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Land Rover Body And Paint Air Bag And Safety Belt Rover Manual

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    							the ATCM also automatically sets the air source to
    recirculated air, blower speed to maximum and
    distribution to face. When maximum hot is selected,
    the ATCM also automatically sets the air source to
    fresh air, blower speed to maximum and distribution
    to footwell.
    •LH and RH Seat Heater Switches: Activates the
    heater elements in the seat cushion and seat back at
    one of two heat levels. The first press of the switch
    energizes the heater elements at the higher heat
    setting and illuminates two LED in the switch. A
    second press of the switch sets the heater elements
    to the lower heat setting and extinguishes one of the
    LEDs. A further press of the switch de-energizes
    the heater elements and extinguishes the second
    LED. The seat heaters remain on until selected off
    or the ignition is switched off.
    •Blower Switch: For manual adjustment of blower
    speed. The switch can rotate through 240°, from off
    to maximum speed. Eight primary detents define the
    off position and seven blower speeds. Minor detents
    define small steps between the primary detents.
    When blower speed is manually adjusted, amber
    LEDs in the switch surround illuminate to indicate
    the selected blower speed. The LEDs remain off
    when blower speed is under automatic control.
    •Automatic Mode Switch: Activates the automatic
    modes for the A/C system, blower speed and
    distribution. Separate amber LEDs in the automatic
    mode switch illuminate to show when the blower
    and the distribution are in automatic mode. Manually
    selecting the blower speed or a distribution switch
    extinguishes the related LED.
    •Programmed Defrost Switch: Activates a program
    that automatically selects: inlet air to fresh air;
    distribution to screen only; blower to speed 5; rear
    screen heater on; windshield heater on (where fitted),
    A/C system to automatic mode. An amber LED in
    the switch is illuminated while the defrost program
    is active.
    •Windshield Heater Switch: Energizes the
    windshield heater for a set time period, until the
    switch is pressed again or until the engine stops,
    whichever occurs first. An amber LED in the switch
    is illuminated while the heater is on.
    •Rear Window Heater Switch: Enabled only with
    the engine running. Pressing the switch energizes
    the rear window heater for a set time period, until
    the switch is pressed again or until the engine stops,
    whichever occurs first. An amber LED in the switch
    is illuminated while the heater is on.
    •Auxiliary Climate Control Switch: Cycles the
    auxiliary climate control system through the three
    operating states of manual mode, automatic mode
    and off. Two amber LEDs in the switch illuminate
    to indicate the operating state: one LED is
    illuminated for manual mode and two are illuminated
    for automatic mode.
    •Off Switch:Switches off all of the functions
    controlled by the ATCM (all tell-tale LEDs are
    extinguished). The temperature blend door is set to
    the full cold position (if the A/C system is in the
    automatic mode, if the A/C system is in the economy
    mode the current door position is retained); the air
    source is set to recirculation; the current distribution
    settings are retained; the blower speed is set to zero.
    Where fitted, the seat heater switches and the
    auxiliary climate control switch can still be operated
    without re-activating the ATCM. The ATCM is
    re-activated, with all functions in the previous
    operating state, by a second press of the off switch
    or by pressing the economy switch. The ATCM can
    also be re-activated, with the associated effect, by
    the following switches:
    •The automatic mode switch.
    •Any air distribution switch.
    •The blower switch.
    •The programmed defrost switch.
    •The recirculation switch.
    (G421238) Technical Training42
    Lesson 2 – ElectricalControl Components 
    						
    							•Economy Switch: Reduces the A/C compressor
    output to a minimum displacement condition x 5%,
    reducing the engine load required to operate the A/C
    compressor. An amber LED in the switch is
    illuminated when the economy mode is selected on.
    •Recirculation Switch: For selection of fresh or
    recirculated air. On models without pollution sensing,
    an amber LED in the switch is illuminated when
    recirculated air is selected. On models with pollution
    sensing, the recirculation switch incorporates two
    amber LED. The first press of the switch sets the
    recirculation flaps to automatic mode and illuminates
    one LED. A second press of the switch manually
    selects recirculated air and illuminates the second
    LED. A further press of the switch manually selects
    fresh air and extinguishes the two LED.
    •Distribution Switches (Windshield, Face and
    Footwell): For manual selection of air distribution
    in any combination of windshield, face and footwell
    outlets. Each switch has a LED which illuminates
    when the related distribution mode is selected.
    •
    Inputs and Outputs
    Four electrical connectors provide the interface between
    the ATCM and the vehicle wiring.
    The control system sensors provide hardwired inputs to
    the ATCM. The ATCM also uses the LIN bus to
    communicate with the auxiliary climate control system
    and the door motors in the heater assembly, and the
    medium speed CAN bus to communicate with other
    control modules on the vehicle.
    ATCM Harness Connectors
    NOTE: A = C1629; B = C1630; C = C2655; D = C2295
    Control ComponentsLesson 2 – Electrical
    43Technical Training (G421238) 
    						
