Body Electrical Systems

Transcription

1 872802_008.3 Body Electrical Systems J774!! DOLOR SET AMET

2 Volkswagen Group of America, Inc. Volkswagen Academy Created 05/2014 Course Number Version _ Volkswagen Group of America, Inc. All rights reserved. All information contained in this ibook is based on the latest information available at the time of publishing and is subject to the copyright and other intellectual property rights of Volkswagen Group 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 Group of America, Inc. Always check Technical Bulletins and the latest electronic repair information for information that may supersede any information included in this ibook. 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. i

3 CHAPTER 1 Body Electrical Introduction Course Goals How to be Successful in this class 2

4 CHAPTER 2 ipad If you are new to this class, it may still have notes or information stored by a previous user. Before using the book, clear it using the instructions below. Waiting until later to delete these notes will delete your notes or information as well. IMPORTANT INSTRUCTIONS: Before you can clear the book, you must first close it Open the book again, and come back to this widget Press the button below and a new window will open Press the Clear All Widget Data button in the next window Please take a moment to sign in to the course. This step allows you to receive a PDF of all your notes and exercises at the end of the class. 3

5 At the end of each chapter, your notes have to be submitted to the database. The database collects your notes and they can be sent to you after class. Each page will have a notes image. To take a note, simply tap image and it will launch the notes screen below. There is a reminder at the end of each chapter to submit your notes. This is the notes screen. To take a note, tap the white box. To scroll through the notes you have taken, use the navigation buttons at the bottom of the page. Once you have taken all the notes for a chapter, simply press the submit button (circled in red). Tap X at the top left corner (circled in blue) to close notes or exercises. 4

6 CHAPTER 3 Exercise 1 Exercise 1 Rear Window Defogger Operation Objective: Analyze the operation of the rear window defogger circuit using wiring diagrams, the scan tool and DVOM. In this exercise you will analyze the rear window defogger system using wiring diagrams and your knowledge of electrical systems. The data you collect in this exercise will be used in the next exercise to develop a diagnostic procedure for the rear window defogger system. 5

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8 Exercise 1 Rear Window Defogger Operation - REVIEW Rear Window Defogger Activation Sequence: Since the rear window defogger places a heavy load on the vehicle electrical system, the engine must be running before the defogger will turn on. When the engine is running, the ECM broadcasts an engine running message on the powertrain CAN. The Gateway Control Module J533 rebroadcasts this message to the Vehicle Electrical System Control Module J519 via the convenience CAN. Note: While the engine must be running to turn on the rear window defogger during normal operation, it operates without the engine running in the Diagnostic Test Mode (DTM). 6

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10 CHAPTER 4 Exercise 2 Exercise 2 Rear Window Defogger Diagnosis Objective: Develop a diagnostic procedure for the rear window defogger using the system operation information from Exercise 1. In the previous exercise you discovered how the rear window defogger system works using a process called signal tracing. In this exercise, you use this knowledge to design a diagnosis procedure for each of the major components in the system. You will be able to apply this same process to other vehicle systems as well. 7

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12 CHAPTER 5 Body Electrical Control Modules At first glance the electrical architecture of modern Volkswagens can look very complex. In the previous exercises we saw that the rear window defogger is managed by different control modules on different vehicles. Yet did you notice that its operation is basically the same on all of the vehicles? This is an important concept: If you understand the basic operation of a system, you can repair any variation of that system that you may encounter. This topology chart for the Passat is an example of the electrical architecture of late model Volkswagens. The topology for the Jetta, EOS, Golf/Rabbit, GTI, R32, Tiguan and CC are similar, although there are slight differences. The topology for the Touareg has more significant differences. There are five main CAN networks. Product Support reports that technicians often misunderstand the operation and diagnosis of three of the major control modules in the body electrical system: Access/Start Control Module J518 Vehicle Electrical System Control Module J519 Comfort System Central Control Module J393 Let s take a look at how various body electrical systems are divided between these modules and the trend to reduce the number of modules by consolidating systems from J518 and J393 into J519. 8

13 Chapter 5, Page 8 This topology chart for the Passat is an example of the electrical architecture of late model Volkswagens. The topology for the Jetta, EOS, Golf/Rabbit, GTI, R32, Tiguan and CC are similar, although there are slight differences. The topology for the Touareg has more significant differences. There are five main CAN networks. Powertrain CAN Instrument Cluster CAN Diagnosis CAN Convenience CAN (also called the comfort CAN) Infotainment CAN Additionally, there are several private CAN networks (private CAN networks are not connected to the Gateway Control Module J533). ABS control module Headlamp range control module Sensors and actuators are connected via LIN bus networks. Wiper motor and rain light sensor Alarm horn Rear door control modules (depending on VIN range) PODS unit Steering wheel control module For more information on the CAN and LIN bus, refer to SSP Volkswagen Data Bus Technologies, or attend the Instructor Led Course , Networking Systems. For more information on individual vehicle topology, refer to the appropriate New Model Introduction SSP for the vehicle in question.

