2011 FORD KUGA CAN BUS

Description
Item
Control module for mobile electronic
auxiliary equipmentRefertoComponentDescription:(page
415-01-18)
1
DVD navigation system with touchscreen
2
Radio remote controlRefertoComponentDescription:(page
415-01-9)
3 Description
Item
AUX portRefer to Component Description: USB
port/AUXsocket(page 415-01-9)
4
Speakers
5
Microphone.
6
USB jackRefer to Component Description: USB
port/AUXsocket(page 415-01-19)
7
System Operation
Overview
NOTE: In order to prevent discharge of the battery,
if the vehicle is stationary, the Bluetooth mobile
phone and the voice control should only be used
for long periods when the engine is running.
NOTE: For certain mobile phones with the Symbian
operating system, a particular file must be installed
to allow full access to the telephone directory via
Bluetooth. This file is referred to as an SIS file and
can be downloaded from the Ford website. You
can obtain more detailed information from your
Ford dealer.
The system allows the driver to use a Bluetooth
equipped cellular phone handset through the
vehicles Information and Entertainment system.
A physical connection (adapter) between the phone
handset and the telephone control module is not
necessary and is therefore not available.
Communications between the two components are
purely Bluetooth. This can limit the available
functions dependant on the handset used.
The mobile phone system comprises the following
components:
• Control module for mobile electronic auxiliary equipment
• Microphone.
The control module for the mobile electronic
auxiliary equipment is connected to the
Infotainment system via the CAN bus and the audio
line. This enables audio and control signals to be
passed to and from the auxiliary equipment. The
mobile electronic auxiliary equipment control
module is equipped with a built-in Bluetooth
antenna.
Using Bluetooth it is possible to transfer audio files
from Bluetooth compatible storage media to the audio system and replay them (audio streaming).
This function will however only be available at a
later date.
Voice Control
Voice control makes it possible to operate the audio
system without the driver being distracted from the
traffic situation.
When the system is active, if the driver issues a
pre-defined order, the voice recognition system
converts this command into a control signal for the
various multimedia systems. The input can take
the form of dialogues or commands. The driver is
guided through the dialogues by announcements
or questions.
The following systems can be controlled using the
voice recognition system:
• Mobile phone
• Radio function
• CD player/CD changer
•
EATC (electronic automatic temperature control)
• DVD navigation system with touchscreen – Voice control via the mobile electronicauxiliary equipment control module is
unnecessary for the DVD navigation system
with touchscreen because this system has
its own integrated voice control function. G1055659en
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Information and Entertainment System
415-01-17
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The manual headlamp levelling system operates
with an electric motor which is controlled via a
rotary control in the instrument cluster.
Turn signals
The GEM switches the direction indicators and the
direction indicator side repeaters on.
The GEM sends a signal to the instrument cluster
via the CAN (controller area network) bus to switch
on the relevant turn indicator and the acoustic
signal.
The signals from the hazard flasher switch and
from the multifunction switch are transmitted to the
GEM via a wiring connection.
Combined rain sensor/light sensor
The ambient light sensor determines the general
light intensity.
For this purpose, it detects the light over as wide
an angle as possible, without taking the direction
of incidence into account.
The front light sensor determines the light intensity
directly in front of the vehicle.
If both the ambient light sensor and the front light
sensor detect a sudden reduction in light intensity
at the same time, then an algorithm-based
calculation is used to determine the fact that the
vehicle has entered a tunnel, a multi-storey car
park or a long underpass.
In this case the request for switching on the
external lighting and the indicator in the instrument
cluster is transmitted to the GEM.
If the vehicle enters into the shade thrown by a
large truck, the two sensors will register different
light intensities.. In this case, the algorithm-based
calculation will not result in the lights being
switched on.
The GEM incorporates a stepped switch-off of the
dipped beam headlamps, side lamps, license plate
illumination and the instrument cluster and
instrument panel illumination. If the ambient light
changes from dark to bright, the GEM first switches
off the low beams. The side lamps, license plate
lamps as well as the instrument cluster and
instrument panel illumination are switched off
approx. 6 seconds after the low beams have been
switched off.
Component Description
Combined rain sensor/light sensor
Description
Item
Lens1
Front light sensor
2
Ambient light sensor
3 G1079627en
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Exterior Lighting
417-01-11
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Description
Item
Medium speed CAN (controller area
network) bus (MS-CAN)
A
High speed CAN bus (HS-CAN)
B
LIN (local interconnect network) bus
C
Terminating resistors
Drive
DLC (data link connector)
E
GEMRefer to Component Description: ABS
(page ?)
