2010 JAGUAR XFR horn

Published: 11-May-2011
Anti-Theft - Active - Anti-Theft - Active - System Operation and Component Description
Description and Operation

Control Diagram

NOTE: A = Hardwired; N = Medium speed CAN; O = LIN bus



Item Description 1 Battery 2 Megafuse (250 amp) 3 RJB (rear junction box) 4 CJB (central junction box) 5 Vehicle horn 6 Keyless vehicle module

7 Central locking - Radio Frequency (RF) receiver 8 Engine compartment lid - latch mechanism 9 Passive sounder 10 Battery backed sounder 11 Alarm indicator 12 Instrument cluster 13 Start control unit 14 Luggage compartment lid - latch mechanism 15 Door latch mechanism - LH (left-hand) rear 16 Door latch mechanism - RH (right-hand) rear 17 Door latch mechanism - RH front 18 Door latch mechanism - LH front 19 Door module - LH rear 20 Door module - RH rear 21 Door module - RH front 22 Door module - LH front 23 Intrusion detection module


Anti-Theft - Active System Operation

The active anti-theft system is available with three different levels of vehicle protection depending on market specification:
Hinged panel sensing
Hinged panel and intrusion sensing
Hinged panel, intrusion and inclination sensing.
The system is controlled by software in the CJB and RJB and indicates a trigger condition: Visually, using the direction indicators, and
Audibly, using the vehicle horn and either a passive or active sounder to indicate a trigger condition.

The passive sounder takes the form of an anti-theft disc horn located at the rear of the engine compartment on the LH side. The active sounder takes the form of a battery backed sounder located in the same position.

Depending on market specification, the battery backed sounder may be fitted with an inclination sensor. Both types of battery
backed sounder are visually identical and can only be identified by their part number. Both are also intelligent units, and
communicate to the CJB over a LIN (local interconnect network) bus connection.

Monitoring of the hinged panels is carried out using switches located in each door latch assembly, the engine-compartment-lid
latch assembly, and the luggage-compartment-lid latch assembly. The condition of the switches is monitored by the CJB.

Monitoring of front door lock status is carried out using switches located in the door latch mechanisms. The condition of the
switches is monitored by the front door modules and transmitted to the CJB over the medium speed CAN (controller area
network) bus.

Monitoring of the cabin interior is carried out using an intrusion detection module mounted behind the roof console. The
intrusion detection module comprises an ultrasonic sound wave sensor to determine if there is movement within the cabin.
Information from the intrusion detection module is communicated to the CJB over a LIN bus connection.
CAUTIONS:

The intrusion detection module electrical connections, particularly those to the sensors mounted in the roof console, are
very delicate and must be handled with care.


The intrusion detection module is an electro-statically sensitive part and should only be handled in an electro-statically
controlled environment.
When armed, the active anti-theft system can be triggered in one of the following ways:
A door ajar switch indicates a door has been opened.
The engine compartment lid or luggage compartment lid ajar switches indicate that either has been opened.
Either front door latch mechanism indicates a door has been unlocked.
The emergency key blade is used to open either the LH front door or luggage compartment.
The CJB or RJB are disconnected (this may result in only a partial trigger).
An attempt is made to start the engine without a valid signal from the Smart Key.
Refer to: Anti-Theft - Passive (419-01B Anti-Theft - Passive, Description and Operation).

The battery backed sounder is disconnected (partial trigger only).
The vehicle battery is disconnected on a vehicle fitted with a battery backed sounder (partial trigger only).
The inclination sensor detects a change in vehicle attitude.
The intrusion detection module detects movement within the cabin.



Door Modules Component Description

The door modules provide the interface between the door latch-motors, the door latch-switches and the CJB. The door modules
provide door switch status information and enable the door latch-motors on request from the CJB or the keyless vehicle
module.

