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Service Training

Self-Study Program 873803

Routan Body Electrical Systems

Volkswagen of America, Inc. Volkswagen Academy Printed in U.S.A. Printed 06-2008 Course Number 873803

©2008 Volkswagen of America, Inc.

All rights reserved. All information contained in this manual is based on the latest information available at the time of printing and is subject to the copyright and other intellectual property rights of Volkswagen of America, Inc., its affiliated companies and its licensors. All rights are reserved to make changes at any time without notice. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form or by any means, electronic, mechanical, photocopying, recording or otherwise, nor may these materials be modified or reposted to other sites without the prior expressed written permission of the publisher.

All requests for permission to copy and redistribute information should be referred to Volkswagen of America, Inc.

Always check Technical Bulletins and the latest electronic repair information for information that may supersede any information included in this booklet.

Trademarks: All brand names and product names used in this manual are trade names, service marks, trademarks, or registered trademarks; and are the property of their respective owners.

Contents

This Self-Study Program covers information on the Routan Body Electrical Systems.This Self-Study Program is not a Repair Manual. This information will not be updated.

For testing, adjustment and repair procedures, always refer to the latest electronic service information.

Note Important! i

Introduction .......................................................................................................1

Vehicle Power Distribution ...............................................................................3

Network Gateway/Communication ..............................................................18

Cabin Compartment Node .............................................................................26

Interior Lighting Control .................................................................................29

Wireless Ignition Node ...................................................................................37

Door Modules ..................................................................................................44

Power Sliding Doors and Liftgate Systems ..................................................56

Overhead Console ...........................................................................................77

Entertainment Systems ..................................................................................79

Common Systems ...........................................................................................83

Knowledge Assessment ..................................................................................91

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Introduction

1

Introduction

Objectives

The purpose of the this Self-Study Program (SSP) is to acquaint you with the body electrical systems of the Routan.

At the end of this SSP, you will be able to identify:

components that make up the power distribution system

electrical distribution wiring, major connector and ground locations

locations of all major control modules

components that make up the starter system

functions and features supported by the Totally Integrated Power Module

modules supported by the CAN-IHS bus, CAN-C bus and LIN bus

functions supported by the Cabin Compartment Node

operation and functions of the Wireless Ignition Node and Fob with Integrated Key

configuration of the passive restraint system

operation of the power sliding door system and the functions of the door control modules

functions and components of the power liftgate system

features and functions of the overhead console

method and operation of the interior lighting

seating combinations and seat systems

functions and operation of the vehicle entertainment system

functions and operation of the Hands Free phone system

methods and operation of the common vehicle systems.

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Introduction

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Acronyms

The following acronyms are used throughout this SSP.

ATC Automatic Temperature Control

BTSI Brake Transmission Shift Interlock

CAN Bus Controller Area Network Bus

CAN IHS Bus Controller Area Network High Speed Internal Bus

CCN Cabin Compartment Node

CGW Central Gateway

CHMSL Center High Mounted Stop Lamp

CMTC Compass Mini-Trip Computer

DMFL Door Module Front Left

DMFL Door Module Front Left

DMFR Door Module Front Right

DMRL Door Module Rear Left

DMRR Door Module Rear Right

ESP Electronic Stability Program

EVIC Electronic Vehicle Information Center

FM Fully Multiplexed

FOBIK Fob with Integrated Key

FSM Fold Stow Module

HD Hard Drive

HID High Intensity Discharge

HSM Heated Seat Module

HVAC Heater Ventilation Air Condition

IOD Ignition Off Draw

IP Instrument Panel

LCD Liquid Crystal Display

LED Light Emitting Diode

LIN Local Interconnect Network

MSMD Memory Seat Module Driver

MUX Multiplex

NGC Next Generation Controller

PCM Powertrain Control Module

PLGM Power Liftgate Module

PM Partially Multiplexed

PSDML Power Sliding Door Module Left

PSDMR Power Sliding Door Module Right

PTS Parktronic System

PWM Pulse Width Modulated

RKE Remote Keyless Entry

SAS Steering Angle Sensor

TCS Traction Control System

TIPM Totally Integrated Power Module

TPM Tire Pressure Monitor

VES Vehicle Entertainment System

WCM Wireless Control Module

WIN Wireless Ignition Node

Vehicle Power Distribution

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Wiring Harness Routing

The vehicle wiring harnesses use the TIPM as a junction block. Seven connectors are located on the underside of the TIPM. The connectors are identified as C1 through C7.

The C1 and C2 wiring harness connectors support the Powertrain.

The C3 and C4 wiring harness connectors support the Front End Lighting.

The C5, C6 and C7 wiring harness connectors support the Body Electrical.

The body harnesses enter the passenger compartment through an opening in the bulkhead next to the brake booster. The bulkhead is sealed with a large rubber grommet that is molded onto the harness.

The section of the harness that supports the instrument panel branches off and is connected to the instrument panel with an in-line connector at the left upper left kick panel.

The segment of the harness that supports the left door branches off and is connected to a weather-tight connector at the left A pillar.

The remainder of the harness is routed down the kick panel, and continues along the left door sill.

Connectors that support the left side restraint system, power sliding door and rear door electronics are located at the left B pillar.

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From the B pillar, the harness is routed forward along the right door sill to the kick panel. The portion of the harness that supports the right door branches off and is connected to a weather-tight connector at the right A pillar, and the remainder makes an additional connection at the right side of the instrument panel.

The harness transitions to the center of the vehicle where a portion branches off and is routed to the rear of the vehicle. The segment that branches to the rear follows the center of the vehicle to the liftgate opening. Here it branches off to the right and left sides to support the rear lighting, liftgate and control modules located in the rear of the vehicle.

The section of the harness at the center of the vehicle that does not branch off continues on to the right B pillar. Connectors that support the right side restraint system, power sliding door and rear door electronics are located at the right B pillar.


Main Harness Connector to Instrument Panel


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Major Electrical Connectors

Major Ground Locations

1 G100 Below the Battery2 G101 Below the TIPM3 G102 Left Shock Tower4 G103 Left Shock Tower5 G201 Reinforcement above the Steering Column6 G203 Left Side of the Center Console

7 G300 Base of the Left B Pillar 8 G301 Base of the Right B Pillar 9 G302 Right Rear Floor Pan10 G305 Inside the Liftgate11 G306 Right Side of the Center Console


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Module Locations

TIPM

The TIPM is located at the left side of the engine compartment adjacent to the battery. A stud and nut provides a direct connection to the battery positive cable. Fusing and relay location information is included on the underside of the TIPM cover.

Powertrain Control Module

The Powertrain Control Module (PCM) is attached to a bracket on the left frame rail, below the left headlamp. The PCM is a controller for the engine and transmission. It is a Next Generation Controller (NGC)


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Anti-Lock Brake Module

The Anti-Lock Brake Module (ABM) is attached to the brake Hydraulic Control Unit (HCU) that is mounted to a bracket on the front cradle, below the brake booster.

Wireless Ignition Node

The Wireless Ignition Node (WIN) is located in the instrument panel to the right of the steering column. It is attached to the instrument panel structure. It functions as the ignition switch for the vehicle.

Steering Angle Sensor

The Steering Angle Sensor (SAS) supplies steering angle data to the ABM for the Electric Stability Program (EPS). The sensor is located in the steering column and combined with the restraint system clockspring.


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Occupant Restraint Controller

The Occupant Restraint Controller (ORC) is located at the base of the center console. It supports the driver, passenger and side airbags, and pretensioners.

Cabin Compartment Node

The Cabin Compartment Node (CCN) is combined with the gauge cluster and is located in the instrument panel, directly in front of the driver.

Heating, Air Conditioning and

Ventilation

The Heating, Air Conditioning and Ventilation (HVAC) controls are located in the middle of the center console. The control module for the system is integral to the HVAC control panel. The front and rear HVAC systems are controlled with one control module.

DVD

If equipped, the DVD player is located in the center console below the HVAC controls.

1 HVAC Control Head2 Rear HVAC Controls3 Optional DVD Player

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Radio

The radio is located at the top of the center console.

Vehicle Entertainment System

If equipped, the Vehicle Entertainment System (VES) consists of an overhead video monitor (one or two). Video monitors for the second row seating are identified as VES2. Video monitors for the third row seating are identified as VES3.

The video screen within the radio is considered VES1.

Premium Entertainment System Controls


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Hands Free Module

If equipped, the stand alone Hands Free Module (HFM) is located behind the left knee bolster and supports hands free cellular phone operation. Vehicles equipped with HFM and premium radio do not use a stand alone hands free module. The hands free function is integral to the premium radio.

Door Module Front Left

The Door Module Front Left (DMFL) is located behind the left front door trim panel. It supports the left door electronics.

Door Module Front Right

The Door Module Front Right (DMFR) is located behind the right front door trim panel. It supports the right door electronics.

Memory Seat Module Driver

If equipped, the Memory Seal Module Driver (MSMD) is located under the driver seat, attached to the seat frame.

Power Sliding Door Module Left

The Power Sliding Door Module Left (PSDML) is located on the inboard side of the left sliding door lower track in the lower body cavity and supports the operation of the sliding door.

Power Sliding Door Module Right

The Power Sliding Door Module Right (PSDMR) is located on the inboard side of the right sliding door lower track in the lower body cavity and supports the operation of the sliding door.


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Door Module Rear Left

The Door Module Rear Left (DMRL) is located behind the left rear door trim panel. It supports the left door electronics and works with the PSDML for power sliding door operation.

Door Module Rear Right

The Door Module Rear Right (DMRR) is located behind the right rear door trim panel. It supports the right door electronics and works with the PSDMR for power sliding door operation.

Fold Stow Module

The Fold Stow Module (FSM) supports operation of the power folding third row seat. The FSM is located in the lower portion of the 60% seat.

Power Liftgate Module

The Power Liftgate Module (PLGM) supports the operation of the power liftgate and is located behind the left rear trim panel. It can be accessed by the jack storage compartment door.

Amplifier

The Amplifier (AMP) is located behind the left rear quarter trim panel.

Sunroof Module

The Sunroof (SUNR) control module for the power sunroof is attached to the power sunroof assembly.