14 Body Electrical Control Modules Touareg The electrical architecture introduced in the Touareg uses three control modules to manage the systems listed above. All three of these modules are located on the convenience CAN. In the Touareg, the Comfort System Central Control Module J393 is unofficially called the Rear Control Module, because it manages most of the systems that are located in the rear of the vehicle. - Access/Start Control (KESSY) - Keyless Remote System - Terminal 15 and 50 Relays - Load Management - Terminal X (Virtual) - Front Exterior Lights - Turn Signals - Emergency Flashers - Interior Lights - Horns - Windshield Washer - Headlamp Washer - Central Locking System - Rear Exterior Lights (except turn signals) - Anti-Theft Alarm System - Rear Lid Unlock Motor - Fuel Door Release - Rear Window Defogger - Rear Window Wiper 9

15 Chapter 5, Page 9 The electrical architecture introduced in the Touareg uses three control modules to manage the systems listed above. All three of these modules are located on the convenience CAN. In the Touareg, the Comfort System Central Control Module J393 is unofficially called the Rear Control Module, because it manages most of the systems that are located in the rear of the vehicle. KESSY is the Keyless Entry and Start System, that allows you to lock and unlock the vehicle and start and stop the engine with the key in your pocket. The Terminal X (load reduction) signal is a virtual signal, which means that it is broadcast from the Vehicle Electrical System Control Module J519 to other control modules as a CAN message. Virtual signals are explained in more detail later in this class. For more information on the Touareg electrical system, see SSP 89J303, The Touareg Electrical System Design and Function.

16 Body Electrical Control Modules Jetta The Jetta simplifies the electrical architecture introduced in the 2004 Touareg. The Access/Start Control Module J518 is eliminated and the systems that it managed are integrated into the Vehicle Electrical System Control Module J519 and the Comfort System Central Control Module J393. The rear lighting functions managed by J393 are integrated into J519. (1) Located in J518 in the Touareg (2) Located in J393 in the Touareg (3) Stand-alone control module in the Touareg - Load Management - Exterior Lights and Bulb Monitoring - Interior Lights - Horns - Windshield Washer - Fuel Pump Priming - Terminal 30 and X Relays - Terminal 15 and 50 Relays (1) - Rear Window Defogger (2) - Rear Window Wiper (2) - Windshield Wiper (LIN Master Module) (3) - Central Locking System - Anti-Theft Alarm System - Trunk Release - Fuel Door Release - Keyless Remote System (1) - Tire Pressure Monitoring (3) 10

17 Chapter 5, Page 10 The Jetta simplifies the electrical architecture introduced in the 2004 Touareg. The Access/Start Control Module J518 is eliminated and the systems that it managed are integrated into the Vehicle Electrical System Control Module J519 and the Comfort System Central Control Module J393. The rear lighting functions managed by J393 are integrated into J519. Additionally, several systems that were managed by stand-alone CAN control modules in the Touareg are also integrated into J519 and J393. For more information on the Jetta electrical system, see SSP , The new Jetta Electrical System Design and Function.

18 Body Electrical Control Modules Passat The electrical architecture for the Passat is very similar to the architecture in the Jetta, however there are a couple of significant differences. The Anti-Theft Immobilizer Control Module J362 is located in the Comfort System Central Control Module J393 (in the Jetta it is located in the Instrument Cluster J285). In both vehicles, J362 (1) Located in the Instrument Cluster in the Jetta (2) Mechanical system in the Jetta - Load Management - Exterior Lights and Bulb Monitoring - Interior Lights - Horns - Windshield Washer - Fuel Pump Priming - Terminal 30 and X Relays - Terminal 15 and 50 Relays - Rear Window Defogger - Rear Window Wiper - Windshield Wiper (LIN Master Module) - Central Locking System - Anti-Theft Alarm System - Trunk Release - Fuel Door Release - Keyless Remote System - Tire Pressure Monitoring - Immobilizer System (1) - Steering Column Lock (2) 11

19 Chapter 5, Page 11 The electrical architecture for the Passat is very similar to the architecture in the Jetta, however there are a couple of significant differences. The Anti-Theft Immobilizer Control Module J362 is located in the Comfort System Central Control Module J393 (in the Jetta it is located in the Instrument Cluster J285). In both vehicles, J362 remains a separate control module that is physically located in J393 or J285, and is accessed via Address Word 25. Additionally, the Passat uses an electrical steering column lock in place of the mechanical steering column lock used in the Jetta. J393 manages part of the operation of the electrical steering column lock. For more information on the Immobilizer system and Passat steering column lock, see Self-Study Program Immobilizer Systems, as well as various Technical Bulletins, Tech Tips and Quick Tip Videos. For more information on the Passat electrical system, see SSP , The 2006 Passat Electrical System Design and Function.

