

The distribution and protection function

The power supply function

The gateway function

THE BUILT-IN SYSTEMS INTERFACE

Changes to the BSI

The distribution and protection function

The power supply function

The diagnostic function

The gateway function

STANDBY / WAKE-UP

High speed CAN network Standby/Wake-up

Low speed CAN network Standby/Wake-up

POWER ECONOMY MODE

General features

The changes

The activation conditions

Warnings

DIAGNOSTIC

The diagnostic plug

The diagnostic gateways

2010 ADAPTABLE TECHNOLOGIES

The MOST network

The FLEXRAY network

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enable training to start on a
right-hand page

Do not delete

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

2000

Picasso

Xsara

BSI

Berlingo

1999

2000

Restyled

Xsara

2003

307

COM 2000

Restyled

Berlingo

307

2001

2002

2003

Picasso

308

Berlingo

308

cabriolet

2006

2007

2008

3-doors

5-doors

307

CAN

Restyled

307

CAN

2004

2005

2006

Restyled

Xsara

Picasso

COM 2000

PF1

206

(2001)

207

(2005)

+ 18%

(2001)

Restyled

(2005)

+ 4%

PF2

XSARA

(2001)

(2004)

+ 21%

307

(2003)

308

(2007)

+ 18%

PF3

(2004)

(2007)

+ 7%

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

increasingly higher power consumption.

Changes in the number of

functions per vehicle

Platform

206

(2001)

207

(2005)

+ 18%

(2001)

Restyled

(2005)

+ 4%

Platform

XSARA

(2001)

(2004)

+ 21%

307

(2003)

308

(2007)

+ 18%

Platform

(2004)

C5 (X7)

(2007)

+ 7%

Coopera

tion

platform

C8 / 807

(2002)

C8 / 807

(2005)

- 2%

Changes in the number of

functions per vehicle

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.

MULTIPLEXED ARCHITECTURE

2010 ELECTRICAL ARCHITECTURE

Gateway module between CAN
networks

LIN network components

BSI

I 1

LIN

CLIM

PDPC

CAN COMF

AFIL

CAV

BCP

CAN I/S

ENGINE

ECU

ENGINE

ECU

ESP

LIN

MUX

control

panel

MUX

control

panel

Radio

INF / ENT CAN

LIN

CAN BODY

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

BSM

LIN

I 2

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).

THE CAN HIGH SPEED LAS (RUNNING GEAR) NETWORK

MULTIPLEXED ARCHITECTURE

ARTIV

(Inter-Vehicle

Compliance Support)

ARTIV

(Inter-Vehicle

Compliance Support)

BSM

CAV

ESP

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

Triple

sensor

Triple

sensor

ACC

ARTIV

CAV

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 *

Components of the BSM
(Engine ancillaries ECU) LIN

Termination resistance

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

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)

MULTIPLEXED ARCHITECTURE

THE CAN HIGH SPEED I/S NETWORK (INTERSYSTEM)

Without LAS (Running gear) network

FSE

(1)

FSE

(1)

TPD

HY 2011

module

2011

module

DAE

Electric power
steering pump

DAE

Electric power
steering pump

CAV

ABS /

ESP

ABS /

ESP

BCP

Right

headlight

Right

headlight

Left

headlight

Left

headlight

ENGINE

ECU

ENGINE

ECU

Alternator

SST

Alternator

W
E

)

BSI
(1)

CAN I/S

DIAG
PLUG

(Gearbox)

SUSP

TPD

BSM

)

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

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.

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

CAN H

CAN L

FSE

ENGINE

ECU

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.

THE CAN LOW SPEED BODY NETWORK (BODYWORK)

MULTIPLEXED ARCHITECTURE

BCM

(CATVM)

BCM

(CATVM)

Headlights
assistance

CAN BODY

BLM

VCI

AVE

BCM

LCE

BSM

ACC

Alarm

BSG

BDCP

BSI

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

ADML (Keyless Entry and Starting)

SC (steering column) LIN network components

New AEE2010 ECU

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

THE CAN LOW SPEED COMF NETWORK (COMFORT)

MULTIPLEXED ARCHITECTURE

PDPC (Driver's door control panel) LIN network components

CAN COMF

CLIM

BDM **

Airbag *

ACC

BSI

DEF

BTE

AFIL

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

Network and whiteline crossover warning (AFIL) components

New AEE2010 ECU (*Migration of Body network to CONF)

XXX

SAM
MPD

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.