1
Fuel fired booster heater /programmable
fuel fired booster heater
2
The EATC control module
3
Reversing camera module (RVC)
4
Parking aid module (PAM)
5
DDM6
Front driver's side switch unit
7
Driver's side RDM
8
PDM (Passenger Door Module)
9
Passenger side RDM
10
Audio unit/navigation unit
11
CD changer
12 Description
Item
Navigation system module - vehicles
equipped with DVD navigation system with
touch screen (not communicating with the
diagnostic unit)
13
Navigation system display - vehicles
equipped with DVD navigation system with
touch screen (not communicating with the
diagnostic unit)
14
Control module for electronic auxiliary
equipment (BVC)
15
RCM16
Keyless vehicle module (KVM)
17
Instrument Cluster
18
PCM19
Fuel additive system module.
20
ABS module or electronic stability program
module
21
Yaw rate sensor/lateral acceleration
sensor
22
Headlamp Leveling Module
23
All-wheel drive control unit
24
Electrohydraulic power steering module
25
System Operation
General
In a communications network (data bus system),
various modules of different systems are connected
to one another via one or several lines.
The data bus system is used exclusively for
transmitting data between the connected modules,
as well as between the connected modules and
the Ford diagnostic unit.
In a data bus system, complete data blocks are
transmitted instead of single on/off pulses. In
addition to the actual information, these data blocks
also contain data regarding the address of the
module to be addressed, the size of the data block
and information for monitoring the content of each
individual data block.
Data bus systems offer various advantages: • Simplified data transmission between the
modules due to a standardized protocol
• Fewer sensors and connectors
• Improved diagnostic options
• Lower costs
The DLC is connected to the various data bus
systems and to the power supply via the standard
16-pin GEM. The signal for the module
programming is also transferred via the DLC.
In a data bus system, if there is a break in one or
both lines or there is a short to ground or to voltage,
then communication between the modules and
with the Ford diagnostic unit is disturbed or is no
longer possible at all.
In order to be able to establish communication with
one another, the modules of the individual systems G1030779en
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must use the same language. This language is
called a protocol.
At present, Ford uses three different data bus
systems. Depending upon model and equipment
level, all three data bus systems are used. Each
of these data bus systems has its own protocol.
Data bus systems
ISO 9141 bus
The International Organisation for Standardisation
ISO 9141 bus. This consists of a single wire and
is used exclusively for communication between the
modules and the Ford diagnostic unit. The fault
memories of the various modules are read out via
the ISO 9141 bus.
Local Interconnect Network (LIN) bus
The LIN bus is a standard specifically designed for
cost-effective communication between intelligent
sensors and actuators in vehicles. The LIN control
unit subnet is used in every situation where the
bandwidth and versatility of CAN is not needed.
The LIN specification comprises the LIN protocol,
a standard format for describing a complete LIN
and the interface between an LIN and the
application. An LIN comprises a LIN master and
one or more LIN slaves. The LIN utilizes the
master/slave principle for the purpose of bus
access control. This has the significant advantage
that few resources (CPU performance, ROM, RAM)
are required for bus management in the slave
module. The master is implemented in a control
module or a gateway which has the necessary
resources. All communication is initiated by the
master. Consequently, a message always consists
of a header, which is generated by the master, and
a response from the slave. The data transfer rate
is in the region of up to 20 Kbit/s. The LIN master
knows the time sequence of all data which are to
be transmitted. These data are transmitted by the
corresponding LIN slaves (e.g. ultrasonic sensors)
if they are requested to do so by the LIN master.
LIN is a single-wire bus, i.e. the data are
transmitted in the cable via one wire. Usually the
same cable is also used to provide the supply
voltage. The ground connection of the supply
voltage also acts as the ground connection of the
data transmission. An LIN does not use a
terminating resistor.
Controller Area Network (CAN) bus
This consists of two twisted wires and operates
serially (data is transmitted sequentially). It is used
for communication between the modules
themselves and between the modules and the Ford
diagnostic unit. The modules are connected to the
data bus in parallel. New modules can be
incorporated easily, without modifying the other
wiring or modules. The transmitted data is received
by every module connected to the control unit
network (CAN). As each data packet has an
identifier (label), in which the priority of the
message is determined as well as the content
identification, each module can detect whether or
not the data is relevant for its own information
processing. This enables several modules to be
addressed with a particular data packet and
supplied with data simultaneously. For this
purpose, it is ensured that important data (for
example from the ABS) is transmitted first. The
other modules are only able to submit their data to
the data bus after the high-priority messages have
been received.