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Parktronic System

The Parktronic System (PTS) control module is located behind the right rear quarter trim panel, forward of the wheel house. The PTS uses ultra sonic sensors to detect objects. The PTS provides audio and visual warnings if an object is within range when the vehicle is moving in reverse.

Starting System

The battery is located on the left front side of the engine compartment. The battery is the source of power for starting the vehicle and operating the electrical system whenever the engine is not running. The battery can assist the charging system when large vehicle electrical loads are applied at low engines speeds.

When a valid fob is inserted into the Wireless Ignition Node (WIN) and turned, the WIN sends a start (crank) message to the TIPM on the CAN C bus. If TIPM receives a ground signal from the PCM on the starter override control circuit. The TIPM energizes the starter relay and battery voltage is fed to the starter solenoid on the starter motor. The starter engages when the solenoid connects the starter directly to the battery.

When the engine starts, the PCM removes the ground signal from the override control circuit to prevent accidental engagement of the starter motor when the engine is running. The same circuit is used to ensure that the vehicle is not started in gear positions other than PARK or NEUTRAL.


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Totally Integrated Power Module (TIPM)

The Routan uses a TIPM to control the distribution of vehicle power. The TIPM uses an internal processor that communicates with other modules on the vehicle data busses. This allows other vehicle modules to remotely control the operation of systems such as exterior lighting and wipers. Using a TIPM also allows other vehicle modules to receive data from sensors that are hardwired to the TIPM.

The TIPM is the junction block for the body, front end

lighting and powertrain wiring harnesses.

Sensed Inputs

AC Pressure

Ambient Temperature

Brake Fluid Level

Door Ajar Switches

Fuel Level

Hazard Lamp Switch

Hood Switch

Washer Fluid Level

Wiper Park Switch

WIN (Switch)

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1 Relay Center2 TIPM and Connectors


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TIPM (continued)

The TIPM processor controls solid state drivers to directly switch power or ground, or to control relays that control power routing. The drivers sometimes called “Smart” Field Effect Transistors (FETs), are configured to turn off if a predetermined current threshold is reached to provide protection in place of a fuse.

Each driver is specifically configured for the circuit it protects. By using drivers the TIPM can Pulse Width Modulate (PWM) the driver output if necessary. Examples of this would be limiting peak headlamp voltage or regulating headlamp voltage to provide the Daytime Running Light feature.

Drivers

The TIPM uses high side drivers to provide power to the following:

Radiator Fan

Rear Fog Lamps

Right Front Fog Lamp

Right Front Turn Signal

Right High Beam

Right Low Beam

Right Side Marker and Tail Lamps

Right Side Signal Mirror

Right Stop Lamp

UNLOCK/RUN/START

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Some circuits have open circuit detection. This permits a DTC to set for open circuit faults. The circuit driver applies a low current diagnostic voltage when the circuit is in the off state. If the circuit is complete, the diagnostic voltage remains low because it has a path to ground through the complete circuit. If the circuit is open, the diagnostic voltage does not have a path to ground and the voltage remains high. In this case the circuit is assumed to be open. When a fault condition is detected the TIPM sets the appropriate DTC for that circuit.

A/C Clutch

Adjustable Pedals

HVAC Front Blower Feed

Left Front Fog Lamp

Left Front Turn Signal

Left High Beam

Left Low Beam

Left Side Marker and Tail Lamps

Left Side Signal Mirror

Left Stop Lamp

Left Turn Signal

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TIPM (continued)

To control high current switching of vehicle electrical circuits, the TIPM uses a combination of micro relays, conventional (International Organization for Standardization [ISO]) relays and board-mounted relays. The board-mounted relays cannot be serviced.

Internal relays are used for circuits with high inductive kick such as Auto Shut Down (ASD). An inductive kick is caused by a sudden collapse of the magnetic field when power is removed from the ignition coil and injectors when the engine is turned off. Using a relay allows isolation of the solid state electronics from the voltage spike caused by the inductive kick. The TIPM processor controls the relay using conventional relay drivers.

Relays

The TIPM uses an ISO relay to control switching of the following relays:

ASD

Powertrain Control Module (PCM)

Radiator Fan Control

Rear Window Defogger

Run Accessory

Run

Starter Motor

The TIPM uses board-mounted relays to support the following:

Front Wash/Rear Wash

Fuel Pump

Horn Relay

Rear Wiper

Right Unlock/Left Unlock/Lock All

Wiper On/Wiper High/Low

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Fuses

The TIPM uses mini-fuses to protect the following circuits:

Anti-Lock Brake Module (ABM)

Amplifier

ASD Control #1 and #2

Back Up Lamps

Cabin Compartment Node (CCN)/WIN/Steering Angle Sensor (SAS)/Heating, Ventilation and Air Conditioning (HVAC)/Automatic Temperature Control (ATC)

Front Heated Seat

Fuel Pump Motor

Heated Mirrors

Horns

Ignition Switch Feed

Lighter/Power Outlet

Next Generation Controller (NGC Powertrain Control Module [PCM])

Occupant Restraint Controller (ORC)

Park Assist

PCM and Transmission

PCM/Data Link Connector (DLC) feed

Power Folding Mirrors

Power Inverter

Power Mirrors

Power Outlet #1 and Power Outlet #2

Rear Heated Seat

Trailer Tow

Video/Antenna/ SDAR/DVD/Hands Free Module (HFM)/Radio

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TIPM (continued)

A battery cable is connected to a stud located on the right front corner of the TIPM. The stud connects to the TIPM internal power bus. A combination of mini-fuses and cartridge fuses are used. For circuits that require a battery feed, the fuses are connected directly to the power bus. Relays and solid-state drivers are also connected to the bus and use the bus as a source of power.


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TIPM (continued)

The TIPM uses cartridge fuses to protect the following circuits:

ABS Pump Feed

ABS Valve Feed



Electric Backlight (EBL)

Headlamp Wash Relay/MTV

HVAC Rear Blower

Memory System

NGC/Transmission Range

Power Folding Seats

Power Liftgate

Pre-Stage Protection (Mini Fuse Feed)

Partial Zero Emission Vehicle (PZEV) Secondary Air Motor Feed

Radiator Fan

Starter Motor Solenoid Feed

The TIPM contains the Central Gateway (CGW) function that supports CAN C, Diagnostic CAN C operations at 500kbps and CAN interior high speed at 125kbps. The TIPM is serviced as an assembly.

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Cartridge Fuse


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Build Configuration

The Routan uses control modules that permit plug-and-play operation. This function is called Run-Time Configurable.

When a control module is initially installed in the vehicle and becomes operational, it receives programming over the data bus that is specific to the vehicle. To support this function a registry of all the vehicle modules and sales codes are stored in the TIPM. This information, known as the Vehicle Build Configuration, is sent to the vehicle modules over the CAN bus. Using run time configurable modules simplifies both in-plant operation and field service replacement of modules.

In normal operation, the TIPM sends the Vehicle Build Configuration data to all modules every two seconds providing the VIN broadcast from the PCM (current VIN) matches the stored (original) VIN in the TIPM.

The TIPM is the primary keeper of the vehicle build configuration data.

To facilitate servicing the TIPM, a backup copy of the Build Configuration data is stored in the CCN. If the TIPM module is replaced, the new module can learn the Vehicle Build Configuration from the CCN.

When a replacement TIPM module is initially installed, it has no VIN in either of the two VIN locations. If the current VIN broadcast from the PCM matches the original VIN in the CCN, the CCN sends its backup copy of the Vehicle Build Configuration to the replacement TIPM.

Because the build configuration function depends on the VIN, swapping modules must be avoided. Combining modules from different vehicles for test purposes can result in the loss of the build configuration rendering the vehicle and the donor vehicle inoperative.

Installing a new module for test purposes should be avoided. This results in the recording of the VIN within the module which prevents future use of the module on another vehicle.

Network Gateway/Communication

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Network Gateway/

Communication

The data bus network consists of the following:

Powertrain CAN-C Bus

CAN-IHS Bus

Diagnostic CAN-C Bus

To support the three unique CAN data busses that make up the vehicle network, the TIPM serves as the gateway. The gateway permits the exchange of data between the CAN-IHS bus and the Powertrain CAN-C bus which have different physical characteristics such as bus speed. In addition, the TIPM supports Diagnostic CAN-C for communication when a scan tool is connected to the vehicle. Because the TIPM is the central point for all vehicle data bus communication it is sometimes referred to as the Central Gateway (CGW).

The CAN bus system uses a twisted pair of wires. Topology views show a single wire.

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Network Gateway/Communica-tion

Termination

For stable communication to occur the voltage of each CAN bus must be maintained within a specific range. When the bus is operational but no modules are communicating, each module provides its own voltage supply to maintain the bus voltage. This is known as bus bias voltage.

For a module to communicate it must alter the bias voltage of both CAN bus circuits equally while maintaining the bus voltage within a specific range. To alter the voltage for communication, current drivers within the module’s micro turn on to change the bus voltage. The current drivers provide a fixed amount of current. To maintain bus voltage within a specific range using a fixed amount of current the electrical load of the bus must also be within a specific range. The electrical load is known as termination resistance.

To provide a termination resistance, two modules known as dominant nodes each provide 120 of termination. These modules are located at opposite ends of the bus. All other modules are known as non-dominant nodes and provide 2.8k to 3.0k of termination. As each module and its internal termination resistance is added to the bus in parallel the total termination resistance is reduced. For this reason vehicles with the most modules may have a total bus termination resistance on CAN-IHS as low as 42 .

For Powertrain CAN-C bus the dominant nodes are the PCM and WIN.

For CAN-IHS bus the dominant nodes are the TIPM and CCN.

Termination resistance of the Diagnostic CAN-C is 60 which is provided entirely by the TIPM.


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Termination (continued)

For stable communication to occur the voltage of each CAN bus must be maintained within a specific range. When the bus is operational but no modules are communicating, each module provides its own voltage supply to maintain the bus voltage. This is known as bus bias voltage.

For a module to communicate it must alter the bias voltage of both CAN bus circuits equally while maintaining the bus voltage within a specific range. To alter the voltage for communication, current drivers within the module’s micro turn on to change the bus voltage. The current drivers provide a fixed amount of current. To maintain bus voltage within a specific range using a fixed amount of current the electrical load of the bus must also be within a specific range. The electrical load is known as termination resistance.