MULTIPLEXED ARCHITECTURE (TRAINER)

There are 3 categories of ECU defined depending on whether they are fitted to the
project:

Primary nodes (PR): 2 or 3 nodes per network (RTH / RTL = 560

)

Standard nodes (ST): maximum 12 ECUs per network (RTH/RTL = 2.2K

)

Secondary nodes (SE): maximum 5 nodes per network (RTH / RTL =5.6K

)

The High Line End Resistances and Low Line End Resistances are located on the CAN H and
CAN L wires of the CAN low speed network so that the digital signals are clean. It is the same
principle for the RT's of the High speed network.

RBG

All models

Primary

BSI

COMF network

ECU

Type

Option

SAM

Standard

CLIM

CIELO

BDM

Secondary

PDPC

DEF

BTE

AFIL

INFO / ENT network

ECU

Type

BSI

Primary

All models

Instrument cluster

All models

Radio

Option

Navigation

EMF

Standard

BTA

AAS (PARKING

ASSISTANCE

SYSTEM)

NIGHT AND

REAR VISION

Multiplexed

control panel

RD5

AMPLI

VTH

Secondary

BODY network

ECU

Type

BSI

Primary

All models

STEERING COLUMN

CONTROLS

BSM

Standard

All models

BSG_OP

Option

BSG_RQ

BDCP

LCE

AVE

BML

Headlights
assistance

Alarm

Secondary

BCM

ECU 1

ECU 2

ECU 3

ECU 4

ECU 5

Migration of CAN/ network ECUs

The airbag ECU is now connected to the CAN
comfort network. It enables this network to have
the configuration required for functioning of the
CAN COMFORT network (2 main ECUs).

THE CAN LOW SPEED INFO/ENT NETWORK (INFORMATION / ENTERTAINMENT)

MULTIPLEXED ARCHITECTURE

Radio

EMF

INF/ENT CAN

Radio and simple screen

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

AMPLI

Instrument

cluster

Instrument

cluster

BSI

ACC

F MUX

RADIO

SCREEN

RADIO

SCREEN

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

BSG TT

AAS

MPD (1)

AAS

MPD (1)

NIGHT
VISION

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

CONTROL
PANEL

Front / rear air conditioning control panel

AAS

EMF

Radio

BTA

MdS

BTA

VTH

AMPLI

CMB

Instrument

cluster

CMB

Instrument

cluster

MAE

BTC

CDPL

BML

AVE

Badge
reader

Airbag

Headlights
assistance

BSG

_XX

BSG

_OP

BSR

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

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

XXX

Hybrid 2011

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, …

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.

LIN BSM

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

Can BODY

BSM

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

Can BODY

BSM

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

Can BODY

BSM

STEERING

COLUMN

CONTROLS

STEERING

COLUMN

CONTROLS

Can BODY

BSM

THE LIN NETWORKS

MULTIPLEXED ARCHITECTURE

LIN BSI 1

CDPL

BCM

TNB

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

Engine ECU LIN

xxx

STT

Rear panel

Front panel

LIN F MUX

VCI

SC LIN

Can COMF

AFIL

PDPL

PDPC

MUX

control

panel

MUX

control

panel

INF / ENT CAN

BSI

BECB

BPGA

PADDGO

LIN BSI 2

BECB

BPGA

PADDGO

LIN BSI 2

BECB

BPGA

PADDGO

LIN BSI 2

BECB

BPGA

PADDGO

LIN BSI 2

Sensor 6

Sensor 5

Sensor 3

Sensor 4

Sensor 2

LIN AFIL

Sensor 1

Sensor 6

Sensor 5

Sensor 3

Sensor 4

Sensor 2

LIN AFIL

Sensor 1

I/S CAN

ENGINE

ECU

ENGINE

ECU

BCP

I/S CAN

ENGINE

ECU

ENGINE

ECU

BCP

I/S CAN

ENGINE

ECU

ENGINE

ECU

BCP

I/S CAN

ENGINE

ECU

ENGINE

ECU

BCP

I/S CAN

ENGINE

ECU

ENGINE

ECU

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.

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

AEE2004 - 2007

AEE2010

ELECTRICAL ARCHITECTURE

CPC + POWER SUPPLIES

Micro

BPGA

BSM

Micro

BSI

Micro

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

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

BSI

CPC +

Accessories + relay

Micro

+ ACC

MFRH

+ ACC

CPC +

Accessories + relay

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)

ELECTRICAL ARCHITECTURE

PWM (PULSE WIDTH MODULATION) POWER SUPPLY TO BULBS

17%

83%

Interval = 100%

Amplitude

of 16V

Average

voltage

16V

Regulator mode

Voltage of

12V

Follower mode

12V

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.