20 Body Electrical Control Modules 2010> Golf/Jetta/Jetta Sportwagen/Tiguan The 2010> Golf, Jetta, Jetta Sportwagen and Tiguan integrates systems from the Comfort System Central Control Module J393 into the Vehicle Electrical System Control Module J519. It is accessed via Address Word 09, while Address Word 46 for J393 is no longer used. This combination control module is officially called the Vehicle Electrical System Control Module J519, although in many places, such as the (1) Located in J393 in the Golf/Jetta (2) Stand-alone control module in the Jetta - Load Management - Exterior Lights and Bulb Monitoring - Interior Lights - Horns - Windshield Washer - Fuel Pump Priming - Terminal 15, 30, 50 and X Relays - Rear Window Defogger - Rear Window Wiper - Windshield Wiper (LIN Master Module) - Central Locking System (1) - Anti-Theft Alarm System (1) - Trunk Release (1) - Fuel Door Release (1) - Keyless Remote System (1) - Tire Pressure Monitoring (1) - Sunroof (LIN Master Module) (2) 12

21 Chapter 5, Page 12 The 2010> Golf, Jetta, Jetta Sportwagen and Tiguan integrates systems from the Comfort System Central Control Module J393 into the Vehicle Electrical System Control Module J519. It is accessed via Address Word 09, while Address Word 46 for J393 is no longer used. This combination control module is officially called the Vehicle Electrical System Control Module J519, although in many places, such as the scan tool, it is unofficially called the Body Control Module (BCM). Note: The electrical architecture for the 2011> Golf, Jetta Sportwagen and Tiguan remain the same as their 2010 counterparts. However, the architecture for one version of the 2011> Jetta is significantly different than the 2010 Jetta and is discussed on the next page.

22 Body Electrical Control Modules 2011> Jetta Low Version The 2011> Jetta is available with two different electrical architectures: High version (PR Code AW1) Low version (PR Code AW0) The electrical architecture for the High version is essentially the same as the 2010 Golf, Jetta, Jetta Sportwagen and Tiguan. The Low version shares the electrical architecture other Volkswagen models which are sold - Load Management - Bulb Monitoring - Turn Signals and Emergency Flashers - Side Marker Lights - Horns - Fuel Pump Readiness - Rear Window Defogger - Windshield Wiper (LIN Master Module) - Central Locking System (LIN Master Module for the Front and Rear Doors) (1) - Anti-Theft Alarm System - Trunk Release - Fuel Door Release - Keyless Remote System - Sunroof (LIN Master Module) - Gateway (2) (1) The front door control modules were CAN control modules in the Jetta, the rear doors switched from CAN to LIN modules in 2006 (2) Stand alone control module in the Jetta and the 2011> Jetta High version 13

23 Chapter 5, Page 13 The 2011> Jetta is available with two different electrical architectures: High version (PR Code AW1) Low version (PR Code AW0) The electrical architecture for the High version is essentially the same as the 2010 Golf, Jetta, Jetta Sportwagen and Tiguan. The Low version shares the electrical architecture other Volkswagen models which are sold worldwide. The majority of Jettas will use the Low version architecture. The Low version electrical architecture is significantly simpler than the High version. Some of the major differences are: The Low version has only three CAN networks: Powertrain, diagnosis and convenience (also know as comfort). The Data Bus On Board Diagnostic Interface J533 (Gateway) has been moved from a stand alone control module into J519. J533 remains a separate control module that is physically located in J519 and is still accessed via Address Word 19. All three CAN networks are connected to J533. Any CAN data that needs to be transferred to J519 is transferred internally by J533 since both modules are contained in the same housing. The front door control modules have been removed from the convenience CAN are now connected to the Vehicle Electrical System Control Module J519 via a LIN bus, with J519 acting as the LIN master module. J519 also acts as the master module for the rear door control modules and the Power Sunroof Control Module J245. The operation of the power supply relays (terminal 15, 30, 50 and X) have been removed from J519 and are now controlled by a module called the Converter Box J935, which will be discussed later. The headlights are now controlled directly from the headlight switch instead of through J519. J519 still manages the operation of the other external lights.

24 Body Electrical Control Modules Summary As you can see, the electrical architecture for J518, 519 and J393 varies between different models and model years, and in the case of the 2011> Jetta, can even vary within a model. Instead of trying to memorize every variation of every model, try to understand the operation of individual systems. The operation of these systems are usually the same, or very similar, on different models and model years. This allows you to build a strong foundation that will help you figure out the minor variations you will encounter in everyday work. Load Management and Power Supply The Vehicle Electrical System Control Module J519 contains two important systems: Load management and power supply. Load management prevents the battery from becoming discharged due to an excessive draw on the electrical system. Since the load management system automatically shuts off various electrical components, it is important that you understand how this process works. Power supply is a general term that describes the how various control modules and 14

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26 CHAPTER 6 Exercise 3 Exercise 3 Load Management Objective: Locate load management information in Volkswagen training literature. The information in this exercise is specific for the Jetta, but other vehicles are similar. 15