The advantages of the CAN bus are:
• Minimization of wiring requirements
•
High degree of error protection (fault / fail-proof)
• Robustness
• Good extendibility
• Prioritization of messages
• Inexpensive
• Automatic repetition of faulty messages
• Independent system monitoring and the ability to disconnect faulty modules from the data bus
automatically
Due to the increased number of modules and the
resulting continued increase in data transfer, two
different CAN bus systems are used. Essentially,
they only differ in terms of their data transmission
rates and application areas.
To be able to distinguish between the individual
CAN bus systems, the CAN bus system with the
high transfer speed is called the high speed CAN
bus (HS-CAN). The data are transmitted at a baud
rate of 500 kB/s.
The CAN bus system with the medium transfer
speed is called the medium speed CAN bus
(MS-CAN) and is mainly used for communication
in the comfort electronics or the multimedia system.
The data are transmitted at a baud rate of 125 kB/s.
An interface (gateway) is used to exchange data
between the HS-CAN and the MS-CAN. This
provides the connection between the three CAN
databus systems and is installed in the GEM and
in the electronic instrument cluster. The number of
modules which are connected to the three databus G1030779en
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Module Communications Network
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systems depends on the equipment level of the
vehicle.
In order to guarantee a high degree of error
protection, two 120 Ohm terminating resistors are
installed in the CAN. These are integrated in the
first module connected to the CAN and in the last
module connected to the CAN respectively and
are used for suppression as well as the elimination
of voltage peaks. In order to ensure correct
functioning of the data bus system, the modules
must always be connected with an integral
terminating resistor. In order to enable
communication between the modules on the
HS-CAN and the modules on the MS-CAN, one
module is connected to both data bus systems.
The connection of both data bus systems is
designated as a gateway. In this gateway, the
received data is converted to the transmission rate
required for the relevant data bus and is
transmitted. This ensures an optimal distribution
of information between both data bus systems.
Component Description
ABS
The GEM is integrated in the CJB (central junction
box) and cannot be replaced as a separate unit.
G1030779en
2008.50 Kuga 8/2011 418-00-8
Module Communications Network
418-00-8
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Description
Item
High speed CAN (controller area network)
bus (HS-CAN)
1
DLC (data link connector)
2
Medium speed CAN bus (MS-CAN)
3
Instrument cluster (gateway)
4
GEM5
Hood contact switch
6
Folding rear window contact switch
7
Liftgate contact switch
8
Door ajar switch in all four doors
9
Switch for deactivation of interior scanning
sensors (right-hand drive vehicles)
10
Interior scanning sensorsRefer to Component Description: (page
?)
11 Description
Item
Driver's door set/reset switch
12
Driver's door door module
13
Keyless vehicle module (KVM)
14
RF receiver
15
Radio remote control
16
Anti-theft alarm system signal horn
(left-hand drive vehicles)
17
Anti-theft alarm system horn with
integrated battery (right-hand drive
vehicles)Refer to Component Description:
Anti-theft alarm horn with integral battery
(page ?)
18
Hazard warning lights
19
System Operation
Anti-theft warning system
Three anti-theft alarm systems are available,
depending on the market and model version:
• The system with perimeter monitoring detects whenever the doors, the hood, the folding rear
window and the liftgate are opened.
• The system with perimeter and interior monitoring in addition detects unauthorised
access, for example, through a broken window.
• A Thatcham category I anti-theft alarm system (mainly for the British market) is fitted with a
horn that has its own battery power supply; it
also uses slightly different detection strategies.
The anti-theft alarm system outputs an acoustic
and visual signal if unauthorised persons attempt
to gain access to the vehicle.
As a visual warning, the system switches on the
hazard warning lights, whilst the acoustic warning
is done with the anti-theft alarm system horn or the
horn with its own battery power supply.
When the ignition is switched off, the anti-theft
alarm system is activated 20 seconds after any
latch is activated, i.e. the hood, all doors, the
folding rear window and the liftgate are alarmed,
provided that they are fully closed. If the hood, one of the doors, the folding rear
window or the liftgate is not completely closed, it
can be opened without the alarm being triggered
since the system was not activated.
The anti-theft alarm system can be switched off by
unlocking the vehicle either via the remote controls
or the door lock.
NOTE:
To switch off the alarm on a Thatcham
category I anti-theft alarm system, the ignition must
be switched on within 12 seconds of the door being
unlocked with the key.
If the folding rear window or the liftgate is opened
via the remote control, the anti-theft alarm system
blocks the trigger for the alarm system or the
interior monitoring (if fitted) for 20 seconds after
closing.
