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1. Conventional digital pace management system
The normal tools standard digital pace management system consists of the next main elements:
- Antilock Brake Module – An Antilock Brake Module (ABM) (also referred to as Controller Antilock Brake/CAB or the Electronic Stability Control/ESC module) is positioned on the antilock brake Hydraulic Control Unit (HCU) within the engine compartment.
- Brake Lamp Switch – The brake (also referred to as cease) lamp change is positioned on the brake pedal help bracket underneath the driving force facet of the instrument panel.
- ElectroMechanical Instrument Cluster – A CRUISE indicator is positioned within the fastened phase show of the ElectroMechanical Instrument Cluster (EMIC) (also referred to as the Cab Compartment Node/CCN) that gives a sign to the car operator when the pace management system is turned ON.
- Powertrain Control Module – The Powertrain Control Module (PCM) in the proper entrance nook of the engine compartment accommodates the software program and {hardware} that displays the entire pace management system inputs and controls the entire pace management system outputs.
- Speed Control Switches – A pace management change pod containing 4 momentary change push buttons is positioned in the proper horizontal spoke of the steering wheel.
- Steering Control Module – A Steering Control Module (SCM) is integral to the Steering Column Control Module (SCCM) positioned on the prime of the steering column slightly below the steering wheel.
- Wheel Speed Sensors – A wheel pace sensor is positioned on the knuckle of every entrance and rear wheel.
The ABM, the EMIC, the PCM and the SCM every include a microprocessor and programming that permit them to speak with one another utilizing the Controller Area Network (CAN) knowledge bus. This methodology of communication is utilized by the SCM to relay the standing of the pace management switches to the PCM, and by the PCM for management of the CRUISE indicator within the EMIC.
Hard wired circuitry connects the traditional digital pace management system elements to {the electrical} system of the car. These arduous wired circuits are integral to a number of wire harnesses, that are routed all through the car and retained by many various strategies. These circuits could also be linked to one another, to the car electrical system and to the pace management system elements by using a mixture of soldered splices, splice block connectors, and plenty of several types of wire harness terminal connectors and insulators. Refer to the suitable wiring info. The wiring info consists of wiring diagrams, correct wire and connector restore procedures, additional particulars on wire harness routing and retention, in addition to pin-out and placement views for the assorted wire harness connectors, splices and grounds.
Operation – standard pace management
The car operator controls all standard pace management system options by the pace management change pod on the face of the proper horizontal spoke of the steering wheel. When a push button of the change pod is depressed, it gives a tough wired resistor multiplexed analog enter to the Steering Control Module (SCM).
The SCM reads the pace management change enter by way of LIN, then relays an digital pace management change standing message to the Powertrain Control Module (PCM) over the Controller Area Network (CAN) C knowledge bus. The PCM software program frequently displays these inputs in addition to digital car distance message inputs from the Antilock Brake Module (ABM) (also referred to as the Controller Antilock Brake/CAB, the Electronic Stability Control/ESC module or the Antilock Brake System/ABS module) and quite a few arduous wired inputs together with the brake (or cease) lamp change, then gives the suitable electronic mail and arduous wired outputs to invoke the requested digital pace management options.
The PCM microprocessor constantly displays the entire pace management system electrical circuits to find out the system readiness. If the PCM detects a monitored system fault, it units and shops a Diagnostic Trouble Code (DTC). The PCM makes use of On-Board Diagnostics (OBD) and may talk with different digital modules within the car in addition to with the diagnostic scan instrument utilizing the CAN knowledge bus. This methodology of communication is used for management of the Malfunction Indicator Lamp (MIL) (also referred to as the Check Engine lamp) within the ElectroMechanical Instrument Cluster (EMIC) (also referred to as the Cab Compartment Node/CCN) and for system analysis and testing by the 16-way knowledge hyperlink connector positioned on the driving force facet decrease fringe of the instrument panel.
If the ECM/PCM detects a fault on one of many following programs, it is going to disable the cruise management system. The ECM/PCM will retailer an acceptable DTC.