To provide a termination resistance, two modules known as dominant nodes each provide 120 of termination. These modules are located at opposite ends of the bus. All other modules are known as non-dominant nodes and provide 2.8k to 3.0k of termination. As each module and its internal termination resistance is added to the bus in parallel the total termination resistance is reduced. For this reason vehicles with the most modules may have a total bus termination resistance on CAN-IHS as low as 42 .

For Powertrain CAN-C bus the dominant nodes are the PCM and WIN.

For CAN-IHS bus the dominant nodes are the TIPM and CCN.

Termination resistance of the Diagnostic CAN-C is 60 which is provided entirely by the TIPM.

Because of the high communication speeds used on the CAN-C and CAN-IHS buses, both buses have limited fault tolerance levels. Bus circuits shorted to ground, power or each other, generally prevent any bus communication. Depending on the bus and the number of modules connected, an open circuit to any portion of the bus may also prevent communication.

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Powertrain CAN-C Bus

CAN-C bus supports the PCM, ORC, SAS, WIN and ABS because they require communication at a real time rate of 500kbps. The Powertrain CAN-C bus is routed through the TIPM because the TIPM is used as the junction block between body and powertrain wiring harnesses.


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CAN Interior High Speed Bus

The Routan uses the CAN-IHS bus for non-powertrain body communication. CAN-IHS has a termination resistance values and voltage levels that closely match the Powertrain CAN-C bus. Because it shares the same physical properties of the Powertrain CAN-C bus the CAN-IHS bus has the same limited fault tolerance levels as CAN-C.

To provide the stable network required for high speed bus communication, none of the branches to individual modules extend away from the main bus more than one meter. This requires the bus to be routed through the vehicle starting at one dominant module, connecting to other modules throughout the vehicle and ending at the other dominant node. This configuration places the dominant nodes close together physically but at opposite ends of the bus with all other non dominant modules connected in between.

The CAN-IHS bus may consist of most or all of the following modules

Amplifier

CCN

Door Modules (four)

DVD Player

FSM

HFM

HVAC Module

Memory Seat Module Driver

Park Assist Module


Power Sliding Door Module Left

Power Sliding Door Module Right

Power Sunroof Module

Radio

Totally Integrated Power Module

Video Entertainment System

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Not built on vehicle

Not responsive

Responsive

Diag CAN-C

CAN-C

CAN-IHS

CCN HFM RADIO

SDARV

ABS

ITM PTS

PCM

TCM

SAS WCM ORC

Network Topology

SUNRFSMMSMDDMFL

TIPMCGW

DMRR PSDMRHVAC

DMFRDVDVES2VES3

Diagnostic CAN-C

The Diagnostic CAN-C supports communication between the TIPM and an off board scan tool at 500k bps.

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Local Interconnect Network (LIN) Bus

The Routan has several Local Interconnect Networks to support standard and optional systems. An important advantage of the LIN bus is that it allows more features to be supported by a single circuit than is possible on a similar Multiplex (MUX) circuit. This is significant when the number of available circuits is limited such as those available through the clockspring to the steering wheel.

The term MUX refers to a resistive multiplex sense circuit. Multiplex means that multiple signals can be sent over a single circuit. On a typical MUX circuit, different voltage levels represent different signals. To provide the different voltage levels the MUX switch routes the sense voltage from the control module through a different resistor for each switch position. The control module that monitors the switch can determine the switch position based on the actual sense volts.

LIN Master Modules

CCN

WIN

Door Module Front Left (DMFL)

The CCN is the LIN Master Module for the Compass, Heated Seat Module (HSM), Multifunction Switch and Steering Wheel Switches with Electronic Vehicle Information Center (EVIC)

WIN is the LIN Master Module for Tire Pressure Monitor Transponders

The DMFL is the LIN Master Module for theDriver Door Master Switch.

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CCN

MIST

FR RTTIRE PRESSURETRANSPONDER

WIN

FR LTTIRE PRESSURETRANSPONDER

RR LTTIRE PRESSURETRANSPONDER

MASTERSWITCH

TIPM

DMFL

HSM

COMPASS

DRIVER

STEERING

with EVIC

MULTIFUNCTIONSWITCH

WHEELSWITCHES

CAN-IHS

CAN-C

DLC

LIN

LIN

LIN


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The primary function of the Cabin Compartment Node (CCN, Instrument Cluster) is to support the driver information system which consists of gauges and indicator lamps and Compass Mini-Trip Computer (CMTC) or Electronic Vehicle Information Center (EVIC if equipped. It does this by receiving information from other control modules over the CAN-IHS bus.

There are three versions

Base Model contains Gas Gauge, Speedometer, Tachometer and Temperature Gauge.

Highline Model contains Gas Gauge, Speedometer, Tachometer, Temperature Gauge and CMTC.

Premium Model contains Gas Gauge, Speedometer, Tachometer, Temperature Gauge and EVIC.

The CCN also controls the operation of the interior lights by providing power to the interior light circuits.

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The CCN supports multiple vehicle systems by interfacing with several vehicle switches and components.

Headlamp switch information using a MUX circuit

Multifunction switch information using a LIN bus

Horn switch input using a dedicated circuit (Base and Highline)

Remote radio switches using a MUX circuit (Highline)

Steering wheel switch information using a LIN bus (Premium only)

Compass information using a LIN bus

Seat Heater operation using a LIN bus

Some information is received by the CCN over a LIN bus and is transferred to the CAN IHS bus to be used by other modules.

Some information is received by the CCN over a LIN bus and is used by the CCN.

Some information is received by the CCN over CAN IHS bus and is transferred over a LIN bus to be used by other modules.

The CCN is responsible for storing critical vehicle information. The CCN stores a back up copy of the vehicle build configuration. The CCN also stores the official accumulated miles for the vehicle.

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The CCN contains the following driver information displays:

Airbag Light

Brake System Warning Light

Compass Mini Trip Computer

Electronic Stability Program (ESP) Indicator Light

Electronic Throttle Control Lamp

Engine Temperature Warning Light

ESP Indicator Light/Traction Control System (TCS) Indicator Light

Front Fog Light Indicator

Fuel Gauge

High Beam Light

Low Fuel Light

Malfunction Indicator Light

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Odometer

Odometer Display Reset Button

Oil Pressure Warning Light

PRNDL/Odometer Display Area

Seat Belt Reminder Light

Speedometer

Tachometer

Temperature Gauge

Tire Pressure Monitoring Telltale Lamp

Transmission Range Indicator

Turn Signal Indicators

Vehicle Theft Alarm Light

Voltage Light

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Electronic Vehicle Information

Center (EVIC)

The EVIC is a driver-interactive display that is located in the lower half of the tachometer. The system allows the driver to select a variety of information by pressing the switches mounted on the steering wheel. The EVIC consists of:

Status System Display

Vehicle Information Warning Message Displays

TPM System

Customer Programmable Features

Compass Display

Outside Temperature Display

Trip Computer Functions and Audio Modes Display.

When the appropriate conditions exist, the EVIC displays the following messages:

Doors Ajar

Liftgate Ajar

Check TPM System

Turn Signal On

RKE (Remote Keyless Entry) Battery Low

Low Washer Fluid

Oil Change Required

Left Front Turn Signal Light Out

Left Rear Turn Signal Light Out

Right Front Turn Signal Light Out

Right Rear Turn Signal Light Out

Service Park Assist System

ESP Off

Personal settings are not available.

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1 Electronic Vehicle Information Center

Interior Lighting Control

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The CCN supports all interior lighting by monitoring the headlamp switch and data bus to determine the operation of the interior lights. It provides power to three circuits to illuminate the lamps. The CCN-controlled lighting circuits are:

IP Lighting

Rail Lamps

Courtesy Lamps

IP Lighting

The CCN provides a power supply for all panel lamps requiring adjustable illumination level. Based on an input from the panel dimmer switch the CCN provides a Pulse Width Modulated (PWM) output between 17% and 97.5% at 125 Hz. This provides the illumination level for the interior panel lamps. The identification for this circuit is E12.

The CCN determines illumination level by monitoring the dimmer portion of the headlamp switch.

The CCN provides a power supply to illuminate the lamps when the doors are opened, RKE is activated, or the IP courtesy lamps are selected from the IP-mounted switch. The identification for this circuit is M11.

Rail Lamps

The CCN provides a power supply for lamps illuminated on demand such as map, reading, and visor lamps. These lamps can be switched on independent of door opening, RKE activation, or IP courtesy lamp switch activation. If these lamps are left on when the vehicle is off, the CCN can remove power from the circuit to shed load from the battery. The identification for this circuit is M27.

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Courtesy Lamps

BATTERY FEEDCCN

SIGNAL GROUND

POWER GROUND

DIM1DOME

DIM2DIM3DOMEDEFEAT DIM4DIM5DIM6PARADE ON

FOG

AUTO

OFF

PARK

HEADLAMP

COURTESY

RAIL

PANEL

HEADLAMP SENSE

HEADLAMP RETURN

DIMMERSENSE

FEED

FEED

FEED

HEADLAMP SWITCH

TIPMINTERIOR LIGHTING FEED IGNITION RUN/START

TIPMCAN-IHS BUS

LIFTGATE LAMP

MAP LAMP

RAIL LAMPS

VISORLAMPS

SWITCHBANK

HVAC CUPHOLDER

INVERTERSWITCH

POWER GROUND (LIGHTING)


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Dome Defeat Mode

or Dome Defeat Position

Dome Defeat refers to the specific position of the panel lamp dimmer control that disables all of the interior courtesy lamps. When the dimmer control is set to this (lowest) position, the courtesy lamps are off regardless of door position. This lighting mode is frequently used when the vehicle is parked for extended periods of time with the doors open, such as when loading or unloading the vehicle.

Light Emitting Diodes

The Routan uses LEDs for some interior lighting. Based on equipment level the vehicle may contain some or all of the following:

Swivel LED reading lamps located in the overhead console, with two lamps for each seating row, green LEDs at the forward edge of the console for floor illumination,

LED lamps mounted on the front door trim panels provide two levels of lighting, a bright white for courtesy illumination, and a green accent for map pocket illumination.