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28 Exercise 3 Load Management - REVIEW Load Management Activation Sequence: The ECM receives the DF (Dynamo Field) and RPM signals. The DF signal originates in the alternator and is used to determine alternator charging capacity. The ECM broadcasts the DF and RPM signals on the powertrain CAN. Gateway then rebroadcasts this message on the convenience CAN. J519 receives the DF and RPM signals from the convenience CAN. J519 also receives the battery/charging system voltage via terminal 30. J519 evaluates the DF, RPM and voltage signals. If the voltage drops below a 16

29 Chapter 6, Page 16 Load Management Activation Sequence: The ECM receives the DF (Dynamo Field) and RPM signals. The DF signal originates in the alternator and is used to determine alternator charging capacity. The ECM broadcasts the DF and RPM signals on the powertrain CAN. Gateway then rebroadcasts this message on the convenience CAN. J519 receives the DF and RPM signals from the convenience CAN. J519 also receives the battery/charging system voltage via terminal 30. J519 evaluates the DF, RPM and voltage signals. If the voltage drops below a predetermined threshold, J519 broadcasts an idle RPM increase command on the convenience CAN. Gateway then rebroadcasts this message on the powertrain CAN. The ECM receives and complies with the idle RPM increase request. If the increased idle RPM does not resolve the low voltage condition or if the low voltage condition occurs above idle, J519 begins to deactivate high current comfort components in a preprogrammed sequence. In some vehicles, a load management notification appears in the instrument cluster and DTCs are logged in fault memory. When the low voltage condition is resolved and voltage increases above the threshold, component deactivation is canceled. Component deactivation also occurs with the key on engine off using a lower voltage threshold.

30 CHAPTER 7 Power Supply System Components Power Until recently, the current required to run vehicle components was small and could be distributed through the ignition switch. However, the increased use of high current components has made this impossible. Volkswagen now uses a series of power supply relays to accomplish this task. The next two exercises explore the operation of the power supply system, starting with the ignition switch. 17

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32 Ignition Switch Terminals IGNITION SWITCH TERMINAL # Input/ Output 30 In Power at all times 15 Out SIGNAL TYPE Switched power (power when the key is in the RUN and START positions) 50 Out 75,75X or X Out Starter control (power only when the key is in the START position) Load reduction circuit (power only when the key is in the RUN position) 86s, S or SU Out Key in ignition switch signal (power when the key is inserted into the ignition switch) P Out Park signal (power when the key is removed from the ignition switch, used in conjunction with terminal S to release the key from the ignition when the shifter is in PARK) Volkswagen uses DIN standards for naming electrical terminals. DIN stands for Deutsches Institut für Normung, which in English means German Institute for Standardization. 18

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34 CHAPTER 8 Exercise 4 Exercise 4 Power Supply System Components Objective: Demonstrate the ability to trace signals in the power supply system. This exercise examines how power travels from the battery to electrical components via the ignition switch, control modules and relays. 19

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36 Exercise 4 Power Supply System Components - REVIEW Choices: 0V Positive Voltage Cannot Determine Key out of Ignition Key is ON Position Key in START Position Terminal 15 Terminal P Terminal X (75) Terminal 50 Terminal S 20

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38 Exercise 4 Power Supply System Components - REVIEW Ignition Switch MVB Binary Signals Steering Column Control Module J527 0 = OFF, 1 = ON Terminal P Terminal S Terminal 75 (X) Terminal 15 Terminal 50 Key out of Ignition Key Inserted and Turned (Pushed) Slightly Key in START Position Key is RUN Position Key Turned (Pushed) to the OFF Position 21

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40 Exercise 4 Power Supply System Components - REVIEW Power Supply Relays Power Supply Relays Power Supply Relays Terminal 15 Power Supply Relay Terminal 30 Power Supply Relay Terminal 75 Load Reduction Relay Terminal 50 Starter Relay 22

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42 CHAPTER 9 Exercise 5 Exercise 5 Power Supply System Control Objective: Describe the operation of the control side of the power supply relays. This exercise is a continuation of the previous exercise and examines the control side of the power supply relays. 23

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44 CHAPTER 10 Power Supply System 2011> Jettas equipped with the High version electrical system use the Vehicle Electrical System Control Module J519 to operate the power supply relays. These vehicles operate the same as the vehicles discussed in the previous exercises. 2011> Jettas equipped with the Low version electrical system use an electronic control module called the Converter Box J935 to operate the power supply relays, as shown in this simplified wiring diagram. (Note: This diagram does not show all of the circuits in either the 2011> Jetta Low Version Power Supply System 24

45 Chapter 10, Page > Jettas equipped with the High version electrical system use the Vehicle Electrical System Control Module J519 to operate the power supply relays. These vehicles operate the same as the vehicles discussed in the previous exercises. 2011> Jettas equipped with the Low version electrical system use an electronic control module called the Converter Box J935 to operate the power supply relays, as shown in this simplified wiring diagram. (Note: This diagram does not show all of the circuits in either the ignition switch or J935. The terminal 15, 50 and 75 signals are also sent to J519, but it is J935 which operates the power supply relays.) J935 is located in the relay panel above the fuse box. D: Ignition/Starter Switch J329: Terminal 15 Power Supply Relay J680: Terminal 75 Power Supply Relay 1 J681: Terminal 15 Power Supply Relay 2 J682: Terminal 50 Power Supply Relay For more information about the ignition switch and J935, refer to the wiring diagrams in ElsaWeb.