    							ATCM Harness Connector C1629 Pin Details
    Input/OutputSystemDescriptionPin No.
    AutomaticManual
    OutputYesYesSensor 5V reference voltage (refri-
    gerant pressure, humidity, sunlight as
    applicable)
    1
    InputYesNoPollution sensor NOx signal2
    Input/OutputYesNoIn-vehicle temperature sensor signal3
    InputYesYesRefrigerant pressure sensor signal4
    InputYesNoSunlight sensor RH signal5
    OutputYesNoPollution sensor PWM signal6
    OutputYesYesBlower relay coil7
    ---Not used8
    Input/OutputYesYesMedium speed CAN bus low9
    Input/OutputYesYesMedium speed CAN bus high10
    OutputYesNoPollution sensor power feed11
    ---Not used12
    InputYesYesSensor ground (refrigerant pressure,
    ambient air temperature, pollution,
    humidity, in-vehicle temperature and
    front seat temperature, as applicable)
    13
    InputYesNoPollution sensor HC/CO signal14
    InputYesYesAmbient air temperature sensor signal15
    InputYesNoHumidity sensor signal16
    InputYesNoSunlight sensor LH signal17
    InputYesYesWindshield heater relay18
    InputYesYesWasher jets/exterior mirrors heater
    relay
    19
    Input/OutputYesYesLIN bus (on models with auxiliary
    climate control)
    20
    Input/OutputYesYesMedium speed CAN bus low21
    (G421238) Technical Training44
    Lesson 2 – ElectricalControl Components 
    						
    							Input/OutputSystemDescriptionPin No.
    AutomaticManual
    Input/OutputYesYesMedium speed CAN bus high22
    InputYesYesCompressor solenoid valve -23
    OutputYesYesCompressor solenoid valve +24
    ATCM Harness Connector C1630 Pin Details
    Input/OutputSystemDescriptionPin No.
    AutomaticManual
    ---Not used1 and 2
    Input/OutputYesYesRecirculation motor power feed/
    ground
    3
    Input/OutputYesYesRecirculation motor power feed/
    ground
    4
    ---Not used5 to 8
    InputYesYesRecirculation door motor feedback
    potentiometer signal
    9
    ---Not used10
    InputYesYesDistribution and temperature blend
    motor ground
    11
    OutputYesYesSensor power feed (evaporator
    temperature, recirculation motor
    feedback, as applicable)
    12
    OutputYesYesDistribution and temperature blend
    motor power
    13
    Input/OutputYesYesDistribution and temperature blend
    motor LIN bus
    14
    ---Not used15 and 16
    OutputYesYesBlower module power drive17
    InputYesYesBlower motor voltage sense18
    ---Not used19
    Control ComponentsLesson 2 – Electrical
    45Technical Training (G421238) 
    						
    							Input/OutputSystemDescriptionPin No.
    AutomaticManual
    InputYesYesEvaporator temperature sensor signal20
    ---Not used21 to 23
    InputYesYesRecirculation door motor ground24
    ATCM Harness Connector C2295 Pin Details
    Input/OutputSystemDescriptionPin No.
    AutomaticManual
    InputYesYesSeat heater power supply, right1
    InputYesYesSeat heater power supply, left2
    OutputYesYesPower supply to right front seat
    heaters
    3
    InputYesYesRight front seat temperature sensor4
    InputYesYesLeft front seat temperature sensor5
    OutputYesYesPower supply to right front seat
    heaters
    6
    ATCM Harness Connector C2655 Pin Details
    Input/OutputSystemDescriptionPin No.
    AutomaticManual
    InputYesYesPermanent battery power supply1
    ---Not used2
    OutputYesYesGround3
    (G421238) Technical Training46
    Lesson 2 – ElectricalControl Components 
    						