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The term “PARADE” in the previous schematic, refers to the specific position of the panel lamp dimmer control that allows the vacuum fluorescent display units of the instrument cluster and HVAC control to be illuminated at full daytime illumination levels while the exterior lamps are illuminated.

Rechargeable Flashlight

The flashlight snap fits into its docking station in the right quarter trim panel. The charging station is an ignition fed circuit from the TIPM.

Load Shedding

If the ignition is off and any of the interior lights are left on or a door is open, the CCN removes power from the lighting circuit after ten minutes. If any vehicle system is activated that wakes up the CAN IHS bus, the same lamps are illuminated for 90 seconds. Every time the bus wakes up, the illumination cycle is limited to 90 seconds. If the key is cycled to the ON position and then back to OFF, the load shed timer resets to ten minutes.


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Switched Inputs

MUX Switch Inputs

Headlamp Switch

The headlamp switch is a direct input to the CCN. Based on switch position, the CCN directly controls the interior lighting and/or sends a bussed message to the TIPM to control exterior lighting.

The headlamp switch is located at the left side of the instrument panel. The rotary knob controls the parking lights, headlights and auto headlight function (if equipped). If the vehicle is equipped with fog lamps, the lamps are activated by pushing the rotary knob. The dimmer wheel controls the panel lighting level as well as interior and courtesy lamps.

When the headlamp switch is operated, the CCN detects the switch position by monitoring the headlamp sense MUX voltage. The CCN sends a message on the CAN-IHS bus to the TIPM. The TIPM responds by energizing the appropriate high side drivers to power the exterior lamps.

When the dimmer switch is operated, the CCN detects the switch position by monitoring the dimmer sense MUX voltage.

When the dimmer switch is rotated to the defeat position, courtesy lamp operation is prevented regardless of door or liftgate position.

When the exterior lights are on, the CCN provides the appropriate panel light level based on the dimmer switch position.

When the dimmer switch is rotated to the position, the panel lamps are at the maximum intensity level and all vacuum fluorescent display units are illuminated at full daytime intensity. This allows driving during daylight conditions with the exterior lights on. When the dimmer switch is rotated to the courtesy switch position, the CCN provides power to the courtesy lamp circuit.

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LIN Bus Switch Inputs

The CCN is a master module for the LIN bus that supports the multifunction switch and the steering wheel switches. This LIN bus also supports a remote compass module and a heated seat module.

Multifunction Switch

The multifunction switch is an input to the CCN. Based on switch position, the multifunction switch sends a digital signal to the CCN over a LIN bus. The CCN sends a message over the CAN-IHS bus to the TIPM to control the front and rear wipers, window washers, turn signals and headlight beam selection.

The multifunction switch is attached to the clockspring and SAS assembly. The multifunction switch can be serviced separately from the clockspring and SAS.

Four circuits are connected the multifunction switch.

Battery

Ground

Ignition Run/Start

LIN Bus

The battery feed to the multifunction switch allows operation of functions that are independent of ignition status, such as optical horn. The ignition feed enables the functions that are ignition-controlled such as wipers and washers.

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2.

3.

4.

Multifunction Switch


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Steering Wheel Switches

On Base and Highline vehicles, the CCN provides a horn sense circuit to the steering wheel-mounted horn switches. This circuit is routed through the clockspring.

Steering Angle Sensor with EVIC

CAN-C

B+

IGNITION

PCM

ORC

MFS

RUN/START

BUSLIN SAS

BUSIGNITION

RUN/START

CLOCKSPRING

SPEEDCONTROLSWITCH

DRIVERSAIRBAG

LIN MODULERIGHT SIDE

STEERINGWHEEL SWITCH

LEFT SIDE LT RADIO SWITCH

RT RADIO SWITCH

HORN SWITCHSTEERING WHEEL

B+

LIN BUS


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CAN-C

B+

IGNITION

PCM

ORC

MFS

RUN/START

BUSLIN SAS

BUSIGNITION

RUN/START

CLOCKSPRING

HORN SENSE

CCNREMOTE RADIOREMOTE RADIORETURN

SPEEDCONTROLSWITCH

DRIVERSAIRBAG

STEERING WHEEL

LT RADIO SWITCH

RT RADIO SWITCH

HORN SWITCH

Steering Angle Sensor without EVIC


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Steering Wheel Switches

On vehicles with remote radio switches but without EVIC, the radio switches are supported by a MUX circuit monitored by the CCN. This circuit and the MUX return circuit are routed through the clockspring.

Additional steering wheel switches are used to support the EVIC on Premium vehicles. The switches allow navigation and selection of EVIC features and options. To support the switches a LIN module is used. The module is located in the right steering wheel switch.

The left steering wheel switch, remote radio and horn switch provide inputs to the right switch/LIN module. The LIN module provides a digital input to the CCN. The use of a LIN system allows multiple switch functions to be sent on a single circuit.

The LIN steering wheel switches, airbag squib and speed control switches are pass-through circuits of the clockspring.

Compass Module

To support the compass a LIN compass module is used. It is mounted under the Instrument Panel (IP) center cover. Directional information is sent over the LIN bus to the CCN where it is displayed.

Heated Seat Module

To support the heated seats a LIN HSM is used. The module is mounted under the driver seat. When the CCN receives a CAN IHS bus input requesting seat heat, it sends a LIN message to the HSM requesting heat to individual seats.

The term return circuit refers to the circuit used to complete the path back to the control module from a sensor, switch or similar device. Return circuits are usually electrically isolated from the vehicle chassis ground. This prevents interference of the sense circuit from normal electrical loads that use chassis ground for a return path.


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Wireless Ignition Node (WIN)

The WIN is a combination of an immobilizer module, wireless receiver and electronic ignition switch. By using the electronic encryption function between the module and immobilizer (FOBIK), the ignition switch is electronically locked. The WIN is one of the dominant nodes on the CAN C bus.

When the Fob with Integrated Key (FOBIK) is inserted into the WIN, the WIN begins communicating with a microchip within the FOBIK with a low frequency. If the WIN identifies the FOBIK as a valid key and the FOBIK is rotated, the WIN sends a low current ignition run/start sense signal to the TIPM on a dedicated circuit. At the same time, the WIN sends a CAN C bus message to the TIPM and PCM that indicates a valid key and key position.

When the TIPM receives Ignition/Run/Start signal on the dedicated circuit and a bussed message indicating a valid key, it supplies power to the necessary circuits. The WIN and the TIPM work together to provide a function that is similar to a mechanical ignition switch.

The FOBIK incorporates a metal key blade, held in by a mechanical latch. The key is used for locking the glove compartment or entry into the vehicle if vehicle battery power has been disabled or the FOBIK has a dead battery. The key can be removed for valet parking.

FOBIK


The FOBIK battery type is CR2032.

The WIN supports the following:

Brake Transmission Shift Interlock (BTSI)

Electronic Ignition Switch

Remote Start

RKE

Key Immobilizer

TPM

When the vehicle is connected to a scan tool, the WIN module is identified as a Wireless Control Module (WCM).

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BATTERY FEED WIN

BRAKE SENSE

IGNITION RUN/START

SHIFTERASSEMBLY

BTSI

PARK SENSE

CAN-C BUS

FT RT TIRE PRESSURE TRANSPONDER

FT LTTIRE PRESSURE TRANSPONDER

RR LTTIRE PRESSURE TRANSPONDER

LIN

IGN

1 2 3

4 5 6

1 2 3

4 5 6

1 2 3

4 5 6

PCM


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Brake Transmission Shift Interlock

When the shifter button is pressed down, the motion is transferred to a gate pin that contacts a rotate arm and causes it to pivot. When the rotate arm pivots, it locks against the mechanism and prevents downward movement of the gate pin and prevents the shifter from being moved out of the PARK position.

The WIN controls the BTSI.

When the brake pedal is applied, contacts in the brake switch open and allow a sense voltage to go high. When the WIN detects a change in sense voltage, it provides a voltage to an electromagnet in the shifter assembly. When the electro magnet is energized, the rotate arm cannot pivot. This allows contact by the gate pin to push the rotate arm into a neutral position and allows the gate pin to clear the gate and shift out of the PARK position.

A BTSI override lever is located on the shifter assembly. This is accessible by removing the access cover located at the top right of the shift lever. This feature is available to shift the vehicle from PARK when battery voltage is lost.

A park sense switch is incorporated into the gear select lever assembly. The FOBIK can not be turned to the lock position and removed from the WIN module until the gear select lever is in the PARK position.

The park sense switch is a normally closed switch in PARK. When the shift lever is removed from the PARK position, contacts within the switch open causing the sense voltage to go high.

Park Sense Switch


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Electronic Ignition Switch

The WIN monitors each of the ignition switch positions. Based on these positions the WIN sends a CAN-C bus message to the TIPM indicating the actual switch position. The TIPM receives the bus messages and provides switched voltage to the required circuits based on ignition switch position. The WIN also provides a 12 volt sense to the TIPM and PCM on a dedicated circuit when the switch is in the run or start position.

Remote Start

The WIN receives a remote start request from the FOB. The WIN determines if the fob is valid by deciphering the encrypted signal, and sends Ignition On and Start bus messages to start the vehicle.

The WIN is connected to an extended range antenna by a coaxial cable. The antenna is located above the CCN under the instrument panel cover. The antenna allows the remote start to function at a much greater distance than RKE.

Remote Keyless Entry

The WIN is the receiver for the RKE. The fob operating RF frequency is 434MHz.

1 Remote Start Button (Press Twice)

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Tire Pressure Monitor

The WIN is the receiver for tire pressure sensors/ transmitters that are located in the wheels valve stems. It provides bussed tire pressure information to the CCN.

Two TPM systems are available: Base and Premium.

The Base system identifies when a tire is low and the CCN provides a Low Tire Warning.

The Premium system identifies which tire is low and the CCN provides a Low Tire Warning. In addition the CCN displays the pressure of all tires based on their location (excluding the spare tire).

On a Premium TPM system, three transponders are used per vehicle. The transponders are located at the right front, left front and left rear wheel wells. The WIN is the LIN master module for the wheel well-mounted transponders. Each transponders connector has six terminals but not all are used. Each transponder has:

Ignition Feed

LIN Bus Signal Wire connected to the WIN

One or more Ground Connections

Each time the vehicle resumes operation after being stopped for at least 15 minutes, the WIN tries to relearn the sensor/transmitter identification and location. The LIN signal is sent from the WIN to the transponders.