ARCHITECTURE (TRAINER)

PWM POWER SUPPLIES

The PWM power supply (Pulse Width Modulation) is a cyclic opening ratio (COR) signal.

The characteristics of the PWM signal are:

• A period (7 ms) and a fixed frequency (150 Hertz),

• A variable high state and low state ratio.

The regulator mode activation level is different depending on the control unit:

This mode is active when the bulb control voltage is over:

• 13.4 Volts if the lighting is driven by the BSI

• 13.5 Volts if the lighting is driven by the engine ancillaries ECU,

• 13.2 Volts if the lighting is driven by the trailer general ancillaries unit.

Example of the BSI which must modulate the power supply voltage, if the battery input
voltage is 18 volts:

To obtain an average voltage of 12.4V, the BSI must modulate the signal at 69% for a high state of

18V. The voltage modulation may be maintained at only 1 hour if the BSI input voltage is between

16V and 18V. If not, there is a risk of destroying the BSI.

If the battery input voltage is 24 Volts:

To obtain an average voltage of 12.4V, the BSI must modulate the signal at 52% of the high state

(24V). The voltage modulation may be maintained for only 1 minute if the BSI input voltage is

between 18V and 24V. If not, the BSI may be destroyed.

Average voltage

12.4V

Amplitude

of 18V

Interval = 100%

69%

31%

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.

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.

ELECTRICAL ARCHITECTURE

THE PERMANENT LIVE FEED FROM THE BPGA

(power supplies management and protection unit)

F21

F19

F14

F15

Interior Fuse and Relay Matrix

Built-in Systems Interface

Motor-driven fan control module

Motor-driven fan

ESP (Electronic Stability Program)

Secondary brake

Power steering

Passenger compartment fuse box 1

Battery charge status module

+ CPC (Central
Power Switch)

F11

F12

F16

F17

F13

F10

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

BPGA

F21

F19

F14

F15

F11

F12

F16

F17

F13

F10

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

F21

F19

F14

F15

ESP (Electronic Stability Program)

"Diagnostic information"

LIN BSI

ELECTRICAL ARCHITECTURE

CPC+ power supply

Ignition on (+APC)

Central Power Switch (CPC)

Main relay safety

1032

BPGA

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

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

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.

THE MFRH (INTERIOR FUSE AND RELAY MATRIX)

ELECTRICAL ARCHITECTURE

Perm +

CPC

(Central Power Switch)

CPC +

Perm +

CPC +

Perm +

(BFH1)

230V socket

Perm +

(BFH1)

Rear 12V socket

BSI

CAN +

According to the equipment

F21

F14

F15

Front heater elements

Not connected

Electric rear window

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

Perm +

CPC +

F21

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

Heated rear window

Heated rear view mirrors

Trailer Control Module

PERM+ for fuses F20, F21, F22 on the MFRH

Control signal from BSI

MFRH

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.

ENGINE ANCILLARIES ECU (BSM)

BSM 2004 - 2007

BSM 2010

Change

Fuses

+ 107%

Pins

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).

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

MFRM

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).

ENGINE ANCILLARIES ECU (BSM)

* If the vehicle is fitted with ACC or ARTIV

THE GATEWAY FUNCTION

CAV

XXX

LIN BSM

ESP

ALARM

CAN I/S *

CAN BODY

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.

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.

THE DISTRIBUTION / PROTECTION FUNCTION:

BUILT-IN SYSTEMS INTERFACE (BSI)

BSI 2004 - 2007

BSI 2010

Change

Fuses

+ 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).

BUILT-IN SYSTEMS INTERFACE (BSI)

THE POWER SUPPLY FUNCTION

BSI

Perm +

Ignition fully on

+ CPC

(Central Power Switch)

+ CPC

+ ACC

Shunt

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.

BUILT-IN SYSTEMS INTERFACE (BSI)

THE GATEWAY FUNCTION

Instrument

cluster

Instrument

cluster

CLIM

Radio

INFO/ENT CAN

BDM

ESP

ALARM

BSM

BSI

CAN COMF

CAN I/S

CAN BODY

ENGINE

ECU

ENGINE

ECU

DIAG
PLUG

BPGA

BECB

CDPL

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.