46 2011> Jetta Low Version Power Supply System 2011> Jettas equipped with the Low version electrical system and KESSY (Keyless Entry and Start System) do not have a mechanical ignition switch (Ignition/Starter Switch D). In these vehicles, the Start System Button E738 sends a start request signal to the Electronic Steering Column Lock Control Module J764, which sends the terminal 15, 50 and 75 request signals to the Converter Box J935. J935 then operates the power supply relays the same as a vehicle that is not equipped with KESSY. E378: Start System Button J329: Terminal 15 Power Supply Relay J680: Terminal 75 Power Supply Relay 1 J681: Terminal 15 Power Supply Relay 2 25

47 Chapter 10, Page > Jettas equipped with the Low version electrical system and KESSY (Keyless Entry and Start System) do not have a mechanical ignition switch (Ignition/Starter Switch D). In these vehicles, the Start System Button E738 sends a start request signal to the Electronic Steering Column Lock Control Module J764, which sends the terminal 15, 50 and 75 request signals to the Converter Box J935. J935 then operates the power supply relays the same as a vehicle that is not equipped with KESSY. E378: Start System Button J329: Terminal 15 Power Supply Relay J680: Terminal 75 Power Supply Relay 1 J681: Terminal 15 Power Supply Relay 2 J682: Terminal 50 Power Supply Relay J764: Electronic Steering Column Lock Control Module Note: J682 is a five terminal relay on vehicles with KESSY. The 5th terminal provides diagnostic feedback signal from J682 to J764, which verifies that J682 is operating correctly in the event that J764 does not receive an RPM signal during starting. For more information on the 2011 Jetta electrical system, refer to SSP , The 2011 Jetta.

48 Hardwired vs. Virtual Signals Electrical signals are carried between control modules in two ways, as hardwired signals or virtual signals. It is important to understand the difference between them. The terminal 50 signal shown above is an example of a hardwired signal. Hardwired signals (also called discrete signals) are carried on a dedicated single function wire. In this example, a hardwire carries the 50 signal between all of the components in the circuit. The advantage of a hardwired signal is that it can be easily verified. In this case the terminal 50 signal is a positive voltage that can be measured with a with a DVOM (and possibly also with MVB). The disadvantage is 26

49 Chapter 10, Page 26 The terminal 50 signal shown above is an example of a hardwired signal. Hardwired signals (also called discrete signals) are carried on a dedicated single function wire. In this example, a hardwire carries the 50 signal between all of the components in the circuit. The advantage of a hardwired signal is that it can be easily verified. In this case the terminal 50 signal is a positive voltage that can be measured with a with a DVOM (and possibly also with MVB). The disadvantage is that every hardwired signal requires a dedicated wire, increasing the complexity of the wiring harness. The terminal 75 (X) signal shown above is an example of a virtual signal. While it may be carried between some components as a hardwired signal, it is carried between others as a virtual signal. In this example: The terminal 75 signal originates in the ignition switch and is sent to J527 via a hardwire. J527 receives the 75 signal and converts it to a CAN message (virtual 75 signal) which is broadcast to J519 on the convenience CAN. J519 receives the CAN message and internally switches power to a hardwired 75 circuit. The 75 signal is received by the load reduction relay. The load reduction relay closes and sends power to various components. When the ignition switch is in the start position, the ignition switch interrupts the 75 signal to J527. J527 broadcasts a CAN message to J519 instructing it to switch off the 75 signal to the load reduction relay. When the key is returned to the RUN position, the process repeats. While the signal in the hardwired portions of the circuit can be verified with a DVOM, the virtual portion can only be verified with MVB. The advantage of virtual signals is that many different signals can be carried on the CAN wires, eliminating the individual hardwire circuits. This reduces the complexity of the warning harness. The examples shown above are used to explain the concept of virtual signals. The actual connection for virtual signals varies per vehicle, although the concept remains the same. For example, in some Volkswagens, terminals 15 and 50 are hardwired, while terminals 75, S and P are virtual signals

50 CHAPTER 11 Exercise 6 Exercise 6 Heated Seat Operation Objective: Trace the various signals that operate the heated seats. In this exercise you will examine the operation of the heated seats using signal tracing and the DSO. 27

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52 Exercise 6 Heated Seat Operation - REVIEW The Driver s Heated Seat Adjuster E94 sends a voltage signal that varies depending on the temperature setting. Higher temperature settings send higher voltage signals and vice versa. The voltage signal from E94 is sent to the Front Heated Seats Control Module J774, which uses the signal to regulate seat temperature by controlling the current sent to the heated seat elements. E94 is connected in parallel with the Driver s Heated Seat Temperature Sensor G59, 28

