Land Rover Body And Paint Air Bag And Safety Belt Rover Manual
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SystemPriority InhibitedPower Reduction Windshield washer jet and exterior mirror heaters-7 Windshield washer jet and exterior mirror heaters8- Windshield heater-9 Primary climate control blower-10 Auxiliary climate control blower11- Rear window heater12- Windshield heater13- Hot Start Electrical Load Management SystemPriority InhibitedPower Reduction Front seat heaters; windshield washer jet and exterior mirror heaters 1- Windshield heater-2 Rear window heater-3 Air suspension-4 Entertainment system-5 Windshield heater6- Rear window heater7- Auxiliary climate control blower-8 Auxiliary climate control blower9- Continuous Electrical Load Management SystemPriority Inhibited OperationPower Reduction Front seat heaters1- Windshield heater-2 Rear window heater-3 (G421238) Technical Training52 Lesson 2 – ElectricalControl Components
SystemPriority Inhibited OperationPower Reduction Auxiliary climate control blower-4 Air suspension-5 Entertainment system-6 Auxiliary climate control blower7- Engine idle speed changes, and electrical load changes of systems not under direct control of the ATCM (air suspension and entertainment), are initiated using the appropriate medium speed CAN bus message. When partial operation is requested: •The air suspension system still performs height changes but reduces air compressor operation by not replenishing the reservoir. •The entertainment system restricts the maximum volume level and reduces the output frequency bandwidth. Cooling Fan Control The ATCM determines the amount of condenser cooling required from the refrigerant pressure, since there is a direct relationship between the temperature and pressure of the refrigerant. The cooling requirement is transmitted to the ECM in a medium speed CAN bus message. The ECM controls the condenser cooling using the cooling fan. Air Temperature Control Air from the evaporator enters the heater assembly, where temperature blend doors direct a proportion of the air through the heater core to produce the required discharge air temperature. On the automatic control system two temperature blend doors operate independently to enable independent temperature selection for the left and right sides of the vehicle interior. The temperature blend doors are operated by a single stepper motor on manual systems and two stepper motors on automatic systems. The stepper motor(s) are controlled by the ATCM using LIN bus messages. The ATCM calculates the stepper motor position required to achieve the selected temperature and compares it against the current position, which is stored in memory. If there is any difference, the ATCM signals the stepper motor to adopt the new position. Air temperature is controlled automatically unless maximum heating or maximum cooling is selected. The required air temperature may be adjusted between 16 °C (61 °F) and 28 °C (82 °F) using the air temperature control switches. The control algorithms then attempt to maintain the desired set temperature. Turning the temperature switches fully counterclockwise gives maximum available cooling. Turning the temperature switches fully clockwise gives maximum available heating. When maximum cooling or maximum heating is selected, the comfort algorithm adopts an appropriate strategy for the air distribution, blower speed, A/C and air source functions, except where a function is under manual control. On the automatic system, the temperature control of one zone can be compromised by the other zone being set to maximum heating or maximum cooling. True maximum heating or maximum cooling can only be obtained with both controls set to the same maximum state. Control ComponentsLesson 2 – Electrical 53Technical Training (G421238)
When the economy mode is selected, the automatic temperature control function still operates, but with no cooling capability the minimum discharge temperature achievable will be ambient air temperature plus any heat pick up in the air intake path. Air Distribution Control When the A/C is in the automatic mode, the ATCM automatically controls air distribution according to a comfort strategy. Automatic control is overridden when one of the manual modes is selected. Air distribution remains manually controlled until the automatic mode is selected again. The distribution doors are operated by two stepper motors, which are controlled by the ATCM using LIN bus messages. Blower Control When A/C is selected or the blower speed is manually selected, the ATCM energizes the coil of the blower relay in the Battery Junction Box (BJB). The energized blower relay supplies battery power to the blower motor, which is grounded through the blower control module. The speed of the blower is controlled by a PWM signal from the ATCM to the blower control module. The blower control module regulates the blower motor voltage in relation to the PWM signal. When the blower is in the automatic mode the ATCM determines the blower speed required from the comfort algorithms. When the blower is in the manual mode, the ATCM operates the blower at one of seven fixed speeds as selected on the control panel. Programmed Defrost The programmed defrost function automatically provides the maximum defrosting