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1 TPM System Warniing Lamp

1 Premium TPM System Display


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Tire Pressure Monitor (continued)

When the vehicle is moving, all four sensor/transmitters send periodic signals. When the WIN sends a signal to one of the transponders, it emits a 125 kHz signal from its location in the area surrounding a wheel. This excites the sensor/transmitter in the wheel and causes it to produce a constant signal. The WIN identifies which sensor/transmitter identification responded and tags it to a location. Then the WIN repeats the procedure at the two remaining transponders locations. After three locations have been identified using the transponders, the inferred (remaining) location can be identified.

If one of the sensor/transmitters fails to produce a periodic signal the WIN sets a DTC. If a replacement sensor/transmitter is installed on the vehicle, the system learns the new sensor/transmitter when the vehicle is operated. The WIN also monitors the LIN bus and transponders and can set a DTC if a fault occurs on these circuits.

The WIN performs retraining procedure whenever the vehicle is operated. No additional procedure is required when the tires are rotated.


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FOB Programming

Programming and erasing operations requires the use of a scan tool and a vehicle secure PIN. The WIN allows up to eight fobs’ to be programmed for a single vehicle.

When a FOBIK is programmed to a vehicle, data is written to the microchip within the FOBIK with the same low frequency signal used to read the FOBIK. Part of this data is specific to that vehicle and is not lost or altered if the FOBIK is erased. After a FOBIK is programmed to a certain vehicle it cannot be used for any other vehicle. The FOBIK, however can be erased and reprogrammed to that vehicle.

During fob programming operations, if the wrong PIN is entered three consecutive times, the operator is locked out of any further programming attempts. To exit the lockout mode, a valid key must be inserted into the WIN and moved to the RUN position for a minimum of 60 minutes.

Door Modules

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Modular Door Assembly

The Routan uses modular construction of various vehicle sub assemblies. A sub assembly can consist of many individual parts but is considered a single part during vehicle assembly. By using modular construction the installation of a single part such as a door module may complete a significant portion of a larger assembly such as a vehicle door.

The front doors and rear sliding doors use preassembled modules that contain the window motor, regulator, latch, wiring and other door related electrical components. When these modules are installed they are concealed by a conventional door trim panel.

When servicing the individual door components, it may be necessary to reverse the door assembly procedure. This permits the removal of the door module and access to the individual component.

The service procedures must be followed when removing and installing the modular door assembly.

Modular Door Assembly Installed

Modular Door Assembly Removed

Door Modules

Door Modules

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(continued)

All models of the Routan (except base models) use door-mounted electronic control modules. Modules are located in the driver and passenger front doors along with both rear sliding doors. They are attached to the modular door assemblies and concealed behind the door trim panel. These modules support standard door functions as well as several door related features without adding unnecessary complexity to the vehicle wiring.

Regardless of option level, power door locks are a function of the TIPM and not the individual door modules. For a description of door locks and door systems on base vehicles without door modules, refer to Common Systems later in this SSP.

Typical Front and Rear Door Modules

Door Modules

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(continued)

Additional power sliding door modules control activation of the power sliding door motors. These modules and power sliding door operation are covered in a following section. These modules work with the modules located in the rear doors. All door modules communicate on the CAN-IHS bus.

These modules are:

Door Module Front Left (DMFL)

Door Module Front Right (DMFR)

Door Module Rear Left (DMRL)

Door Module Rear Right (DMRR)

Power Sliding Door Module Left (PSDML)

Power Sliding Door Module Right (PSDMR)

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Power Sliding Door Module

Door Modules

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TIPM

DMFL DMFR

CCN

DMRL DMRR

PSDMRPLGMPSDML

Door Modules

Door Modules

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The DMFL supports the power windows, power mirrors, driver’s door master switch, mirror mounted turn signals, and the optional memory system.

Master Switch

The master switch provides a switch input to the DMFL for the operation of all four window motors, the window lock-out function, power mirrors, and the door lock/un-lock. The master switch is a LIN module connected to the DMFL with a dedicated LIN signal circuit and a dedicated return. The switch receives battery voltage from the TIPM.

Power Windows

The DMFL directly powers the driver window motor. A Hall sensor located within the motor permits the DMFL to monitor the rotation of the motor for obstacle detection. The DMFL supplies a 5 volt feed to the Hall sensor and a sensor return (Hall Return).

Power Mirrors

The DMFL directly powers the power mirror’s horizontal and vertical motors along with the heating elements for heated mirrors. Depending on option level the DMFL also powers the electro chromatic auto dimming left mirror, and mirror-mounted left turn signal lamp

Memory

On vehicles equipped with memory, the memory switch is an input to the DMFL. The switch connects to the DMFL with two circuits.

Driver Door Master Switch

The term “Ignition Off Draw” (IOD) refers to the draw of battery current when the ignition is off and the vehicle is at rest. This term is usually in reference to vehicle systems that require small amounts of current to remain in standby while the vehicle is not being used, for example the keyless entry receiver within the WIN for the FOBIK. Some direct battery fed circuits may also be designated as IOD circuits.

Driver Door Master Switch

On premium vehicles that use door modules the driver master switch is a LIN module. All functions of the switch that include power window, power mirror and door lock control are input to the DMFL using a LIN bus. The DMFL sends the data to the necessary modules using the CAN-IHS bus.

Door Modules

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CAN-IHS BUS

GROUND

BATTERY FEED

MOTOR FEED

MOTOR FEED

VERTICAL FEED

HORIZONTAL FEED

HEATER RETURN

COMMON

MIRROR HEATER

VERTICAL SENSE

HORIZONTAL SENSE

SENSE RETURN

SENSE FEED

TURN SIGNAL FEED

POWERMIRROR

M

DMFR

SWITCH ILLUMINATION

LOCK MUX

WINDOW MUX

MUX RETURN

BATTERY FEED

PASSENGER WINDOW SWITCH

H

V

V H

TURN SIGNAL FEED RETURN

POWERWINDOWMOTOR HALL FEED

HALL SIGNAL

HALL RETURN

Door Modules

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The DMFR supports the passenger door power window motor, passenger side power mirror, power window switch, and power door lock/unlock switch. The DMFR operates the power window based on a switch input to the DMFR or a bussed message from the DMFL. The DMFR operates the power mirror based on a bussed message from the DMFL.

Power Window/Power Door Lock/

Unlock Switch

The passenger door combination switch provides a switch input to the DMFR for the operation of the front passenger window motor and the door lock/un-lock request. The combination switch is a MUX type switch and is connected to the DMFR with four dedicated circuits, two MUX circuits, a MUX return, and an illumination circuit. The switch also receives battery voltage from the TIPM.

Power Window

The DMFR directly powers the passenger door window motor. A Hall sensor located within the motor permits the DMFR to monitor the rotation of the motor for obstacle detection. The DMFR supplies a 5 volt feed to the Hall sensor and a sensor return (Hall Return).The DMFR directly powers the power mirror’s horizontal and vertical motors along with the heating elements for heated mirrors. Depending on option level the DMFR also powers the mirror-mounted right turn signal lamp

Power Mirrors

The DMFR directly powers the power mirror’s horizontal and vertical motors along with the heating elements for heated mirrors. Depending on option level the DMFR also powers and mirror mounted right turn signal lamp.

Passenger Door Combination Switch

Door Modules

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CAN-IHS BUS

GROUND

BATTERY FEED

MOTOR FEED

MOTOR FEED

VERTICAL FEED

HORIZONTAL FEED

HEATER RETURN

COMMON

MIRROR HEATER

VERTICAL SENSE

HORIZONTAL SENSE

SENSE RETURN

SENSE FEED

TURN SIGNAL FEED

POWERMIRROR

M

DMFR

SWITCH ILLUMINATION

LOCK MUX

WINDOW MUX

MUX RETURN

BATTERY FEED

PASSENGER WINDOW SWITCH

H

V

V H


POWERWINDOWMOTOR HALL FEED

HALL SIGNAL

HALL RETURN

Door Modules

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Door Module Rear Left and Rear

Right

The DMRL and DMRR support the operation of the rear power windows, rear power window switches, rear heated seat switches, cinch latch motor, latch sector switch, pawl switch, and handle switch.

The function and operation of the DMRL and DMRR is similar on both sides of the vehicle. The modules are identical on the left and right sides. The DMRL uses an extra ground wire to identify its specific location.

Power Window Switch

The power sliding door power window switch is a MUX type switch that connects to the DMRL/DMRR using three circuits: MUX circuit, MUX return, and illumination.

Power Window

The DMRL and DMRR directly power the sliding door window motors in their respective door based on a direct switched input or a bus input from the DMFL.

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2

1 Power Vent2 Power Locks3 Power Windows

Door Modules

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Door Module Rear Left and Rear Right

CAN-IHS BUS

GROUND

IOD/BATTERY FEED

M

M

WINDOW MOTOR FEED

WINDOW MOTOR FEED

CINCHLATCH

DMRL orDMRR

POWERWINDOWSWITCH

DOORLOCKMOTOR

SEATHEATERSWITCH

POWERWINDOWMOTOR

ILLUMINATION

SIGNAL

RETURN

M

CINCH/RELEASE

CINCH/RELEASE

HANDLE SWITCH

SECTOR SWITCH

PAWL SWITCH

RATCHET/AJAR SWITCH

DOOR LOCK STATUS SWITCH

LEFT SIDE IDENTIFIER

TO TIPM

TO TIPM

LEVEL INDICATOR FEED

HIGH INDICATOR

LOW INDICATOR

ILLUMINATION

SWITCH SENSE

GROUND

Door Modules

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Heated Seat Switch

The door mounted heated seat switches are momentary contact type switches. The switches are connected to the DMRL/DMRR with six circuits.

Ground

High Indicator

Indicator Feed

Low Indicator

Sense Circuit

Switch Illumination

When the switch is pressed the sense voltage to the DMRL/DMRR is pulled low. Each press of the switch advances to the next position, low heat/high heat/off. The DMRL/DMRR acknowledges the request for heat by grounding one of the indicator lamp circuits and sending a CAN-IHS bus message. The CCN receives the message and sends a LIN bus request to the heated seat module.