53 Chapter 11, Page 28 The Driver s Heated Seat Adjuster E94 sends a voltage signal that varies depending on the temperature setting. Higher temperature settings send higher voltage signals and vice versa. The voltage signal from E94 is sent to the Front Heated Seats Control Module J774, which uses the signal to regulate seat temperature by controlling the current sent to the heated seat elements. E94 is connected in parallel with the Driver s Heated Seat Temperature Sensor G59, which is a Negative Temperature Coefficient (NTC) thermistor (temperature sensor). As the heated seat element warms up, the resistance of G59 drops. The lower resistance of G59 in turn pulls down the voltage signal from E94. This drop in voltage is used by J774 to regulate the temperature of the seat. When a predetermined voltage threshold is reached, J774 cycles the current to the heated seat elements on and off to maintain the desired temperature. See the next page for more detail.

54 Exercise 6 Heated Seat Operation - REVIEW When the voltage signal at the Front Heated Seats Control Module J774 is reduced to a predetermined voltage threshold, J774 shuts off current to the heated seat elements. As the heated seat elements cool down, the resistance of G59 increases and so the voltage signal at J774 also increases. When a predetermined voltage threshold is reached, J774 turns current to the heated seat elements back on and the cycle repeats, maintaining the desired seat temperature. 29

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56 Exercise 6 Heated Seat Operation - REVIEW The illustration on the previous page shows the signal to the heated seat elements measured in amps using the inductive pick-up. If we were to measure the voltage of one of the ON periods (A) with the DSO set to 50 ms/div., we would see that the Front Heated Seats Control Module J774 uses a PWM (Pulse Width Modulated Signal) signal to regulate the current to the heated seat elements. The elements get the same amount of current (amperage) no matter what setting has been selected on the Heated Seat Adjuster E94. Seat temperature is controlled by the length of time that the 30

57 Chapter 11, Page 30 The illustration on the previous page shows the signal to the heated seat elements measured in amps using the inductive pick-up. If we were to measure the voltage of one of the ON periods (A) with the DSO set to 50 ms/div., we would see that the Front Heated Seats Control Module J774 uses a PWM (Pulse Width Modulated Signal) signal to regulate the current to the heated seat elements. The elements get the same amount of current (amperage) no matter what setting has been selected on the Heated Seat Adjuster E94. Seat temperature is controlled by the length of time that the elements remain ON.

58 Exercise 6 Heated Seat Operation - REVIEW Heated Seat Activation Sequence: We will use the driver s seat as an example of the heated seat activation sequence. The passenger s seat and heated rear seats, if so equipped, are similar. The Climatic/Climatronic system does not have to be on to operate the heated seats, but the engine must be running. If the engine is running and the charging system voltage is sufficient to support heated seat operation, the Vehicle Electrical System Control Module J519 sends an 31

59 Chapter 11, Page 31 Heated Seat Activation Sequence: We will use the driver s seat as an example of the heated seat activation sequence. The passenger s seat and heated rear seats, if so equipped, are similar. The Climatic/Climatronic system does not have to be on to operate the heated seats, but the engine must be running. If the engine is running and the charging system voltage is sufficient to support heated seat operation, the Vehicle Electrical System Control Module J519 sends an enabling signal to the Front Heated Seats Control Module J774. If the charging system voltage drops below a predetermined level, the load management function of J519 does not send the signal, which prevents heated seat operation. The driver selects the desired seat temperature using the Driver s Heated Seat Adjuster E94. E94 sends a variable voltage signal to J774, which is connected in parallel with the Driver s Heated Seat Temperature Sensor G59. G59 is a Negative Temperature Coefficient (NTC) thermistor. J774 reads the voltage signal from E94 and uses this value to determine the desired seat temperature. J774 then sends current to the heated seat elements, which is the same amperage regardless of the E94 setting. Seat temperature is controlled by the length of time the heated seat elements remain on. As the heated seat elements warm up, the resistance of G59 decreases. Since G59 is connected in parallel with E94, a reduction in the resistance of G59 pulls the voltage signal from E94 down. This causes the voltage signal at J774 to decrease. When a predetermined voltage threshold is reached, J774 shuts off current to the heated seat elements. (The values of the threshold vary between vehicles and it is not necessary to know what they are to diagnose and repair the system.) As the heated seat elements cool down, the resistance of G59 increases and so the voltage signal at J774 also increases. When a predetermined voltage threshold is reached, J774 turns current to the heated seat elements back on and the cycle repeats, maintaining the desired seat temperature. For more information refer to the Front Heated Seats Control Module J774 Pin Assignment handout.