of the vehicle. When the programmed defrost function is selected, the ATCM configures the control system as follows: •Automatic mode off. •Air inlet to fresh air, manual control. •Selected temperature unchanged, automatic control. •Air distribution set to screen mode, manual control. •Blower speed set to speed 5, manual control. •Rear screen heater and windshield heater (if applicable) selected on. •A/C mode in automatic. The programmed defrost function is cancelled by one of the following: •Selecting any distribution switch. The system response will be identical to the normal manual distribution control operation. •Selecting the automatic switch. This will restore the system to fully automatic operation. •Selecting the programmed defrost switch again. This returns the system to the state in use immediately before the programmed defrost function was first selected. •Turning the ignition off. The blower speed can be adjusted manually without terminating the programmed defrost function. Intake Air Control The source of intake air is automatically controlled unless overridden by manual selection of recirculation. Under automatic control the ATCM determines the required position of the recirculation door from the comfort strategy and the input from the pollution sensor (if fitted). The recirculation door is operated by an electric motor, which is controlled by hardwired analogue signals from the ATCM. A potentiometer in the motor supplies the ATCM with a position feedback signal for closed loop control. (G421238) Technical Training54 Lesson 2 – ElectricalControl Components
Provided the intake air has not been manually selected to recirculation, the ATCM adjusts the recirculation door to reduce the ram effect produced by the forward motion of the vehicle. When the ignition switch is turned off, the ATCM evaluates the ambient air temperature. If the ambient air temperature is less than a pre-determined value, the intake air source is set to recirculation, to prevent the ingress of damp air while the vehicle is parked. When the vehicle is in the transportation mode, the ATCM sets the intake door to recirculation every time the ignition is turned off, regardless of the ambient air temperature. Pollution Sensing With a pollution sensor fitted to the vehicle, the ATCM controls the intake air source to reduce contamination of the intake air by external pollutants. This function is fully automatic, but can be overridden by manual selection of the intake air source. Humidity Sensing With a humidity sensor fitted, the ATCM controls the moisture content of the air in the vehicle. This is achieved by raising the evaporator temperature to increase the humidity of the air entering the vehicle, and reducing the evaporator temperature to reduce the humidity of the air entering the vehicle. Front Seat Heaters The front seat heaters are enabled when the ignition switch is position II, and operate at one of two temperature settings. With the first press of a front seat heater switch the ATCM adopts the higher temperature setting, supplies a power feed to the related front seat heater elements and illuminates two amber LEDs in the switch. At the second press of the switch the ATCM adopts the lower temperature setting and extinguishes one of the LEDs. At the third press of the switch the ATCM de-energizes the heater elements and extinguishes the second LED. The seat heaters remain on until selected off or the ignition is turned off. The ATCM receives an input from a temperature sensor in each front seat, and regulates the power feed of the heater elements to control the seat temperature at the appropriate temperature setting between 35 and 45 °C (95 and 113 °F). The actual temperature settings vary with the type of seat covering, to allow for the different heat conduction properties of the different materials. When the front seat heaters are activated at the higher temperature setting, the ATCM automatically resets them to the lower temperature after a time delay. The length of the time delay depends on the in-vehicle temperature. Temperature Reset Time Delay >25 (77)15 to 25 (59 to 77) 0 to 15 (32 to 59) -10 to 0 (14 to 32) -15 to -10 (5 to 14)
To protect the heater elements, the ATCM disables front seat heating if battery voltage exceeds 16.5 ± 0.3 volts for more than 5 seconds. Front seat heating is re-enabled when battery voltage decreases to 16.2 ± 0.3 volts. The ATCM monitors the power feeds to the heater elements and disables the applicable front seat heating if a short or open circuit is detected. The ATCM also disables seat heating if the seat temperature rises significantly above the target temperature setting. The plausibility of the temperature sensor inputs is also monitored by the ATCM. When seat heating is selected, if one of the temperature sensor inputs is within 5 °C (9 °F) below the target temperature, the ATCM monitors the sensor input for a temperature increase and checks that it is between the minimum and maximum working temperatures. If a temperature sensor input is at the high end of the working range, while the ambient air temperature and the engine temperature are within 10 °C (18 °F) of each other, the ATCM disables front seat heating until the input decreases below the target temperature setting. The ATCM