    							AMBIENT AIR TEMPERATURE
    SENSOR
    The ambient temperature sensor is a Negative
    Temperature Coefficient (NTC) thermistor that provides
    the ATCM with an input of external air temperature.
    The sensor is attached to a bracket on the rear of the
    bumper beam, on the vehicle center-line.
    REFRIGERANT PRESSURE SENSOR
    The refrigerant pressure sensor provides the ATCM
    with a pressure input from the high pressure side of the
    refrigerant system. The refrigerant pressure sensor is
    located in the refrigerant line between the condenser
    and the thermostatic expansion valve.
    The ATCM supplies a 5 V reference voltage to the
    refrigerant pressure sensor and receives a return signal
    voltage, between 0 and 5 V, related to system pressure.
    The ATCM uses the signal from the refrigerant pressure
    sensor to protect the refrigerant system from extremes
    of pressure and to calculate A/C compressor load on the
    engine. The ATCM also transmits the A/C compressor
    load value to the Engine Control Module (ECM), via
    the medium speed CAN bus, instrument pack and high
    speed CAN bus, for use in controlling the speed of the
    engine cooling fan.
    To protect the system from extremes of pressure, the
    ATCM sets the A/C compressor to the minimum flow
    position if the pressure:
    •Decreases to 1.9 ± 0.2 bar (27.5 ± 3 lbf/in2): the
    ATCM loads the A/C compressor again when the
    pressure increases to 2.8 ± 0.2 bar (40.5 ± 3 lbf/in2).
    •Increases to 33 ± 1 bar (479 ± 14.5 lbf/in2): the
    ATCM loads the A/C compressor again when the
    pressure decreases to 23.5 ± 1 bar (341 ± 14.5
    lbf/in2).
    EVAPORATOR TEMPERATURE
    SENSOR
    The evaporator temperature sensor is a NTC thermistor
    that provides the ATCM with a temperature signal from
    the downstream side of the evaporator. The evaporator
    temperature sensor is installed in the right side of the
    heater assembly casing.
    Control ComponentsLesson 2 – Electrical
    47Technical Training (G421238) 
    						
    							The ATCM uses the input from the evaporator
    temperature sensor to control the load of the A/C
    compressor and thus the operating temperature of the
    evaporator.
    IN-VEHICLE TEMPERATURE
    SENSOR
    The in-vehicle temperature sensor is a NTC thermistor
    installed behind a grill on the driver side of the center
    console finisher. The sensor is connected to a tube, the
    other end of which is connected to a venturi on the side
    casing of the heater. An air bleed from the heater,
    through the venturi, induces a flow of air down the tube,
    which draws cabin air through the grill and over the
    sensor.
    HUMIDITY SENSOR (WHERE
    FITTED)
    The humidity sensor is a capacitive device integrated
    into the in-vehicle temperature sensor (see above).
    The humidity sensor element is built out of a film
    capacitor on different substrates. The dielectric is a
    polymer which absorbs or releases water proportional
    to the relative humidity of the air being drawn through
    the sensor, and thus changes the capacitance of the
    capacitor. For protection, the sensor element is contained
    in a nylon mesh cover.
    The humidity sensor and the in-vehicle temperature
    sensor are connected to a Printed Circuit Board inside
    the sensor housing. The PCB is powered by a 5V feed
    from the ATCM. Separate signals of temperature and
    relative humidity are transmitted from the PCB to the
    ATCM.
    SUNLIGHT SENSOR
    The sunlight sensor consists of two photoelectric cells
    that provide the ATCM with inputs of light intensity,
    one as sensed coming from the left of the vehicle and
    one as sensed coming from the right. The inputs are a
    measure of the solar heating effect on vehicle occupants,
    and are used by the ATCM to adjust blower speed,
    temperature and distribution to improve comfort. The
    sensor is installed in the center of the fascia upper
    surface and is powered by a 5V feed from the ATCM.
    POLLUTION SENSOR
    (G421238) Technical Training48
    Lesson 2 – ElectricalControl Components 
    						