60 CHAPTER 12 Control Module Coding This flowchart provides a suggested procedure to help you diagnose suspected coding problems. Since it is impossible to predict every diagnostic situation that you might encounter, you must adapt the steps to your situation. Note that the first step after comparing the vehicle coding to the earliest coding is the same if you answer either Yes or No (Check Technical Bulletins and Tech Tips for coding updates). If the vehicle coding is the same as the earliest coding, the complaint could be resolved by performing the update (as long as the update relates to the complaint). If the coding is not the same, you must verify that it was changed because a Technical Bulletin or Tech Tip recommended changing it. If you change it back Tap to open, expand window with fingers and tap screen to view each line. 32

61 Chapter 12, Page 32 This flowchart provides a suggested procedure to help you diagnose suspected coding problems. Since it is impossible to predict every diagnostic situation that you might encounter, you must adapt the steps to your situation. Note that the first step after comparing the vehicle coding to the earliest coding is the same if you answer either Yes or No (Check Technical Bulletins and Tech Tips for coding updates). If the vehicle coding is the same as the earliest coding, the complaint could be resolved by performing the update (as long as the update relates to the complaint). If the coding is not the same, you must verify that it was changed because a Technical Bulletin or Tech Tip recommended changing it. If you change it back to the earliest coding, you might recreate a problem that had already been addressed. If a coding problem is suspected, always baseline the vehicle by creating a VSD Self-Diagnosis Log before making any coding changes. The Self-Diagnosis Log: Provides you with a paper copy that can be used to compare the current vehicle coding against the earliest coding found in the Paperless GFF Diagnosis Log. Provides you with documentation of the repair should you need to change the coding from the current vehicle coding. Provides you with a record of current vehicle coding should you change the coding and then decide to change it back. Remember to relate the customer complaint to the suspected coding problem. For example, a change in radio coding would probably have little influence on the operation of the engine management system. If you are replacing a control module and are unable to obtain the code from the original module and use the coding from Paperless GFF in the replacement module, check for coding updates before returning the vehicle to the customer. If the coding update was performed in the original module but not the replacement module, the customer will complain that a problem that had previously been repaired has returned.

62 CHAPTER 13 Exercise 7 Exercise 87 Keyless Control Module Remote Coding Adaptation Objective: Demonstrate the ability to program properly a keyless code a control remote. module using the various methods available. It is important that you fully understand all facets of key operation. This exercise examines the keyless remote in preparation for the next exercise, Review which covers the Immobilizer system. 33

63 Chapter 13, Page 33 No Notes

64 CHAPTER 14 Key Functions The key fobs have a frequency of either 433 MHz or 315 MHz. The LED on the key fob indicates that a signal is being sent. Passat and CC key fobs must be ordered by VIN and can only be matched to that specific vehicle. Tap to open, expand window with fingers and tap screen to view each line. 34

65 Chapter 14, Page 34 No Notes

66 CHAPTER 15 Exercise 8 Exercise 8 Keyless Remote Adaptation Objective: Demonstrate the ability to program a keyless remote. It is important that you fully understand all facets of key operation. This exercise examines the keyless remote in preparation for the next exercise, which covers the Immobilizer system. 35

67 Chapter 15, Page 35 No Notes

68 CHAPTER 16 Immobilizer Functions Immobilizer Basic Function All Immobilizer systems, regardless of the version or generation, have the same primary function, which is to prevent the engine from starting unless a valid key is inserted in the ignition switch. When the key is inserted into the ignition, a read coil located in the ignition switch energizes a chip in the key which generates a signal. The read coil sends this signal to the Immobilizer Control Module. The Immobilizer Control Module uses this signal to verify that this is the correct key for the vehicle and authorizes the engine start request. Note: Please refer to SSP Immobilizer Systems for more detailed information on Immobilizer operation! 36

69 Chapter 16, Page 36 No Notes

70 Which Version of Immobilizer Do I Have? IMMOBILIZER VERSION VEHICLES ADAPTATION TYPE Immobilizer II vehicles1 Adaptation Immobilizer III Jetta (A4) New Beetle Passat Adaptation Immobilizer IV Immobilizer IV A Immobilizer IV C Immobilizer IV D Phaeton 2004 to 2010 Touareg 2005 to UDS3 A5 Tiguan up to week 22/09 Eos Tiguan from week 22/09 A to 2010 B6 All CC Adaptation - Download starting with Adaptation - Download starting with 2008 Download Download Immobilizer V 2011 Touareg and Jetta Download 37

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72 Identifying Touareg Immobilizer Touaregs built near the change-over can have either Immobilizer IV with adaptation or download. Determine the Immobilizer version using the method below. Touaregs have a prefix in the serial number: - VWZ: This vehicle uses adaptation (off-line). - VWY: This vehicle uses download (on-line adaptation) and has had a new J518 installed that has not yet been adapted. - VWX: After a VWY component has been adapted, the serial number changes to VWX. Identifying Touareg Immobilizer GF may offer several choices of Immobilizer versions. Take care when selecting them because versions sometimes change mid-model year. This is especially true of the splits between Immobilizer II and III and Immobilizer IV with adaptation and Immobilizer IV with download. Do not assume that a particular year has the Immobilizer version that was listed in the Immobilizer version chart shown previously. GFF is the preferred method of determining the correct Immobilizer version. If you repeatedly select the incorrect Immobilizer version, the test plan may lock up the Immobilizer system. Some vehicles have different choices for Immobilizer versions in GF. Since you must select the Immobilizer version manually in GF, you may select the wrong version. GFF is the preferred method for selecting Immobilizer versions because it automatically selects the correct one. 38