- Engine Speed Sensor
- Sensor or actuators of the electrical throttle (just for gasoline engines)
- Accelerator Pedal Potentiometer (APP Sensor)
- Brake Pedal Position
- Clutch Switch rationality
- Engine Load sensor (just for gasoline engines)
- Ignition Coils (just for gasoline engines)
- Fuel Injectors
- High strain system elements (just for GDI and Diesel engines)
- Turbo sensors or actuators.
The arduous wired inputs and outputs for the PCM could also be identified utilizing standard diagnostic instruments and procedures. Refer to the suitable wiring info. However, standard diagnostic strategies won’t show conclusive within the analysis of the PCM or the digital controls or communication between different modules and units that present options of the traditional pace management system. The most dependable, environment friendly, and correct means to diagnose the PCM or the digital controls and communication associated to hurry management system operation requires using a diagnostic scan instrument. Refer to the suitable diagnostic info.
2. Adaptive digital pace management system (aka Adaptive Cruise Control)
The non-compulsory tools adaptive digital pace management system consists of the next main elements:
- Adaptive Speed Control Module – An adaptive pace management sensor (also referred to as the Adaptive Cruise Control/ACC sensor or module and the radar sensor or module) is positioned on a bracket secured close to the middle of the underside of the entrance bumper help member of the Front End Module (FEM) behind the entrance fascia.
- Antilock Brake Module – An Antilock Brake Module (ABM) (also referred to as Controller Antilock Brake/CAB or the Electronic Stability Control/ESC module) is positioned on the antilock brake Hydraulic Control Unit (HCU) within the engine compartment.
- Brake Lamp Switch – The brake (also referred to as cease) lamp change is positioned on the brake pedal help bracket underneath the driving force facet of the instrument panel.
- ElectroMechanical Instrument Cluster – A CRUISE indicator is positioned within the fastened phase show of the ElectroMechanical Instrument Cluster (EMIC) (also referred to as the Cab Compartment Node/CCN) that gives a sign to the car operator when the pace management system is turned ON.
- Electronic Vehicle Information Center – The Electronic Vehicle Information Center (EVIC) is positioned within the ElectroMechanical Instrument Cluster (EMIC) (also referred to as the Cab Compartment Node/CCN) and gives an interface to the car operator for setting the adaptive pace management buyer preferences in addition to a show of the adaptive pace management and Forward Collision Warning (FCW) system standing messages.
- Forward Facing Camera – The Forward Facing Camera (FFC) is positioned contained in the Combined Rear View Mirror Module (CRVMM) housing meeting. The FFC gives enter for knowledge fusion functions permitting the ACC sensor radar knowledge to be redundancy checked.
- Powertrain Control Module – The Powertrain Control Module (PCM) positioned in the proper entrance nook of the engine compartment accommodates the software program and {hardware} that displays the entire pace management system inputs and controls the entire pace management system outputs.
- Speed Control Switches – A pace management change pod containing six momentary change push buttons is positioned in the proper horizontal spoke of the steering wheel.
- Steering Control Module – A Steering Control Module (SCM) is integral to the Steering Column Control Module (SCCM) positioned on the prime of the steering column slightly below the steering wheel.
- Wheel Speed Sensors – A wheel pace sensor is positioned on the knuckle of every entrance and rear wheel.
Functional Overview
The non-compulsory ACC Plus (ACC +) system (also referred to as ACC Stop and Go) has performance past that of Normal Cruise Control and Adaptive Cruise Control. This system has the performance of the cruise management system of sustaining a driver outlined Set Speed with out the driving force needing to press the throttle. This system additionally has the performance of the common ACC system of accelerating and lowering the car pace based mostly on course automobiles shifting slower than the ACC Set Speed. Beyond the performance of the common ACC system, this method affords a bigger operational pace vary, which constitutes of speeds from 0 mph to a configurable higher certain. If a goal car involves a standstill, the ACC+ system will even convey the ACC+ host car to a cease, and can hold the car at a standstill for an undetermined time frame by first making use of the brakes, and after the brakes time-out, cancelling the ACC+ system and making use of the Electronic Park Brake (EPB). The ACC with cease and go system will even incorporate Forward Collision Warning-Plus (FCW). With grade braking, the transmission will mechanically downshift to keep up chosen car pace and distance, stopping overheating of brakes.