Keyless Vehicle Module

The keyless vehicle module interfaces with the Central locking, Radio Frequency (RF) receiver and collects RF signal information
which is transmitted from the Smart Key. This information is translated into commands which are passed on the medium speed
CAN bus to the:

CJB,
RJB,
door modules, and
instrument cluster.
The keyless vehicle module also monitors:
2 interior antennae,
1 luggage compartment antenna,
a rear bumper antenna, and
4 door handle antennae if the passive entry system is fitted.

On vehicles with passive entry, the additional fast latch motors are controlled via the keyless vehicle module and the locking
status is passed to the CJB on the medium speed CAN bus.

Instrument Cluster

The instrument cluster controls the alarm indicator, and in conjunction with the ECM (engine control module), the engine
immobilization. The ECM controls the engine crank and fuel functions and the instrument cluster processes the valid
transponder information.

Alarm Indicator

The alarm indicator is a LED (light emitting diode) located in the body of the sunload/light sensor. When the ignition is off the
indicator gives a visual indication of the active anti-theft system to show if the alarm system is active or not active. Operation
of the alarm indicator is controlled by the instrument cluster which varies the flash rate of the LED to indicate the system
status of the alarm and the immobilization systems.

When the ignition is on, the indicator provides a visual indication of the status of the passive anti-theft (engine
immobilization) system. If the immobilization system is operating correctly, the LED will be illuminated for 3 seconds at
ignition on and then extinguish. If a fault exists in the immobilization system, the LED will be either permanently illuminated
or flashing for 60 seconds. This indicates that a fault exists and fault code has been recorded. After the 60 second period the
LED will flash at different frequencies which indicate the nature of the fault.
Refer to: Anti-Theft - Passive (419-01B Anti-Theft - Passive, Description and Operation).
Passive Anti-Theft Horn

The passive anti-theft horn is hardwired to the CJB which activates the horn when the alarm is triggered.

Battery Backed Sounder

Operation of the battery backed sounder is controlled by the CJB on the LIN bus. The sounder is also connected with a
permanent battery supply via the CJB. An integral, rechargeable battery powers the sounder if the battery power supply from
the CJB is interrupted.

Dependant on vehicle, a incitation sensor is incorporated into the battery backed sounder, to monitor vehicle attitude, see
Inclination Sensor.

Inclination Sensor

The CJB monitors the inclination sensor and will activate the alarm system if the vehicle is being raised.

Intrusion Detection Module

The intrusion detection module comprises an ultrasonic sound wave sensor which monitors the vehicle's interior.

The intrusion detection module is activated with volumetric mode which in turn is enabled when the vehicle is double locked.
The vehicle can be locked and alarmed with the module de-activated if a pet is to be left in the vehicle for example by single-

Anti-Theft - Active - Anti-Theft - Active
Diagnosis and Testing

Principles of Operation Published: 26-Feb-2014

For a detailed description of the anti-theft - active system, refer to the relevant Description and Operation sections in the
workshop manual. REFER to: (419-01A Anti-Theft - Active)

Anti-Theft - Active (Description and Operation), Anti-Theft - Active (Description and Operation), Anti-Theft - Active (Description and Operation).
Inspection and Verification


CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle.
1. Verify the customer concern.
2. Visually inspect for obvious signs of damage and system integrity.

Visual Inspection
Mechanical Electrical
Door latch micro switches
Hood ajar switch
Passive anti-theft alarm horn (if installed)
Battery backed sounder (if installed) or battery backed sounder with tilt sensor (if
installed)
Vehicle horns
Fuse(s)
Electrical
connector(s)
Wiring Harness
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to
the next step.

4. If the cause is not visually evident, check for Diagnostic Trouble Codes (DTCs) and refer to the relevant DTC Index. For
additional diagnosis and testing information, refer to the relevant Diagnosis and Testing section in the workshop
manual
REFER to: Remote Keyless Entry (RKE) Module (419-10 Multifunction Electronic Modules, Diagnosis and Testing).
DTC Index


CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does not
guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor vehicle
NOTES:


If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior to
the installation of a new module/component.


Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the scan
tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional information
read by the manufacturer approved diagnostic system).


When performing electrical voltage or resistance tests, always use a digital multimeter (DMM) accurate to three decimal
places, and with an up-to-date calibration certificate. When testing resistance, always take the resistance of the DMM leads
into account.


Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.


Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.


If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may be the
cause. Always check for loose connections and corroded terminals.

5. Release the pedestrian protection actuator bracket.
6. Remove the anti-theft alarm horn.














Installation

1. Install is the reverse of removal.
Tighten to 7 Nm.

and the safety belt buckle sensor. Based on this data, the RCM decides which level of airbag module deployment is required and forwards the information to the second area, the deployment handler.

The deployment handler evaluates the status of the seat track position sensor and safety belt buckle sensors before a decision
is made about which restraints should finally be deployed.

Data from the side crash sensors is used by the RCM in conjunction with acceleration data from the RCM internal accelerometer to make a deployment decision. The RCM processes the acceleration data and subject to an impact being of high enough severity, decides whether the side airbag module should be deployed.

On board testing of the airbag modules, front safety belt pretensioner firing circuits, warning indicator circuits and module
status (the crash and side impact sensors perform basic self-tests) is performed by the RCM together with the storing of fault codes.

The RCM drives the SRS indicator on the instrument pack via a CAN signal. If the warning lamp fails, a fault code is recorded and a warning tone is sounded in place of the lamp if a further fault occurs. It also provides a temporary back-up power supply
to operate the airbag modules in the event that in crash conditions, the battery supply is lost. In the event of a crash, it
records certain data which can be accessed via the diagnostic connector.

A safing sensor in the RCM provides confirmation of an impact to verify if airbag and pretensioner activation is necessary. A roll-over sensor monitors the lateral attitude of the vehicle. Various firing strategies are employed by the RCM to ensure that during an accident only the appropriate airbags and pretensioners are fired. The firing strategy used also depends on the
inputs from the safety belt switches and the occupant monitoring system.

An energy reserve in the RCM ensures there is always a minimum of 150 milliseconds of stored energy available if the power supply from the ignition switch is disrupted during a crash. The stored energy is sufficient to produce firing signals for the
driver airbag, the passenger airbag and the safety belt pretensioners.

When the ignition is switched on, the RCM performs a self-test and then performs cyclical monitoring of the system. If a fault is detected the RCM stores a related fault code and illuminates the airbag warning indicator. The faults can be retrieved by the recommended Jaguar diagnostic tool over the CAN bus. If a fault that could cause a false fire signal is detected, the RCM disables the respective firing circuit, and keeps it disabled during a crash event.

Clock Spring



The clockspring is installed on the steering column to provide the electrical interface between the fixed wiring harness of the
steering column and the components that rotate with the steering wheel, i.e. the driver airbag, the horn and the steering
wheel switch packs.

The clockspring consists of a plastic cassette which incorporates an outer cover fixed to the steering column and an inner rotor
which turns with the steering wheel. Four securing lugs attach the cover to the multifunction switch on the steering column.
The rotor is keyed to the steering wheel by a drive peg. A lug on the underside of the rotor operates the self-cancelling feature
of the turn signal indicator switch. A ribbon lead, threaded on rollers in the rotor, links two connectors on the cover to two
connectors on the rotor. Link leads for the driver airbag are installed in one of the connectors on the rotor.

To prevent damage to the ribbon lead, both the steering and the clockspring must be centralized when removing and installing
the clockspring or the steering wheel. The clockspring is centralized when the drive peg is at six o'clock and 50 - 100% of a
yellow wheel is visible in the viewing window.

Replacement clocksprings are fitted with a stopper, which locks the cover to the rotor, in the central position. The stopper must
be broken off when the replacement clockspring is installed.