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2.

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4.

5.

6.

Notes

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Power Sliding Doors and Liftgate Systems

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Power Sliding Door System

The modules that operate the power sliding doors work with the rear door modules described in the previous section.

The Routan has available power sliding doors and power liftgate. The switches for the sliding doors and liftgate are located on the overhead console. Sliding door switches are located at each B pillar and a power liftgate close button is on the left rear trim panel. Power sliding door and liftgate buttons are on the FOBIK.

To support the power sliding doors, modules are located in each of the left and right sliding doors. Additional modules, motors, and cable assemblies are located on each of the left and right lower door tracks. These control the opening and closing of the power sliding door. All door modules communicate on the CAN-IHS bus.

A power liftgate drive is mounted to the left D-Pillar and the module is located in the left rear quarter panel. The liftgate module communicates on the CAN-IHS bus.

The drive mechanism for the Routan power sliding door is on the body of the vehicle. The system consists of a body mounted cable drive mechanism, Power Sliding Door Module Left (PSDML)/Power Sliding Door Module Right (PSDMR), the door mounted cinch latch, secondary latch, and door module (DMRL/DMRR).



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CAN-IHS BUS

GROUND

IOD/BATTERY FEED

MCINCHLATCH

DMRL orDMRR

DOORLOCKMOTOR

M

CINCH/RELEASE

CINCH/RELEASE

HANDLE SWITCH

SECTOR SWITCH

PAWL SWITCH

RATCHET/AJAR SWITCH

DOOR LOCK STATUS SWITCH


TO TIPM

TO TIPM

CAN-IHS BUS

GROUND

IOD/BATTERY FEED

M

PSDML orPSDMR


SLIDINGDOORDRIVEMOTOR

MOTOR POWER FEED

MOTOR POWER FEED

CLUTCH FEED

CLUTCH RETURN

SENSOR FEED

SENSOR RETURN

HALL SENSOR 1

HALL SENSOR 2

HALL

HALL

RETURN

Power Sliding Door System


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Drive Mechanism

Drive Motor

Power Sliding Door System (continued)

The power sliding door mechanism uses a motor driven cable to open and close the sliding door. The drive unit consists of:

Cable with Tensioner

Lower Hinge Assembly

Power Sliding Door Module (L or R)

Motor

Pulle ys

The drive unit is attached to the lower door track in the door opening. A motor-driven drum and cable connects to the lower door hinge.

The Power Sliding Door Module (L or R) operates the drive motor. The module is attached to the drive mechanism located in the body cavity.

The PLGM supports power liftgate operation. The PLGM provides power to the motor and clutch located on the power liftgate motor and arm assembly.

Two Hall sensors located in the clutch housing allow the PLGM to monitor the movement of the slider and arm for obstacle detection and liftgate position. It provides power to the cinch latch and monitors latch mounted switches and the full open switch, pinch sensors, overhead console open/close switch, and D-Pillar close switch. The module controls the operation of the warning chime.

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Power Sliding Door Module Left and Right

CAN-IHS BUS

GROUND

IOD/BATTERY FEED

M

PSDML orPSDMR


SLIDINGDOORDRIVEMOTOR

MOTOR POWER FEED

MOTOR POWER FEED

CLUTCH FEED

CLUTCH FEED

SENSOR FEED

SENSOR RETURN

HALL SENSOR 1

HALL SENSOR 2

HALL

HALL

The PSDML/PSDMR work with the DMRL/DMRR to support power sliding door operation. The PSDML/PSDMR provides power to the sliding door motor and clutch and monitors motor operation. Two Hall sensors located in the motor allow the PSDML/PSDMR to monitor the rotation of the motor for obstacle detection and door position.

Power Sliding Doors

The PSDML/PSDMR provides:

Reference Voltage

Sensor Ground

Two Drive Motor Clutch Circuits

Two Drive Motor Power Circuits

Two Sense Circuits

The PSDML/PSDMR communicates with other modules on the CAN-IHS bus.

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Cinch Latch

The power cinch latch consists of the cinching motor, latch sector gear, sector switch, pawl switch, ratchet/ajar switch and handle switch. The purpose of the power cinch latch is to:

Latch the door

Release the latch

Cinch the door closed

The cinch latch (provides the torque required to close the power sliding doors from the secondary latch position to the primary latch position and to release the latch from the primary position to the open position. The latch provides the mechanical means of retaining the power sliding doors in these positions as well as a switch indication of these positions. Manual release through the door handle is also provided.

The ajar switch is jointly monitored by the DMRL/DMRR and the TIPM. The lock actuator is attached to the door lock mechanism but is operated by the TIPM.

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Sliding Door Cinch Latch


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Door Latch Mechanisms

Ajar Switch

Cinch Motor

Door Handle Switch

Latch Sector Gear

Latch Sector Switch

Pawl Switch

Cinch Motor

The cinch motor is a DC reversible motor that is powered by the DMRL/DMRR. The DMRL/DMRR provides a PWM voltage for releasing and cinching of the latch.

Latch Sector Gear

The cinch motor drives the latch sector gear to release or cinch the latch. When the releasing or cinching is complete the cinch motor returns the sector to the neutral or home position based on switch inputs.

Latch Sector Switch

The latch sector switch provides an input to the DMRL/DMRR to indicate sector gear position. When the sector gear is in the cinch or released position the switch is closed. When the gear is in the home position the switch is open.

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Pawl Switch

The pawl switch provides an input to the DMRL/DMRR to indicate pawl position. When the pawl is in the secondary or primary position the switch is open. When the latch is in the released position, the switch is closed. During the door close sequence, the opening of the pawl switch provides a necessary input to the DMRL/DMRR to begin the cinching operation.

Ratchet/Ajar Switch

The ratchet/ajar switch provides an input to the DMRL/DMRR to indicate pawl position. When the pawl is in the primary or fully latched position the switch is open. When the latch is released or the door is ajar the switch is closed. The TIPM also uses this circuit to monitor door ajar status.

Door Handle Switch

The handle switch provides an input to the DMRL/DMRR to indicate if either the inside or outside handle has been activated. When the handle is not activated the switch is open. When the handle is activated the switch is closed. If the handle is activated during a power open or close cycle, the cycle is aborted and reverts to manual operation.


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PSDM Latch Switch States


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Secondary Latch

The secondary latch engages with a striker at the rear of the B Pillar and operates in tandem with the primary latch and a cable.

Latch

Striker


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Open Door Cycle

The sequence of events during an open door cycle is as follows:

Button is activated (FOB, Pillar, Overhead), or outside door handle is pulled.

WIN, TIPM, or CCN transmits the switch request.

The PSDM receives requests and checks inhibitors (in gear, vehicle moving, switch positions, and Vehicle Theft Alarm [VTA] status, etc.) and forwards the request to DMR.

Door are unlocked by the TIPM if it is locked by a request send from the PSDM.

The DMR drives the cinch latch in the release direction until the ratchet/ajar and pawl switches are closed indicating that the cinch latch is released. The front latch is released simultaneously through a remote cable.

The PSDM engages the clutch and drive motor to begin the door opening sequence.

When the latch clears the striker the DMR drives the cinch latch in the cinch direction until the sector switch opens indicating that the sector has returned to the neutral or home position.

When the PSDM determines the door has reached the full open position (learned position), it turns off the pinch protection, drive motor, and disengages the clutch, while the full open latch is engaged mechanically. The PSDM keeps monitoring the door state for a fraction of a second to prevent door free-falling in the event the door is not at full open position.

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Closed Door Cycle

The sequence of events during a close door cycle is as follows:

Button is activated (FOB, Pillar, Overhead), or outside door handle is pulled.

WIN, TIPM, or CCN transmits the switch request.

The PSDM receives requests and checks inhibitors (in gear, vehicle moving, and switch positions etc.) and forwards the request to DMR.

The PSDM engages the clutch and drives the door in the open position momentarily to take up the cable slack.

The DMR drives the cinch latch in the release direction until the ratchet/ ajar and pawl switches are closed indicating that the latch is released. By cycling the cinch latch, the full open latch is released over a remote cable.

The PSDM engages the clutch and drive motor to begin the door closing sequence. When the door is almost closed (end zone), the PSDM sends a cinch enabling message to DMR.

The front latch hits the front striker and becomes latched mechanically followed by the rear latch contacting the rear striker opening the pawl switch (secondary position).

The DMR drives the cinch latch in the cinch direction until the primary ratchet switch opens indicating that the door is fully closed.

In the secondary position, the PSDM stops the drive motor but maintains clutch engagement.

The clutch disengages after the PSDM determines the door has reached the full close position.

The DMR drives the cinch latch in the release direction until the sector switch opens indicating that the sector has returned to the

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Power Liftgate System

The Power Liftgate System consists of a body mounted power liftgate motor and arm assembly, Power Liftgate Module (PLGM), liftgate mounted cinch latch, and pinch sensors. The system also includes an overhead console mounted open/close switch, a D-Pillar close switch, and a warning chime.

Power Liftgate Motor and Arm

Assembly

The power liftgate motor and arm assembly uses a motor driven chain to open and close the liftgate. The assembly consists of:

Chain

Drive Sprocket

Full Open Switch

Hall Sensors

Idler Sprocket

Motor and Clutch

Track and Slider

The power liftgate motor and clutch is attached to the track. A pinion gear located on the output shaft of the motor and clutch assembly drives a reduction gear. On the other end of the reduction gear shaft is a sprocket. At the opposite end of the track is an idler sprocket. A chain is fitted to both sprockets.

When the motor drives the chain it moves a slider with ball stud in the track. The lift arm connects to the ball stud. When the slider and arm reach the end of the track, the slider contacts the full open switch and closes the contacts. Two hall sensors located within the clutch housing are used to monitor obstacle detection and liftgate position.