The ACC sensor, the FFC, the ABM, the EMIC, the EVIC, the PCM and the SCM every include a microprocessor and programming that permit them to speak with one another utilizing the Controller Area Network (CAN) knowledge bus. This methodology of communication is utilized by the ACC module to supply inputs to the ABM, the EVIC and the PCM. This can be is utilized by the ABM to supply inputs to the PCM, by the SCM to relay the standing of the pace management switches to the PCM and by the PCM for management of the symptoms within the EMIC and the indications within the EVIC.
The ACC with cease and go system used additionally incorporates grade braking and Forward Collision Warning-Plus (FCW). With grade braking, the transmission will mechanically downshift to keep up chosen car pace and distance, stopping overheating of brakes.
Hard wired circuitry connects the adaptive digital pace management system elements to {the electrical} system of the car. These arduous wired circuits are integral to a number of wire harnesses, that are routed all through the car and retained by many various strategies. These circuits could also be linked to one another, to the car electrical system and to the pace management system elements by using a mixture of soldered splices, splice block connectors, and plenty of several types of wire harness terminal connectors and insulators. Refer to the suitable wiring info. The wiring info consists of wiring diagrams, correct wire and connector restore procedures, additional particulars on wire harness routing and retention, in addition to pin-out and placement views for the assorted wire harness connectors, splices and grounds.
Forward Facing Camera
The Forward Facing Camera Module (FFC) is a stand-alone monocular digital camera mounted to the within inside of the entrance windshield, throughout the Combined Rear View Mirror Module (CRVMM) housing, that captures and processes video photos.
The digital camera performs the next features:
- Automatic High Beam Control (AHBC) – Based on ambient conditions, the AHBC characteristic will management the car high-beam headlights mechanically, relieving the driving force of the handbook operation of the excessive beam headlights. The AHBC characteristic mechanically turns off the excessive beams when there may be oncoming visitors, previous visitors, presence of a village, excessive ambient lighting as a consequence of a city or twilight/nightfall, when the car driving pace to low, delay and fog.
- Object detection for supporting knowledge fusion (ACC+) – The FFC acts as a secondary radar for the ACC system. The digital camera gives extra object, lane and environmental situations for knowledge fusion. The FFC will even carry out redundancy checks with the ACC grasp radar to confirm correct detection.
- Forward Collision Warning Plus (FCW+) – The FFC at the side of the radar sensor is used to detect whether or not the car is approaching one other car or giant impediment in its path too quickly and can warn/help the driving force in avoiding/mitigating the incident (when enabled). The driver has the power to regulate the sensitivity and switch brake help on or off within the radio.
Operation – Adaptive pace management
The car operator controls all adaptive pace management system (ACC) options by the pace management change pod on the face of the proper horizontal spoke of the steering wheel. When a push button of the change pod is depressed, it gives a tough wired resistor multiplexed analog enter to the Steering Control Module (SCM).
The SCM reads the pace management change enter, then relays an digital pace management change standing message to the Powertrain Control Module (PCM) and to the adaptive pace management sensor (also referred to as the Adaptive Cruise Control/ACC sensor or module, or because the radar sensor or module) over the Controller Area Network (CAN) knowledge bus. The PCM and ACC sensor microprocessors frequently monitor these inputs in addition to digital wheel pace message inputs from the Antilock Brake Module (ABM) (also referred to as the Controller Antilock Brake/CAB, the Electronic Stability Control/ESC module or the Antilock Brake System/ABS module), digital gear selector message inputs from the Transmission Control Module TCM, video knowledge from the Forward Facing Camera (FFC) and quite a few arduous wired inputs together with the brake (or cease) lamp change, then gives the suitable electronic mail and arduous wired outputs to invoke the requested digital pace management options.