STANDBY / WAKE-UP

CAN HS WAKE-UP - RCD SIGNAL FROM THE BSI

CAN I/S (Inter System)

ENGINE

ECU

ENGINE

ECU

ABS

BSI

FSE

SUSP

TPD

(Tyre

Pressure Detection)

TPD

(Tyre

Pressure Detection)

ESP

FSE

SUSP

TPD

(Tyre Pressure

Detection)

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

I/S

ENGINE

ECU

ENGINE

ECU

CAV

DIREC

ABS

BSI

FSE

BCP

SUSP

TPD

(Tyre

Pressure Detection)

TPD

(Tyre

Pressure Detection)

ACC

BSM

PSF1

CAN LAS

Triple

sensor

CAV

EPS

ESP

FSE

SUSP

TPD

(Tyre

Pressure Detection)

ENGINE

ECU

BSI

RCD

Ignition fully on

f a

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)

I t

its

I w

1 s

The BSI detects an event and wakes up.

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.

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.

The ECUs and the BSI go to sleep when the action is finished.

The BSI detects ignition on (+APC).

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.

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.

STANDBY / WAKE-UP

WAKING THE CAN LS NETWORK

Instrument

cluster

Instrument

cluster

BTE

F MUX

PDPC

CAN COMF

CAN BODY

Airbag

AFIL

Radio

EMF

BDCP

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

STANDBY / WAKE-UP

THE LIFE PHASES

15s

BSI

+ CAN

+ CPC

Ignition fully on

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

The BSI detects an event and wakes up (e.g. remote control).

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+.

The ECUs are woken up and may receive and analyse the frames.

The BSI detects ignition fully on (+APC) and activates the ACC+.

During the starting phase, the ACC+ is cut off in order to relieve the battery.

All of the power supplies are active during the normal functioning phases.

When the ignition is cut off, the +APC and +ACC are cut off by the BSI.

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.

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.

POWER ECONOMY MODE

GENERAL

BECB

BSI

Standard economy mode

Harsh economy mode

ALARM system

downgraded mode

De-activation of the

heat pre-conditioning

De-activation of the

driving position

management system

°°°°

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.

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

60%

AEE 2010

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.

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

• 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.

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

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)

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.

POWER ECONOMY MODE (TRAINER)

Sub-function

"Standard Economy Mode"

"Severe Economy

Mode"

Comfort and user alerts

Thermal
comfort

Extinction of the "air con" information (displays)
Partial de-activation of the passenger compartment blower
fan for the passenger compartment pre-warming function.

Cut-off of air
blower for the
passenger
compartment pre-
warming function.

the driver’s
immediate
environment

The following functions are de-activated:
- Manual adjustment of the driver, passenger and rear
seats.
- Electric adjustment of the steering column (depending on
vehicle).
- Memory and memory retrieval
- Driver and passenger massage

If the economy mode occurs during a movement, the
movement is completed before inhibiting all of the functions
to be inhibited.

Interior
lighting

Extinction of the visual information sources (e.g.:
instrument cluster).
Ambient lighting cut-off.

Wipe/Wash

No automatic wipers
No front washers
No rear washer
No headlight washers
No rear wiper

Exterior
lighting

Dipped headlights inhibit
Front foglights inhibit
Main beam headlights inhibit
Automatic main beam headlights inhibit
Follow me home inhibit

Instrument
cluster
information
display

The INSTRUMENT CLUSTER activation duration is
shortened
Check is cut off
CAN LS and LIN networks go to standby
- +ACC cut off
Request to display "Economy Mode" message on the
following displays:
- MF SCREEN or RT6
- Instrument cluster
- battery light flashes

All functions are
cut off it there is no
priority
communication
taking place.

Electrical
equipment

Electrical power supply cut off (230V, 12V socket)

POWER ECONOMY MODE (TRAINER)

Sub-function

"Standard Economy Mode"

"Severe Economy

Mode"

Manages the time
counter

Digital time display goes off

The multimedia
and telematics
system

Activation of telematics module impossible (no
telephone, no Nav, no radio)
- If a telephone call is in progress, it is
maintained for 9 minutes.

All functions are cut off

Secondary brake

- Electric parking brake alarm (no message on
instrument cluster) when the door is opened

Suspension height
management

Manual correction inhibit

Vehicle protection

Manage vehicle
accesses

- Impossible to request a change to the child
safety status on the driver's door control panel

- De-activation of the
hands free unlocking
and locking sensors
- Central locking LED
flashing is cut off

Manages the
motor-driven boot
lid

Motorised hatch limited to 10 times. If the
number of times reaches 0, one last closing is
authorised.