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74 Immobilizer Component Replacement Job Aid The Immobilizer handout shows which components must be replaced in case of a failure in another Immobilizer component. This information should not be used instead of GFF test plans! It is only for your reference. 39

75 Chapter 16, Page 39 No Notes

76 Immobilizer Tips and Tricks Tap to open, expand window with fingers and tap screen to view each line. 40

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78 CHAPTER 17 Exercise 9 Exercise 9 Immobilizer Objective: Understand and explain the operation of the Immobilizer system on your vehicle. The Immobilizer system is often misunderstood, making it a prime area of concern for technicians. This exercise shows how to identify different Immobilizer systems and work on them without fear. 41

79 Chapter 17, Page 41 No Notes

80 CHAPTER 18 Bluetooth Bluetooth Overview Bluetooth allows devices, such as cell phones, to transmit data a short distance to an onboard device to allow for hands-free talking and data transfer The chips are very small, allowing it to be placed inside of mobile devices Bluetooth Specifications The data transmission rate is up to 1Mbit/s (megabit per second). It takes 8Mbits to make up 1MB (megabyte) The range of transmitters is normally about 10 meters (33 feet) A PIN is used to pair devices to the Bluetooth system Each device has a unique ID worldwide 42

81 Chapter 18, Page 42 Bluetooth Specifications The data transmission rate is up to 1Mbit/s (megabit per second). It takes 8Mbits to make up 1MB (megabyte) The range of transmitters is normally about 10 meters (33 feet) A PIN is used to pair devices to the Bluetooth system Each device has a unique ID worldwide Interference from other similar-frequency devices is reduced by: - Short and flexible data packages - Automatic repeating of faulty data packages - Changing the frequency of transmitting and receiving frequencies 1600 times per second

82 SYSTEM NAME AND (PR) CODE UHV (9W0) UHV Low (9W2) UHV High (9W3) UHV High (9W7) Volk-L VW Accessory Option U-Connect Factory and Accessory Option VEHICLES Bluetooth not installed 2009 and 2010 vehicles except for NB, NBC, Routan 2009 and 2010 vehicles except for NB, NBC, Routan 2011 vehicles except Eos, NB, NBC, Routan 2005 to 2010 vehicles except for NB, NBC, Routan Routan Only 43

83 Chapter 18, Page 43 Not every Bluetooth device works with every Volkswagen Bluetooth system.

84 Bluetooth Identification It is not easy to identify the level of Bluetooth on your vehicle by simply looking at components. Refer to Technical Bulletin Bluetooth System Identification. This bulletin will lead you through the identification process. Some vehicles appear to have Bluetooth on Bluetooth Capabilities Refer to the appropriate Technical Bulletin (examples listed below, subject to change): Bluetooth UHV High Overview Bluetooth UHV Low Overview Bluetooth Issues Refer to the Technical Bulletin , Bluetooth UHV Low (9W2), Various Complaints Describes issues such as: - Inability to pair a phone - Sporadic inability to pair a phone 44

85 Chapter 18, Page 44 Bluetooth Identification It is not easy to identify the level of Bluetooth on your vehicle by simply looking at components. Refer to Technical Bulletin Bluetooth System Identification. This bulletin will lead you through the identification process. Some vehicles appear to have Bluetooth on them when they actually do not (example: all CC s and RNS 510 vehicles have the phone icon on the steering wheel whether they are equipped or not). It is the coding of the UHV-High module that determines whether the steering wheel button is a mute button or a phone button. Bluetooth Issues Refer to the Technical Bulletin , Bluetooth UHV Low (9W2), Various Complaints Describes issues such as: - Inability to pair a phone - Sporadic inability to pair a phone - Sporadically dropped calls - Audio streaming inoperative - Audio streaming quality including speaker crackling Technical Bulletins are subject to change at any time! Always refer to ElsaWeb for the latest version!

86 CHAPTER 19 Exercise 10 Exercise 10 Bluetooth Objective: Identify and operate the Bluetooth system on your vehicle. Bluetooth is one of the most misunderstood systems on the vehicle, by both the dealer and the customer. This is due to many subtle variations even within the same model year, and technicians do not often get to see all of the different versions. This exercise helps find appropriate Technical Bulletins and work with a Bluetooth system on a vehicle. 45

87 CHAPTER 20 Course Review Review Please take a moment to verify your address and then press OK. This action will allow a PDF to be compiled and sent directly to your . You may repeat this process for an additional address you want the results sent to. Post Assessment Goodbye 46