Using the MODE push button of the pace management change pod on the face of the proper horizontal spoke of the steering wheel, the car operator can select between adaptive pace management and traditional pace management modes of operation. As the identify implies, when within the standard pace management mode the pace management system is used and features precisely like a traditional pace management system. When within the adaptive pace management mode, the car operator can use the DISTANCE push button of the pace management change pod to pick out from certainly one of three distance settings for the adaptive cruise system to keep up. These settings equate to the time in seconds separating the car from a previous car. The FFC and the ACC sensor share a non-public bus permitting knowledge fusion to happen throughout the ACC sensor. The ACC sensor then makes use of this info to ship electronic mail outputs to the ABM, the TCM and the PCM to keep up the chosen separation distance.
The obtainable distance settings are:
1 – 1.0 second
2 – 1.5 seconds
3 – 2.0 seconds
If the ECM/PCM detects a fault on one of many following programs, it is going to disable the cruise management system. The ECM/PCM will retailer an acceptable DTC.
- Engine Speed Sensor
- Sensor or actuators of the electrical throttle (just for gasoline engines)
- Accelerator Pedal Potentiometer (APP Sensor)
- Brake Pedal Position
- Clutch Switch rationality
- Engine Load sensor (just for gasoline engines)
- Ignition Coils (just for gasoline engines)
- Fuel Injectors
- High strain system elements (just for GDI and Diesel engines)
- Turbo sensors or actuators.
The PCM and ACC sensor microprocessors constantly monitor the entire pace management system electrical circuits to find out the system readiness and accuracy. If the PCM or ACC sensor detects a monitored system fault, it units and shops a Diagnostic Trouble Code (DTC). The PCM and ACC elements use On-Board Diagnostics (OBD) and may talk with different digital modules within the car in addition to with the diagnostic scan instrument utilizing the CAN knowledge bus. This methodology of communication is used for management of the Malfunction Indicator Lamp (MIL) (also referred to as the Check Engine lamp) within the ElectroMechanical Instrument Cluster (EMIC) (also referred to as the Cab Compartment Node/CCN) and for system analysis and testing by the 16-way knowledge hyperlink connector positioned on the driving force facet decrease fringe of the instrument panel.
The arduous wired inputs and outputs for the PCM and the ACC sensor could also be identified utilizing standard diagnostic instruments and procedures. Refer to the suitable wiring info. However, standard diagnostic strategies won’t show conclusive within the analysis of the PCM, the ACC sensor or the digital controls or communication between different modules and units that present options of the adaptive pace management system. The most dependable, environment friendly, and correct means to diagnose the PCM, the ACC sensor or the digital controls and communication associated to hurry management system operation requires using a diagnostic scan instrument. Refer to the suitable diagnostic info.
NOTES:
Adaptive Cruise Control w/Stop is important for its capability to convey the car to an entire cease with out driver intervention in sure situations. Radar and video sensors determine the areas of automobiles touring forward of the 2014 Jeep Grand Cherokee. The sensors additionally assist make sure the automobiles are separated by a spot decided by the driving force. If the hole is dramatically breached, the ESC system can aggressively deploy the car’s brakes to have an effect on a full cease, even when the driving force by no means touches the brake pedal. To resume journey, the driving force want solely press a button on the steering wheel or faucet the accelerator pedal.
NOTES:
- Sales code “NH3”
- Mid-model 12 months introduction – On Grand Cherokee automobiles constructed beginning July 23, 2013 (besides SRT)
- Cannot be added/retrofitted to 2014 or prior mannequin 12 months automobiles that didn’t include the “Stop” characteristic
Speed management switches
The pace management change pod is positioned in the proper spoke of the steering wheel spoke bezel. Two completely different switches are used. One change has 5 buttons and is used on automobiles not geared up with the non-compulsory adaptive pace management (also referred to as the Adaptive Cruise Control/ACC) system. The different change has eight buttons and is used on automobiles geared up with the ACC system choice. These switches are the first management utilized by the car operator to handle the actual pace management system put in within the car. The solely seen elements of the change pod are the change push buttons and an ornamental bezel across the push buttons, which stands barely pleased with the steering wheel spoke bezel. The the rest of the change pod together with its mounting provisions and its electrical connection are hid beneath the spoke bezel. The change pod housing and push buttons are constructed of molded plastic. Each of the push buttons has white International Control and Display Symbol graphics or textual content utilized to it, which clearly determine the perform of every push button. The change pod is secured by three integral mounting tabs to mounting bosses on the again of the spoke bezel by three screws. A connector receptacle integral to the inboard finish of the change pod housing connects the pace management change and the Local Interface Network (LIN) slave node circuitry integral to the change pod to the car electrical system by a devoted take out and connector of the steering wheel wire harness. The pace management change pod can’t be adjusted or repaired. If any perform of the change or the LIN slave node is ineffective or broken, the complete change pod unit should be changed.