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Slider, Arm and Full Open Switch

Full Open Switch


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CAN-IHS BUS

GROUND

IOD/BATTERY FEED

M

PLGM

POWERLIFTGATEMOTORAND ARM ASSEMBLY

MOTOR POWER FEED

MOTOR POWER FEED

CLUTCH FEED

GROUND

SENSOR FEED

SENSOR RETURN

HALL SENSOR 1

HALL SENSOR 2

HALL

HALL

M

CHIME

OVER HEAD CONSOLE SWITCH

FULL OPEN SWITCH

PINCH SENSOR

GATE CLOSE SWITCH

PINCH / TEMPERATURE SENSOR

PRIMARY/ RATCHET SWITCH

SECONDARY SWITCH

SECTOR SWITCH

HANDLE SWITCH

CINCH / RELEASE MOTOR

CINCH / RELEASE MOTOR

TIPM AJAR SENSE CINCHLATCH

Power Liftgate System


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Power Lift Gate Module

The PLGM supports power liftgate operation. The PLGM provides power to the motor and clutch located on the power liftgate motor and arm assembly. Two Hall sensors located in the clutch housing allow the PLGM to monitor the movement of the slider and arm for obstacle detection and liftgate position. It provides power to the cinch latch and monitors latch mounted switches and the full open switch, pinch sensors, overhead console open/close switch, and D-Pillar close switch. The module controls the operation of the warning chime.

The PLGM provides power to:

Hall Sensors (Reference Voltage)

Drive Motor Clutch Circuit

Two Cinch Latch Motor Circuits

Two Drive Motor Power Circuits

Warning Chime

The PLGM monitors seven switch circuits and two pinch sensors.

The PLGM communicates with other modules on the CAN-IHS bus.

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Notes

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Cinch Latch

The cinch latch consists of the cinching motor, latch sector gear, sector switch, secondary pawl switch, primary ratchet switch, and handle switch. The purpose of the power cinch latch is to: latch the liftgate, release the liftgate and cinch the liftgate closed.

The cinch latch provides the torque required to close the power liftgate from the secondary latch position to the primary latch position and to release the latch from the primary position to the open position. The latch provides a mechanical way to retain the power liftgate in these positions and provide a switch indication of these positions.

Note: the primary ratchet switch is jointly monitored by the PLGM and the TIPM. The TIPM uses this circuit to monitor liftgate ajar status.

Liftgate Latch Mechanisms

Cinch Motor

Latch Sector Gear

Latch Sector Switch

Liftgate Handle Switch

Primary Ratchet Switch

Secondary Switch

Cinch Motor

The cinch motor is a DC reversible motor powered by the PLGM. The PLGM provides a PWM voltage for releasing and cinching of the latch.

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SECONDARY PRIMARY

SECONDARY LATCH

SECONDARY PRIMARY

SECONDARY PRIMARY

Liftgate Latch Switch States


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Latch Sector Gear

The cinch motor drives the latch sector gear to release or cinch the latch. When the releasing or cinching is complete the cinch motor returns the sector to the neutral or home position based on switch inputs.

Latch Sector Switch

The latch sector switch provides an input to the PLGM to indicate sector gear position. When the sector gear is in the cinch or released position the switch is closed. When the gear is in the home position the switch is open.

Secondary Switch

The secondary switch provides an input to the PLGM to indicate the latch position.

When the latch is in the secondary or primary position the switch is open.

When the latch is in the released position, the switch is closed.

During the liftgate close sequence, the opening of the secondary switch provides a necessary input to the PLGM to begin the cinching operation.

Primary Ratchet Switch

The primary ratchet switch provides an input to the PLGM to indicate latch position. When the latch is in the primary or fully latched position the switch is open. When the latch is released or the door is ajar the switch is closed. The TIPM also uses this circuit to monitor liftgate ajar status.

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The handle switch is located on the latch. A lever on the latch is connected to the liftgate handle with a cable. When the handle is activated the lever moves closing the switch. When the handle is not activated the switch is open.

The handle switch provides an input to the PLGM to indicate the handle has been activated. If the handle is activated during a power open or close cycle the cycle is aborted and reverts to manual operation.

If the liftgate is closed, the vehicle unlocked and the handle is activated, the PLGM releases the cinch latch allowing the liftgate to be opened manually.

Pinch Sensors

The right and left body-mounted pinch sensors consist of a rubber tube with two conductors connected by a resistor, or thermistor. The pinch sensors resemble a secondary weather strip. The PLGM provides a sense voltage to the pinch sensors. Under a normal condition the conductors are not shorted and the PLGM reads the voltage drop across the resistor or thermistor.

When the pinch sensor contacts an object the conductors short together, by-passing the resistors. This causes the sense voltage to be pulled low (0 volts) indicating a pinch condition. When the PLGM detects a pinch condition during a closing cycle it reverses liftgate motor direction.

The right side pinch sensor is contains a thermistor in place of a resistor. The voltage drop across this circuit under normal conditions is inversely proportional to temperature. This input to the PLGM inhibits power liftgate operation should ambient temperatures rise above or below a calibrated value.


Pinch Sensor


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Warning Chime

The liftgate warning chime is located behind the left rear quarter trim panel. The two wire chime receives a signal from the PLGM on one circuit and is chassis grounded on the other. When a liftgate open or close cycle is initiated the chime sounds four times to warn those nearby that the liftgate is beginning to move.

Liftgate Open Cycle

The sequence of events during an open liftgate cycle is as follows:

Button is activated (FOB or Overhead). When the FOB is selected the WIN sends a bus message to the PLGM. When the overhead console button is selected, the PLGM receives a direct input.

The PLGM receives requests and checks inhibitors (in gear, vehicle moving, switch positions and VTA status), etc. If inhibitors are OK the liftgate proceeds with the open cycle.

Warning chime is initiated.

The PLGM drives the cinch latch in the release direction until the primary/ratchet and secondary switches are closed indicating that the cinch latch is released.

The PLGM engages the clutch and drive motor to begin the liftgate opening sequence.

When the latch clears the striker, the PLGM drives the cinch latch in the cinch direction until the sector switch opens indicating that the sector has returned to the neutral or home position.

As the liftgate approaches the full open position the full open switch closes. Midway between the switch closing and the actual end of travel the PLGM disengages the motor and clutch.

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Liftgate Closed Cycle

The sequence of events during a liftgate close cycle is as follows:

Button is activated (FOB, D-Pillar or Overhead). When the FOB is selected the WIN sends a bus message to the PLGM. When the Overhead button or the D-Pillar button is selected, the PLGM receives a direct input.

The PLGM receives request and checks inhibitors (in gear, vehicle moving, and switch positions etc.). If inhibitors are OK the liftgate proceeds with the close cycle.

Warning chime is initiated.

The PLGM engages the clutch and drive motor, enables pinch protection and drives the liftgate to the close position.

When the cinch latch pawl contacts the striker, the secondary switch opens. The PLGM drives the cinch latch in the cinch direction. During the cinching the PLGM controls the motor and clutch to prevent the liftgate from bouncing out of the secondary position. When the primary/ratchet switch opens the cinching is complete and the liftgate is fully closed.

The PLGM drives the cinch latch in the release direction until the sector switch opens indicating that the sector has returned to the neutral or home position.

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Liftgate Latch Manual Opening

The liftgate has a provision which permits opening of the liftgate in the event of a power loss due to a dead battery, disconnected wiring, or latch malfunction. A removable cover in the liftgate panel provides access to the latch. Two levers are connected to the latch assembly.

The long lever manually resets the latch sector to the home position if the latch fails in Mid-Cinching. The latch sector can be manually reset by pushing down on the long lever.

The short lever releases the liftgate for opening if electrical power is lost or the wiring is disconnected. The latch can be released by pulling up on the short lever while pushing the liftgate open. This lever requires enough force to operate to prevent unintentional opening by hand.

Non-Power Liftgate

If the vehicle is equipped with a non-power liftgate, the latch is mechanical with a TIPM-operated lock/unlock motor. A lever on the latch is connected to the liftgate handle using a cable. When the handle is activated it pulls the cable releasing the latch.

Manual Reset and Release Lever

Overhead Console

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Front Overhead Console

The base overhead console consists of incandescent map lamps, cup holder illuminating LED and a two-position storage bin with conversation mirror.

The premium console contains swivel LED reading lamps, mounting locations for Automatic Temperature Control (ATC) Infra Red (IR) sensor and the power door switch bank. Vehicles equipped with a sunroof have a sunroof switch and a conversation mirror but does not contain a storage bin.

Rear Overhead Console

Two rear overhead consoles are available.

A single unit for non-sunroof vehicles and a dual unit for vehicles equipped with sunroofs. The consoles are equipped with up to four storage bins without DVD. When equipped with a DVD, the DVD screen takes the place of a storage bin.

Controls for the third zone Manual or ATC (Automatic Temperature Control Heater Ventilation Air Condition (HVAC) are mounted in the console above the second row allowing the occupants to adjust the blower speed, temperature and airflow.

Based on option level the rear console may contain incandescent lighting or LED swivel lighting and halo lighting.

Overhead Console

Overhead Console

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Seating Combinations

Five combinations of front seats are available:

Manually adjustable driver and passenger seats

Manually adjustable driver seat with manual lumbar and manual passenger seats

Eight-way power driver seat with manual lumbar and manual adjustable passenger seat

Eight-way power driver and eight way power passenger seat

Eight-way power driver seat with memory and eight way power passenger seats

Rear seating combinations include:

Removable second row seats

Heated second row seats

Third row fold-in-floor seating

Optional power third row fold- in floor seating.

Removable second row bench seat with an available integral child safety seat.

The third row power Fold Stow Module (FSM) (if equipped) is located in the cushion of the 60% portion of the seat.

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Entertainment Systems

Radios

RES Radio

The RES is the base radio and contains a single CD player with MP3 and WMA capability. It contains an auxiliary input jack and two-line text display. It contains integrated control for use with optional UConnect™ Bluetooth™ hands-free. The RES is also available with optional integrated Sirius Satellite Radio. When equipped, a roof-mounted satellite antenna is located at the rear of the vehicle.

The RER is the highline radio and is part of the New Technology Generation 4 family of radios also referred to as MyGig radios.

The RER is an AM/FM/CD/DVD Full Screen Navigation radio with an integrated satellite radio receiver. It features a 6.5” Full-Color touch screen with motorized flip down display. Real time traffic information is provided on the navigation screen by Sirius. An internal Hard Drive (HD) provides storage of navigation map data as well as capacity for up to 2500 songs.

The radio also features a USB port, audio auxiliary jack, VR and integrated controls for use with UConnect™ Bluetooth™ and navigation functions. Other features include a voice memo recorder, VES support and video display in park only.

