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LAUNCH 深圳市元征软件开发有限公司汽车维修资料

E65 IHKA


Contents

Page

CHAP 1 Introduction - History - Features of the "Basic" automatic air-conditioning system - Features of the "High" automatic air-conditioning system - Other E65 innovations

System overview Positions of the components in the vehicle Components of the refrigerant system Components of the air ducts Air conditioner of the integrated heating and air-conditioning system Control panel / control unit Functional system overview Other sensors and actuators Microfilter system / air intake

Components in the refrigerating systemRefrigerant compressor (KMV) or compressor - Structure of the refrigerant compressor - The refrigerant compressor's method of operation Condenser with dryer Auxiliary fan (ZL) Pressure sensor Expansion valve Evaporator Evaporator temperature controller and monitor for refrigerant circuit - Difference between setpoint and actual value of the evaporator temperature - KMV (refrigerant compressor) - KMV speed - KMV load torque - Torque limitation - Refrigerant pressure limitation - Communication between IHKA and DME - Limitation of KMV actuation by the DME Notes for Service - Initial operation of the IHKA or replacement of the refrigerant compressor (KMV)

1 1

2

3 4

6 6 7 8

9 11 12 13 14

15 15 15

16 20 21 22 22 22

23

23 23 24 24 24 24 25 26 28

28

CHAP 2

CHAP 3


CHAP 4 IHKA air conditionerBlower Blower control unit Flaps / flap actuating mechanism - Fresh air flap - Recirculated air flap - Footwell flap - Rear seating area ventilation flap - Defrosting flaps - Warm air / cold-air flap Flap drives / stepper motors - Rapid-action motor (fresh air flap) - MUX motors (all other flaps)

Control panel / control electronicsControls of the High version Controls of the Basic version Functions of other buttons on the control panel - CENTERLOCK - HAZARD WARNING LIGHTS Inputs and outputs of the control electronics - High version - Basic version - Inputs - Outputs Connections at the rear of the control panel Functional circuit diagram, E65 IHKA

Temperature control andair-flow control Temperature control Passenger-compartment control loop (master controller) - MAX heating function - MAX cooling function Correction for setpoints - Outside-temperature influence - Interior-temperature sensor Heat exchanger control - Heat-exchanger sensors - Filling station effect - Engine characteristic-map cooling - Auxiliary water pump Virtual ventilation flap Sectional view with warm-air and cold-air flaps - Basic version - High version

29 31 32 33 33 33 34 34 34 34 35 35 35

36 36 37 38 38 38 39 39 40 41 42 43 44

CHAP 5

CHAP 6 46 46

47 47 47 48 48 48 49 49 49 49 50 51 53 53 54


Ventilation control (stratification) REARAir-flow control - Automatic blower and flap control - Automatic blower boost - Manual blower adjustment - Dynamic-pressure compensation - Limitation in the cold and warm ranges - Blower control as a function on the on-board electricity supply - Effect of terminal 50

CHAP 7 Air distribution Flap positions - Flap positions for both sides together: - Priorities - Calibrating run - Position run Manual (individual) air distribution - Manual air distribution for Basic version: - Manual air distribution US programs Automatic program - Defrosting flaps - Virtual flap - Footwell flaps Individual settings for the "INDIVIDUAL" program Prioritized programs Cold-starting interlock MAX-AC function - Table of switch-on criteria - Active settings DEFROST function Effect of the solar sensor Rear window heating - Defrosting phase - Cyclic operation Wiper parked zone heating - Switching conditions for shutdown as of priority level 5 OFF function - OFF function, High version Recirculated air / AUC / Auto recirculated air - Recirculated air mode - Automatic recirculated-air control (AUC) - Auto recirculated air

55 55 55 56 57 58 58

59 59

60 60 60 61 61 61 62 62 63 64 64 65 66

67 68 69 70 70 71 72 73 76 76 76 77

77 78 78 79 79 80 81


CHAP 8 Stationary functionsResidual heat Independent ventilation (SL) and independent heating (SH) - Activation/deactivation options - IHKA settings for "independent ventilation" - IHKA settings for "independent heating" - Settings when terminal 15 and terminal R OFF: - Switch-on/switch-off criteria for "independent heating" - Independent heating in auxiliary heating mode - Actuation, circulation pump - Actuation, changeover valve - Independent heating / refrigerant system - Pseudo auxiliary heating mode Independent A/C Remote control for engine-independent functions - Independent heating/independent ventilation, independent A/C - Start independent heating or independent A/C - System initialisation, remote control

"Non-A/C" functionsRear-window roller blind control - Operating concept - Actuation and fault recognition

82 82

83 83 84 85

85

86 87 87 87 88 89 90

90

90 90 91

94 94 94 95

96 96 98 98 98 99 100 101 101 101 101

102 102

CHAP 9

CHAP 10 Coding Key Memory Car Memory - Saving control-panel status - Coding variants for control-panel functions - Custom settings Influence of the power module Sleep/wait/power-down modes - Sleep mode - Wait mode - Power-down mode

CHAP 11 Glossary Abbreviations, terminology


Introduction

- History

On account of technological improvements on the one hand andnew or modified functionalities on the other, the air-conditioning system of the E65 has virtually no components in common with other series or with the predecessor series, the E38. This air-conditioning system, therefore, is almost a completely new development.