The pace management change pod is a resistor multiplexed unit that gives LIN bussed inputs to the Steering Control Module (SCM) microprocessor integral to the Steering Column Control Module (SCCM). The pace management change pod additionally accommodates the circuitry of a Local Interface Network (LIN) slave node, which gives supply present for and communicates the change or sensor states of the Electronic Vehicle Information Center (EVIC) switches, the distant radio switches, the paddle shifter switches (if geared up), the horn change and the heated steering wheel sensor (if geared up) over the LIN knowledge bus to the SCM, which is the LIN grasp node.
The pace management change pod for automobiles geared up with a traditional digital pace management system and never geared up with the non-compulsory adaptive pace management (also referred to as the Adaptive Cruise Control/ACC) system accommodates 4 change push buttons whose features are:
- On/Off – This change button allows or disables the pace management system and clears any earlier pace management set pace from system reminiscence.
- Resume / + – This change button restores the car to a beforehand saved set pace or accelerates the car from an already attained set pace.
- Cancel – This change button cancels the present pace management occasion, however doesn’t flip the system OFF or clear the at the moment saved set pace.
- Set / – – This change button units the present car pace because the saved set pace or decelerates (coasts) the car to a pace that’s slower than the already attained set pace.
The non-compulsory adaptive pace management change pod for automobiles geared up with the ACC system choice accommodates the identical 4 change push buttons as the traditional pace management change pod, then provides two buttons whose features are:
- Mode – This change button toggles the pace management system between adaptive (ACC) or standard (non-ACC) modes of operation.
- Distance Buttons – These change buttons choose the separation or following distance (in seconds) that the ACC system maintains between this car and any previous car.
The SCM LIN grasp node gives a clear floor and fused B(+) present for the entire switches and sensors on the rotating steering wheel by the LIN slave node circuitry of the pace management change pod in addition to for the Light Emitting Diode (LED) again lighting of each the pace management and the EVIC change pods. The SCM frequently displays the entire arduous wired pace management change circuits in addition to the LIN bus knowledge. The SCM will set a Diagnostic Trouble Code (DTC) for any downside it detects within the pace management change circuits, and can retailer a Signal Not Available (SNA) code for any LIN bus enter errors. The SCM additionally communicates with different digital modules over the Controller Area Network (CAN) knowledge bus. Therefore, any SCM DTC info may be retrieved utilizing a diagnostic scan instrument linked to the Data Link Connector (DLC).
The analog resistor multiplexed circuits of the pace management change pod in addition to the arduous wired circuits between the change pod and the SCM could also be identified utilizing standard diagnostic instruments and procedures. Refer to the suitable wiring info. The wiring info consists of wiring diagrams, correct wire and connector restore procedures, particulars of wire harness routing and retention, connector pin-out info and placement views for the assorted wire harness connectors, splices and grounds.
However, standard diagnostic strategies won’t show conclusive within the analysis of the LIN slave or grasp nodes, the SCM, the SCCM or the digital controls and communication between modules and different units that present some options of the pace management system. The most dependable, environment friendly, and correct means to diagnose the pace management change pod, the LIN slave or grasp nodes, the SCM or the digital controls and communication associated to hurry management system operation requires using a diagnostic scan instrument. Refer to the suitable diagnostic info.
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