NOTE: If a window is not fully closed, there is a
risk that a false alarm will be triggered. G1065780en
2008.50 Kuga 8/2011 419-01A-6
Anti-Theft - Active
419-01A-6
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Description
Item
HS CAN
1
DLC2
MS CAN
3
Instrument cluster (gateway)
4
Front windshield wiper motors
5
GEM6
Rear window wiper motors
7
Indicator/heated windshield
8
Indicator/heated rear window
9 Description
Item
Mini-liftgate latch motor
10
Liftgate latch motor
11
Electric booster Heater
12
Front wiper windscreen washer pump
13
Rear wiper windscreen washer pump
14
Headlamp
15
Courtesy Lighting
16
Alarm horn
17
System Operation
GEM.
The following functions are controlled or performed
by the GEM at a battery voltage of between 9 and
16 volts:
• Current distribution
• Battery charging (Smart Charge)
• Ignition overload protection
• Headlamp switch-off delay
• Turn signals
• Interior lighting
• Heated windscreen
• Heated rear window and heated external mirrors
• Ambient air temperature
• Brake fluid level
• Automatic headlamps
• Combined rain sensor/light sensor
• Windshield wash/wipe system
• Speed control – reads the speed control switches andtransmits signals on the CAN data bus
• central door locking – transmits signals on the CAN data bus
• Anti-theft
• Electric booster Heater
• Climate control
• Parking brake –(monitors the switch and transmits the signal
on the CAN data bus
• Communication via the medium-speed CAN data bus Component Description
Battery charging (Smart Charge)
In addition to the familiar functions, the Smart
Charge system also performs the following
functions:
•
Automatic deactivation of non-critical high power
electrical consumers when the battery voltage
is low in order to reduce the level of current
drawn.
• Automatic activation of non-critical high power electrical consumers when the battery voltage
is excessively high in order to protect
components which are sensitive to increased
voltages.
The battery charging current is optimized through
continuous calculation of the battery temperature
and monitoring of the alternator output voltage.
The alternator load is signaled to the PCM
(powertrain control module) in order to provide it
with an early indication when an electric component
is to be switched on or off, thereby also providing
information about imminent changes to the amount
of torque demanded by the alternator. By
evaluating this information the PCM is capable of
increasing the stability of the engine under idling.
The two remaining functions of the Smart Charge
system are controlled by the GEM. G1030788en
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Electrical consumers are switched off when the
battery voltage is low if the GEM determines (as a
result of the message received from the PCM on
the CAN bus via the instrument cluster) that the
battery voltage has dropped below the threshold
value.
When the threshold for low battery voltage is
reached the GEM switches off the following
consumers in this order at intervals of 5 seconds:
• Heated windscreen
• Heated rear window
• Electric booster Heater
• A/C system
If the battery voltage increases back above the
lower threshold then all of the consumers which
were previously switched off are reactivated by the
GEM.
Once the electric consumers have been reactivated
their status is "switched off", i.e. the consumers
are switched off and await an input signal provided
from the relevant switch via the GEM; this means
that the driver needs to switch these components
back on again.
Electrical consumers are switched on when the
battery voltage is excessively high if the GEM
determines that the battery voltage has increased
above the threshold for overvoltage and the
charging system warning indicator has come on.
When the threshold is reached the GEM switches
on the following consumers in this order at intervals
of 5 seconds:
• Heated windscreen
• Heated rear window
When these components are deactivated again
their status is "switched off". This means that the
consumers are waiting for an input signal provided
from the relevant switch via the GEM.
Ignition overload protection
The ignition overload protection intermittently
disconnects certain circuits in order to restrict the
current being drawn from the battery while the
starter motor is operating.
The position of the ignition switch is broadcast by
the instrument cluster on the medium speed CAN
bus.
The ignition overload protection relay which is
integrated in the battery junction box is activated
by the GEM if the message "ignition switch in
position III" is received from the instrument cluster.
All of the electric consumers controlled by the
ignition overload protection relay are then switched
off.
The following consumers (among others) are
controlled by the ignition overload protection relay:
• Fog lamps
• Windscreen/rear window wash/wipe systems
• Backup lamps
• Heated washer nozzles
• Heating blower motor
• Seat heating
Headlamp switch-off delay
The headlamp switch-off delay utilizes the low
beam together with the peripheral lights (if
equipped) to illuminate the area surrounding the
vehicle. The function is activated by operating the
high beam lever when the ignition switch is in the
"0" position.
After the last door has been closed, the function
remains active for a further 30 seconds and then
switches off automatically.
When a door or the tailgate is open, the switch-off
time is extended to 180 seconds. After the last door
has been closed, the switch-off time is reset to 30
seconds.
The headlamp switch-off delay can be deactivated
prematurely by operating the high beam lever again
or by switching on the ignition.
The switch-off time is adjusted to set values at the
factory and cannot be re-programmed using the
Ford diagnostic unit.
G1030788en
2008.50 Kuga 8/2011 419-10-7
Multifunction Electronic Modules
419-10-7
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