RES Radio

RER Radio


REQ Radio

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Speakers

The Routan offers three speaker systems.

The Base 4 system consists of a radio and four 6 x 9 speakers. The front speakers are door mounted and the rear speakers are located in the rear quarter panels.

The Base 6 system is similar to the Base 4 system with the addition of two additional 2.5™ speakers located at the outboard sides of the IP.

The Premium 9-speaker surround-sound systems, consists of:

506 watt amplifier, with four 6 x 9 speakers

three 3.5” IP mounted speakers

two 2.5”D-pillar mounted speakers

8”sub woofer with dual voice coils located in the left quarter panel.

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Video Entertainment System

The single rear seat VES includes an 8” Liquid Crystal Display (LCD) monitor, 2-channel remote and two infrared 2-channel headphones. (Includes REN Radio w/RCG Speaker Package)

The dual rear seat VES with two 8” LCD monitors a 2-channel remote, two infrared 2-channel headphones and an additional single DVD player.

The vehicle entertainment system comes in two configurations, one overhead video or two overhead videos.

With one overhead video the unit is placed in front of the second row seating.

With two overhead videos the second unit is placed in front of the third row seating.

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Single Overhead Video Unit

The video screen within the radio is considered VES 1. The second row unit is considered VES 2 and the third row unit is VES 3.

The video screen within the radio is not available when the vehicle is in any gear position other than PARK.

On vehicles with a single overhead video system the VES 2 is a Partially Multiplexed (PM) unit. This unit can receive a video signal from the radio or the auxiliary jack and acts as a pass through for auxiliary inputs to the radio.

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Auxiliary Ports

The Routan has five optional auxiliary port combinations available. The jack bezel is located in the left side quarter trim. The quarter trim also includes a combination of audio/video input jacks, a 12-volt power outlet and a 110-volt power outlet.

To provide power to the outlet, a 150-watt power inverter is located behind the trim panel, if the vehicle is equipped. The inverter is turned on or off by the switch in the lower center console.

Vehicles equipped with a Vehicle Entertainment System have the Audio/Video input jacks wired to the VES 2.

Auxiliary Port Options:

12 volt power outlet

12 volt power outlet with one Audio/Video input

2 volt power outlet with 110 volt power outlet

12 volt power outlet with two Audio/Video inputs

12 volt power outlet with two Audio/Video inputs and 110 volt power outlet

Back Up Camera

Parkview™ rear back up camera is available and included with the REN radio. When the ignition is in the run position and reverse is selected the Parkview system overrides the radio display and the radio screen transitions to view the surroundings directly behind the vehicle.

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Auxiliary Port Options

Back Up Camera

83

Common Systems

Exterior Lighting

Quad Halogen, standard

Quad with High Intensity Discharge (HID) Xenon low beams and halogen high beams are optional

Headlamp Switch

The headlamp switch is located at the left side of the instrument panel.

The headlamp switch is located at the left side of the instrument panel. The rotary knob controls the parking lights, headlights and auto headlight function (if equipped). If the vehicle is equipped with fog lamps, the lamps are activated by pushing the rotary knob. The dimmer wheel controls the panel lighting level as well as interior and courtesy lamps.

When the headlamp switch is operated, the CCN detects the switch position by monitoring the headlamp sense MUX voltage. The CCN sends a message on the CAN-IHS bus to the TIPM. The TIPM responds by energizing the appropriate high side drivers to power the exterior lamps.

The multifunction switch is an input to the CCN. Based on switch position, the multifunction switch sends a digital signal to the CCN over a LIN bus. The CCN sends a message over the CAN-IHS bus to the TIPM to control the turn signals and headlight beam selection.

When the brakes are applied, contacts in the brake light switch close and provide power to the CHMSL, and the stop lamp sensor at the TIPM. The TIPM provides power to the right and left stop lamp bulbs.

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Common Systems

Headlamp Switch

replace with 469x from tim

Front Headlight

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Common Systems

Power Windows

To support the operation of the power window systems on base vehicles without door modules, the driver door master switch directly powers the driver door window motor and supplies power to all window switches

The power windows for all doors can be disabled when the lockout switch is activated. The switch tabs are illuminated for nighttime operation.

Power Vent Windows

Both power vent windows are connected in parallel. The power vent window switch is located on the driver door and provides power to operate both vent windows at the same time.

Power Door Locks

The TIPM controls power door locks for the front doors and sliding doors on all vehicles. The TIPM also controls the liftgate lock actuator on vehicles with a manual liftgate. The TIPM monitors all latches for door ajar status.

On vehicles without door modules the TIPM monitors the lock switches directly using MUX circuits. On vehicles equipped with door modules, the switches are monitored by the door modules. The door modules provide the lock data to the TIPM over the CAN-IHS bus.

Powet Vent Motor

31

2

1 Power Vent2 Power Locks3 Power Windows

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Common Systems

Power Door Locks

The TIPM controls power door locks for the front doors and sliding doors on all vehicles. The TIPM also controls the liftgate lock actuator on vehicles with a manual liftgate. The TIPM monitors all latches for door ajar status.

On vehicles without door modules the TIPM monitors the lock switches directly using MUX circuits. On vehicles equipped with door modules, the switches are monitored by the door modules. The door modules provide the lock data to the TIPM over the CAN-IHS bus.

The TIPM uses a board-mounted relay with three separate contacts to control the power door locks.

When the “all lock” portion of the relay is energized, power is sent to all lock motors locking all the doors. The motors are grounded through the de-energized right unlock and left unlock relay contacts

When the left unlock relay is energized, the driver door unlocks. The lock motor is grounded through the de-energized “all lock” relay contact.

When the right unlock relay is energized, the remainder of the doors unlock, the motors are grounded through de- energized “all lock” relay contact.

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Common Systems

Memory Switch

The memory set and recall switch for storing and recalling personal settings is located on the driver door. The switch provides an input to the DMFL which sends the memory data to the Memory Seat Module Driver (MSMD) over the CAN-IHS bus.

Adjustable Pedals

The pedals travel from full forward to full rearward in a straight line to allow the driver’s foot to remain resting on the floor for improved comfort.

Total fore/aft pedal travel remains is 2.17” (55mm).

The paddle switch for the adjustable pedals is located on the left side of the column shroud.

Pedal Adjust without Memory

The TIPM provides power to the adjustable pedal switch at all times except when the vehicle is in reverse or when speed control is engaged. When the switch is pressed, power and ground is routed to the adjustable pedal motor. When the opposite end of the switch is pressed the direction of current going to the motor is reversed.

Pedal Adjust with Memory

The MSMD provides two sensed circuits to the adjustable pedal switch. When the fore or aft position is selected the voltage is pulled low on one of the circuits. Based on the sensed circuit input the MSMD provides power to the adjustable pedal motor. A Hall Effect sensor on the motor permits the MSMD to determine the exact pedal position for memory set and recall functions.

Memory Switch

Pedals and Rails

87

Common Systems

Sunroof

The optional power sunroof is available with express one-touch opening, vent, tilt, slide, and close.

The sunroof module provides an express feature. During express closing, anytime an obstacle restricts the movement of the sunroof, the motor stops and reverses to avoid pinching the obstacle. The module is programmed to learn and monitor the amount of current required to close the panel and recalibrates itself as needed.

The sunroof module is integral to the sunroof motor and communicates on the CAN-IHS bus.

Wiper System

When the control knob on the multifunction switch is operated for either a front or rear wiper a LIN bus message is sent to the CCN. The CCN sends a message on the CAN-IHS bus to the TIPM. The TIPM responds by energizing the appropriate board mounted relay. The wiper relays consists of

Wiper On

Wiper High/Low

Rear Wiper

The TIPM monitors the status of the front and rear wiper motor park switches.

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1

3

2

1 Wiper On2 Rear Wiper3 High/Low

Sunroof Control Switch

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Common Systems

Washer System

When the control knob on the multifunction switch is operated for either front or rear washer operation, a LIN bus message is sent to the CCN. The CCN sends a message on the CAN-IHS bus to the TIPM which responds by energizing the appropriate board mounted relay. The wiper relays consists of the Front Washer and Rear Washer.

The relays are connected to ground at rest. Depending on which relay is energized determines which direction the pump motor runs.

Power Outlets

Two 12-volt power outlets are located in the lower center console One power outlet is ignition fed and the other one is configurable depending on fuse position.

An optional rear 12-volt power outlet is available and is located in the auxiliary port bezel. An optional rear 110-volt 150-watt power outlet is available and is located in the auxiliary port bezel.

Inverter Switch

The On/Off switch for the available 110-volt outlet (if equipped), is located at the base of the center console. It features an emerald green LED backlight for visibility at night or low-light conditions. The inverter which provides power to the outlet is located behind the left rear trim panel.

Notes

89

Notes

90

Knowledge Assessment

91

An on-line Knowledge Assessment (exam) is available for this Self-Study Program.

The Knowledge Assessment may or may not be required for Certification.

You can find this Knowledge Assessment at:

www.vwwebsource.com

For Assistance, please call:

Volkswagen Academy

Certification Program Headquarters

1 – 877 – VW – CERT – 5

(1 – 877 – 892 – 3785)

(8:00 a.m. to 8:00 p.m. EST)

Or, E-mail:

[email protected]

Knowledge Assessment

Notes

92

Notes

93

GROUND

BATTERY FEED

MOTOR FEED

HALL FEED

HALL SIGNAL

HALL RETURN

MOTOR FEED

LIN SIGNAL

LIN RETURN

MUX

MUX RETURN

DMFL

MASTERSWITCH

MEMORY SWITCH

M

BATTERY FEED

CAN-IHS BUS

VERTICAL FEED

HORIZONTAL FEED

HEATER RETURN

COMMON

MIRROR HEATER

VERTICAL SENSE

HORIZONTAL SENSE

SENSE RETURN

SENSE FEED

TURN SIGNAL FEED

POWERMIRROR

H

V

EC

V H

AUTO DIMMING MIRROR SIGNAL


POWERWINDOWMOTOR

AUTO DIMMING MIRROR RETURN

Volkswagen of America, Inc.3800 Hamlin RoadAuburn Hill, MI 48326Printed in the U.S.A.June 2008

873803

routan body electrical systems - vwcup-files.track360.com

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