In order to permit each of the car's occupants to select thethermal comfort they want, the air-conditioning system is available in two versions, "Basic" and "High".

The design objective for these automated systems was to meetthe high requirements of customers worldwide in terms of heating and cooling capability, and to steal a lead over our competitors.

In both systems, the control display is used for indication andoperation. Important primary functions, however, are still controlled by means of knobs and pushbuttons on the control panel.

The functions in question include:

- Temperature

- Blower

- Recirculating air

- Defrost

- Max AC (cooling)

- Rear window defogger

- Automatic functions

-1-


- Features of the "Basic" automatic air-conditioning

system

(standard equipment)

General information - Outside-air filter (microfilter without activated charcoal filter)

- Residual heat

- Independent ventilation

- AUC-1 sensor (1-gas sensor for automatic recirculated air control)

- Refrigerated box in the centre console

- 2 separate servo drives for outside air / recirculated air

- Air outlets in B-pillars

With left/right separation - Temperature control

Without left/right separation - Automatic air distribution

- Air-flow control

- Ventilation (centre outlets in the instrument panel) temperable and adjustable by means of control display

- Rear seat ventilation is temperable

-2-


- Features of the "High" automatic air-conditioning

system

(optional extra)

General information - Outside-air filter with activated charcoal filter

- Recirculating air filter

- Residual heat

- Independent ventilation

- AUC-2 sensor (2-gas sensor for automatic recirculated air control)

- Refrigerated box in the centre console

- 2 separate servo drives for outside air / recirculated air

- Air outlets in B-pillars

- Solar sensor at front for separate left/right control (common housing)

- Car and Key Memory for blower and temperature

With left/right separation - Temperature control

- Automatic air distribution

- Air-flow control

- Ventilation temperable by means of control display

- Rear-seat ventilation temperable by means of knurled knobs

-3-


- Other E65 innovations

Refrigerant circuit

- The refrigerant compressor (KMV) has no coupling and is regulated externally by pulse width modulation (PWM signal)

- The dryer is integrated into the condenser

IHKA air conditioner

- Completely new layout with blower unit asymmetrically positioned

- Modified functionality of the flap system for air flow control and stratification for the ventilation outlets in the instrument panel

- Blower with fan impeller on one side

- Blower control unit as clock regulator (with K-bus and diagnosis capabilities)

- Flap drives (MUX motors) with blockage identification

-4-


Control unit / control electronics

- The control unit has controls only for setting the actuators for the basic functions and the integration of "non-A/C" functions (button for HAZARD LIGHTS and CENTERLOCK rocker switch)

- Bus connection by K-CAN

- Higher-order functions and individual programs are displayed on the control display

- Replaceable sensor blower

- Consumer shutdown by the power module

- Programmable by means of diagnosis

Other features

- Filter dryer status recognition

- Window fogging sensor in High version (planned for PU 2002)

- Refrigerant level sensor (planned)

-5-


System overview

Positions of the components in the vehicle

The air-conditioning system spans the entire vehicle.

The illustration below shows the positions of the major compo-nents in the vehicle. The overview includes the independent heating and the rear air conditioner (HKA) with cooler box.

KT-7780

Fig. 1: Overview

Index

1

2 3 4

Description Air conditioner Rear air conditioner (not available at start of series production -E66 only)

Independent heating Condenser Not shown: refrigerant compressor and auxiliary fan

-6-


Components of the refrigerant system

The components comprising the refrigerant system include thefollowing:

- Auxiliary fan

- Condenser with integrated dryer

- Refrigerant compressor

- Pressure sensor in the line

- Filler adapter

- Evaporator

- 2 shut-off valves (for rear air conditioner)

- Expansion valve

- Pressure and suction lines made of aluminium

In a vehicle equipped with a rear air conditioner (HKA) the layoutincludes two shutoff valves (one at the front on the IHKA and one at the rear on the HKA) and the evaporator with expansion valve in the HKA.

The refrigerant used in this system is R134a.

-7-


Components of the air ducts

Air ducts is a generic term used for all components thatdistribute the air supplied by the fan and carry it to the outlets.

The ends of the air ducts are fitted with grilles.

KT-8220

Fig. 2: Air ducts

Index

1

2

3

4 5

Description

Air intake / filter housing

Air ducts for defrosting windscreen

Ventilation ducts

B-pillar ventilation Front footwell ducts

Index

6

7

8

9

10

Description

Air ducts to the outlets in the instrument panel

Ventilation for rear seating area

Heating ducts for rear seating area

Air ducts to the side windows Air conditioner

-8-


Air conditioner of the integrated heating and

air-conditioning system

The air conditioner of the IHKA is secured to the middle of thefire wall, beneath the instrument panel. Unlike the arrangement adopted in the E38, this unit is not symmetrical: the blower is offset toward the passenger's side. This inevitably means that there are differences between the versions for LHD and RHD cars.