Enables
opening/closing of
windows,
manages rear
view mirrors

- Electric windows inhibit
- Sunroof inhibit

Show vehicle

- Day running lights not activable
- Day running lights turned off
- Direction indicators turned off
- Foglights not activable
- Sidelights turned off if fault on control stalk

- De-activation of the
marker function
- Reverse lights not
activable
- Brake lights not
activable
- Horn not activable

Diagnostic assistance

Safeguards the
Battery Fault
Context

- Memorisation of
"battery" and "vehicle
use" data

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.

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

CAV

DIREC

ABS

ACC

CAN LAS

CAV

EPS

ESP

BSI

BSM

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.

DIAGNOSTIC

THE DIAGNOSTIC GATEWAYS

CAN Diagnostic

level 1

CAN Diagnostic

level 2

CAN Diagnostic

level 3

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

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.

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.

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

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

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

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

LIN

The gateway

THE GATEWAY FUNCTION (CAN –LIN)

CAN

Line interface

0 V

12V

LIN PROTOCOL MANAGER

Header

Data

xxx

Header

Data

xxx

MICROPROCESSOR

Uses binary

information or

transmits it

CAN PROTOCOL MANAGER

Data

xx xx xx xx xx

Data

Line interface

3.5 V

1.5 V

2.5 V

ACC ARTIV

ADAPTATIVE CRUISE CONTROL (ACC)

The adaptive cruise control system (ACC) modulates
the vehicle speed in order maintain a safe distance
between vehicles.

The system may be used in conjunction with the ARTIV (Distance Alert System),
which warns the driver if safety distances are not complied with.

changes

SAM

BLIND SPOT MONITORING (SAM)

This device will warn the driver of a vehicle within the exterior rear view mirror
blind spot angle.

changes

FMUX

MULTIPLEXED CONTROL PANEL (FMUX)

The multiplexed control panel will incorporate the air condition and the
audio/radio-navigation controls.

BSG

GENERAL ANCILLARIES MODULE (BSG)

The general ancillaries modules will be used to adapt secondary equipment. The
vehicle is pre-wired to be able to take additional equipment such as a towbar, radio,
etc.

There are several types of general ancillaries module. The hardware is common to all
BSGs, but the software and connection hardware are different, depending on use.

BSG TT (Telematic conversion): this is used to retain the functions for addition of
telematics equipment (e.g.: station display on MF screen).
BSG RQ (Trailer): used to retain the functions for addition of a towbar.
BSG OP (Option): for post-equipment or vehicle conversions (ambulance, flat-bed)

changes

HYBRID MODULE (HY) 2011

This module, will be fitted to the CAN running gear (LAS) and inter-system (IS)
networks, will be used to control and transmit the information to the other modules.

changes

LCE

ELECTRONIC KEY READER (LCE)

The function of the electronic key reader is to dialogue with the hands-free
module.

changes

AVE

ELECTRONIC IMMOBILISER (AVE)

The purpose of the electronic immobiliser is to lock the vehicle steering when
starting is prohibited.

changes

BML

HANDS-FREE MODULE (BML)

It enables vehicle keyless unlocking

changes

Headlights assistance

AUTOMATIC MAIN BEAM SWITCH (SMART BEAM)

The function of the Smart Beam system is to automatically dip the main beams.

changes

BTE

RETRACTING ROOF MODULE (BTE)

The function of the retracting roof module is to open and close the roof.

Night Vision

NIGHT VISION

The night vision system enables detection of a pedestrian at night.

changes

CIELO

SELF-DARKENING GLASS ROOF (CIELO)

The self-darkening glass system alters the roof ting reversibly.

changes

RR/LAT VISION

RR/LAT VISION

The rear and lateral vision system provides an image of items surrounding the
vehicle.

changes

MDP

PARKING SPACE MEASUREMENT (MDP)

The "parking space measurement" is used to measure the parking space on the
side on which the driver has turned on his direction indicator, in relation to the
length of the vehicle and provides the driver with the following information:

• Parking possible
• Parking difficult
• Parking not advised

BTA

STAND-ALONE TELEMATICS MODULE (BTA)

The stand-alone telematics module is a device enabling the vehicle to:

• an emergency call,
• make an assistance call
• geographical location.

The emergency call may be automatic if the airbags are triggered.