interprets a temperature sensor input value of -45 °C (-49 °F) or below as an open circuit, and temperature sensor input value of 100 °C (212 °F) or more as a short circuit. Rear Window Heater The ATCM controls operation of the rear window heater using medium speed CAN messages to operate the rear window heater relay in the Central Junction Box (CJB). The control module in the CJB interprets the CAN messages and switches the ground connection of the relay coil to operate the rear window heater. While the rear window heater relay is energized, a battery power feed is connected to the rear window heater elements. Rear window heater operation is only enabled when the engine is running. The ATCM operates the rear window heater in heating cycles of varying power and time. The heating cycle used depends on the ambient air temperature and whether it is the initial or subsequent operation during the current ignition cycle. When the rear window heater switch is pressed, the ATCM illuminates an LED in the switch and initiates the appropriate heating cycle. The LED remains illuminated until the rear window heater is selected off, the heating cycle is completed or the engine stops. If the engine stalls or the ignition is turned off, rear window heating resumes if the engine is re-started within 20 seconds. On the initial selection of rear window heating, the ATCM uses a short or long defrost phase at full power, followed by a low power phase. The defrost phase used depends on the ambient temperature. During the low power phase, the rear window heater relay is cycled off for 80 seconds and on for 40 seconds. On subsequent operations, during the same ignition cycle, the ATCM operates the rear window heater at full power for a fixed time period. Rear Window Heating Phases Time, minutesPhase 10Short defrost (-5°C (23°F) and above) 15Long defrost (less than - 5°C (23°F)) 20Low power 10Subsequent operation Windshield Heater The ATCM controls operation of the windshield heater using the windshield heater relay in the BJB. The ATCM switches the ground connection of the relay coil to operate the windshield heater. While the windshield (G421238) Technical Training56 Lesson 2 – ElectricalControl Components
heater relay is energized, a battery power feed is connected to each of the two windshield heater elements. Windshield heater operation is only enabled when the engine is running. The ATCM operates the windshield heater in heating cycles of varying power and time. The heating cycle used depends on the ambient air temperature and whether it is the initial or subsequent operation during the current ignition cycle. When the windshield heater switch is pressed, the ATCM illuminates an LED in the switch and initiates the appropriate heating cycle. The LED remains illuminated until the windshield heater is selected off, the heating cycle is completed or the engine stops. If the engine stalls or the ignition is turned off, windshield heating resumes if the engine is re-started within 20 seconds. On the initial selection of the windshield heater, the ATCM uses a short or long defrost phase at full power, followed by a low power phase. The defrost phase used depends on the ambient temperature. During the low power phase, the windshield heater relay is cycled off for 80 seconds and on for 40 seconds. On subsequent operations, during the same ignition cycle, the ATCM operates the windshield heater at full power for a fixed time period. Windshield Heating Phases Time, minutesPhase 3Short defrost (-5°C (23°F) and above) 5Long defrost (less than - 5°C (23°F)) 10Low power 3Subsequent operation Control ComponentsLesson 2 – Electrical 57Technical Training (G421238)
MANUAL SYSTEM CONTROL DIAGRAM NOTE: A = Hardwired connections; D = High speed CAN bus; N = Medium speed CAN bus; O = LIN bus Face and feet distribution door motor1 Recirculation door motor2 Windshield distribution door motor3 Temperature blend motor4 A/C compressor solenoid valve5 Refrigerant pressure sensor6 Ambient air temperature sensor7 Evaporator temperature sensor8 ATCM9 ECM10 (G421238) Technical Training58 Lesson 2 – ElectricalControl Components
Engine Coolant Temperature (ECT) sensor11 Instrument cluster12 Blower control module13 Blower relay14 Fuse 51P, CJB (permanent battery power feed)15 Fusible link 12E, BJB16 Blower17 Control ComponentsLesson 2 – Electrical 59Technical Training (G421238)
AUTOMATIC SYSTEM CONTROL DIAGRAM NOTE: A = Hardwired connections; D = High speed CAN bus; N = Medium speed CAN bus; O = LIN bus (G421238) Technical Training60 Lesson 2 – ElectricalControl Components
Face and feet distribution motor1 LH temperature blend motor2 Recirculation motor3 Windshield distribution motor4 RH temperature blend motor5 A/C compressor solenoid valve6 Sunlight sensor7 Pollution sensor8 Refrigerant pressure sensor9 In-vehicle temperature sensor (automatic system, all except Japan) or in-vehicle temperature and humidity sensor (automatic system, Japan only) 10 Ambient air temperature sensor11 Evaporator temperature sensor12 ATCM13 ECM14 Engine Coolant Temperature (ECT) sensor15 Instrument cluster16 Blower control module17 Blower relay18 Fuse 51P, CJB (permanent battery power feed)19 Fusible link 12E, BJB20 Blower21 Control ComponentsLesson 2 – Electrical 61Technical Training (G421238)