    							The pollution sensor allows the ATCM to monitor the
    ambient air for the level of hydrocarbons and oxidized
    gases such as nitrous oxides, sulphur oxides and carbon
    monoxide. The sensor is attached to a bracket on the
    front-end carrier, at the top left corner of the condenser.
    The pollution sensor is powered by a battery voltage
    feed from the ATCM, and returns separate signals of
    hydrocarbon and oxidized gases.
    If there is a fault with the pollution sensor, the ATCM
    disables the automatic operation of the recirculation
    door.
    SYSTEM OPERATION
    A/C Compressor Control
    The variable displacement A/C compressor is
    permanently driven by the engine. The flow of
    refrigerant through the A/C compressor, and the
    resultant system pressure and evaporator operating
    temperature, is regulated by the refrigerant solenoid
    valve. Operation of the refrigerant solenoid valve is
    controlled by the ATCM using a 400 Hz Pulse Width
    Modulated (PWM) signal. The duty cycle of the PWM
    signal is calculated using the following parameters:
    •A/C compressor torque.
    •A/C compressor torque maximum.
    •A/C cooling status.
    •A/C demand.
    •A/C refrigerant pressure.
    •Ambient air temperature.
    •Blower speed.
    •Engine cranking status.
    •Evaporator temperature.
    •Transmission gear status.
    When A/C is selected, the ATCM maintains the
    evaporator at an operating temperature that varies with
    the in-vehicle cooling requirement. The ATCM increases
    the evaporator operating temperature, by reducing the
    refrigerant flow, as the requirement for air cooling
    decreases, and vice versa. During an increase of
    evaporator operating temperature, to avoid
    compromising the dehumidification function, the ATCM
    controls the rate of temperature increase, which keeps
    the cabin humidity at a comfortable level.
    When the economy mode is selected, the PWM signal
    holds the refrigerant solenoid valve in the minimum
    flow position, effectively switching off the A/C function.
    The ATCM incorporates limits for the operating pressure
    of the refrigerant system. When the system approaches
    the high pressure limit, the duty cycle of the PWM
    signal is progressively reduced until the system pressure
    decreases. When the system pressure falls below the
    low pressure limit, the duty cycle of the PWM signal is
    held at its lowest setting, so that the A/C compressor is
    maintained at the minimum stroke, to avoid depletion
    of lubricant from the A/C compressor. The protection
    algorithm is calculated at a high rate, to enable early
    detection of the rapid pressure changes possible if a
    system fault develops.
    A/C Compressor Torque
    The ATCM uses refrigerant pressure, evaporator
    temperature and engine speed to calculate the torque
    being used to drive the A/C compressor. The calculated
    value is broadcast on the medium speed CAN bus for
    the Engine Control Module (ECM), which uses the
    calculated value for idle speed control and fueling
    control. The ATCM also compares the calculated value
    with a maximum A/C compressor torque value received
    from the ECM over the medium speed CAN bus. If the
    calculated value exceeds the maximum value, the
    ATCM signals the refrigerant solenoid valve to reduce
    the refrigerant flow, to reduce the torque being used to
    drive the A/C compressor. By reducing the maximum
    Control ComponentsLesson 2 – Electrical
    49Technical Training (G421238) 
    						
    							A/C compressor torque value, the ECM is able to reduce
    the load on the engine when it needs to maintain vehicle
    performance or cooling system integrity.
    Idle Speed Control
    In order to maintain A/C cooling performance, the
    ATCM requests an increase in engine idle speed if the
    evaporator temperature starts to rise while the refrigerant
    solenoid valve is already set to the maximum flow rate.
    The increase in engine idle speed is requested in three
    stages, using a medium speed CAN bus message to the
    Engine Control Module (ECM).
    The need for a change in idle speed is determined as
    follows:
    •If the evaporator temperature increases by 3 °C (5.4
    °F), or to 6 °C (10.8 °F) above the target operating
    temperature, over a 10 seconds period, the first stage
    of idle speed increase is requested.
    •When the first stage of idle speed increase is set, if
    the evaporator temperature increases by 3 °C (5.4
    °F), or increases to 12 °C (21.6 °F) above the target
    operating temperature, over a 9 seconds period, the
    second stage of idle speed increase is requested.
    •When the second stage of idle speed increase is set,
    if the evaporator temperature increases by 3 °C (5.4
    °F), or increases to 15 °C (27 °F) above the target
    operating temperature, over a 10 seconds period, the
    third stage of idle speed increase is requested.
    •When an idle speed increase is set, if the evaporator
    temperature decreases by 3 °C (5.4 °F) over a 10
    seconds period, the next stage down of idle speed
    increase is requested.
    Electrical Load Management
    The ATCM manages the vehicle electrical loads to:
    •Maintain the vehicle battery in a healthy state of
    charge.
    •Ensure adequate power is available for defrost
    demisting during engine warm-up.
    •Ensure adequate power is available for A/C during
    extended periods with the engine at idle speed.
    •To maintain system voltage within acceptable limits.
    •To provide adequate power to meet customer
    expectations.
    Electrical load management is achieved by increasing
    the engine idle speed and controlling the electrical load
    of systems that do not affect the driveability or safety
    of the vehicle.
    During the engine warm-up period, the ATCM manages
    the electrical load to make sure that the battery voltage
    is maintained above a pre-determined level. The battery
    voltage level that is maintained and the duration of the
    start period varies with ambient air temperature and
    engine coolant temperature. After the engine warm-up
    period, the ATCM manages the electrical load to make
    sure that the requested electrical load does not exceed
    the generator output.
    The duration of the engine warm-up period depends on
    the ambient air temperature and the engine coolant
    temperature when the ignition is switched on, as detailed
    in the following table:
    Engine Warm-up Times
    Engine Coolant Temperature, °C (°F)Ambient Air Temper-
    ature, °C (°F)>60 (>140)>30 to 86 to
    10 to 50 to
    
    						
    							15151515>10 (>50)
    15151515>5 to 41 to 0 to 32 to -10 to 14 to 
    						
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