The air conditioner is the central unit in the air-conditioningsystem; the functions it discharges are as follows:

- Create and control the air flow

- Distribute the air

- Mix the air (air stratification)

- Dehumidify the air

- Convert the energy supplied by the coolant system

- Transfer the refrigerating power of the refrigerant system

-9-


KT-8011 Fig. 3: Layout of the major components of the air conditioner (illustration shows the High version for LHD cars)

Index 1 2 3 4 5 6

7

8

9 10

Description Defroster duct Drive, warm air left Ventilation, left Heater

Drive, defroster Drive, cold air right

Drive, warm air right

Drive, recirculated air

Drive, fresh air Recirculated-air shutter

Index

11

12

13

14

15

16

17

18

19

20

Description

Blower motor

Blower control unit

Evaporator

Condensate drain

Drive, footwell

Drive, rear-compartment ventilation

Rear seat-area duct, left, ventilation

Footwell / rear seat-area outlet, left

Footwell outlet, front left Drive, cold air left

- 10 -


Control panel / control unit

The control panel is an insert set in the dashboard. Self-tappingscrews locate the control panel in the two slots at the top.

The control electronics are integrated into the control panel.These electronic circuits monitor and control the entire air- conditioning system.

The control panel carries only the essential controls. Precisionadjustments are carried out using the controller and the Control Display (on-board monitor).

There are also controls for the "hazard warning lights" and"central locking" (Centerlock) functions.

The air conditioning system is available in two versions, Basicand High. The layouts of the two control panels differ accord- ingly.

KT-8010

Fig. 4: Front view of the control panel for the "Basic" air conditioning system

KT-8009

Fig. 5: Front view of the control panel for the "High" air conditioning system

- 11 -


Functional system overview

KT-8202 Fig. 6: Functional system overview

Index DME

PT-CAN K-CAN

ZGM MMI

TM SH_ZH

HKA PM

CAS

Description Digital motor electronics

Bus cable Bus cable

Central gateway module

Man Machine Interface (Control Display CD)

Door module Independent heating_auxiliary heating

Rear air conditioner Power module Car Access System

Index

ECU_IH KA

LSZ

M PWR

HR

I/O's

S-Sen

AUCI/II- Sen

B-Sen

S1

Poti

Description

Control unit of the IHKA

Light switch centre

MUX motors and output stage

Rear-window roller blind Inputs/Outputs

Solar sensor

AUC I and AUC II sensors

Fogging sensors

Limit-position switch Adjusting potentiometer

- 12 -


Other sensors and actuators

The system can include other components in addition to thoselisted above, depending on the equipment specification (Basic or High):

- Either an AUC-1 sensor or an AUC-2 sensor for automatic recirculated air control

- One solar sensor for each side (High version only)

- One potentiometer on each side in the rear-compartment grille for adjusting air stratification (High version only)

- One limit-position switch on each side in the rear- compartment grille (High version only)

There are temperature sensors:

- In the air conditioner An evaporator-temperature sensor

Two heat exchanger temperature sensors

- In the control panel An interior-temperature sensor with sensor blower

- On the car An exterior-temperature sensor (signal carried by K-CAN bus)

- In the air outlet grille of the dashboard High version: One temperature sensor for each side

Basic version: One temperature sensor, left

KT-8039

Fig. 7: Air outlet grille with temperature sensor (1)

- 13 -


Microfilter system / air intake

There is a microfilter in each of the two air-intake filter housings.

The microfilters are a combination of particle filter and activatedcharcoal filter (High version).

Activated charcoal filter (High version only)

The activated charcoal filter retains unhealthy and noxiousgases.

- 14 -


Components in the refrigerating system

Refrigerant compressor (KMV) or compressor

- Structure of the refrigerant compressor

KT-8339

Fig. 8: Refrigerant compressor

Index 1

2 3 4 5

Description

Solenoid valve Hollow piston (Teflon-coated)

Swash plate (MoS2-coated)

Belt pulley Rubber elements

- 15 -


- The refrigerant compressor's method of operation The KMV compresses the refrigerant gas inducted from theevaporator and forces it to the condenser. The KMV does not have a clutch, which means that it always operates when the engine is running; it is controlled internally but receives its external control signals from the A/C control unit.

Delivery rate and, consequently, pressure is produced in theKMV by seven pistons whose travel is influenced by a swash plate.

The position of the swash plate is controlled by the internalpressure conditions which, in turn, are controlled by the electric control valve integrated into the KMV.

The control valve influences the balance of forces at the swashplate by changing the crank-chamber pressure PC.

The control valve is open when de-energized. In this state theswash plate is almost vertical and not deflected. Compressor output is between 0...2%. This power is used to maintain internal lubrication.

The control valve closes in response to a pulse-width-modulated (PWM) signal of 12 V, 0.85 A and 400 Hz from the electronic controller. This causes the pressure in the crank chamber to diminish. The swash plate is deflected in conse- quence and compressor output increases. This arrangement ensures a steplessly variable output between 2... 00%.1

KT-8379

Fig. 9: The refrigerant compressor's method of operation- 16 -


Index

1

Description Orifice between crank- chamber pressure Pc and intake pressure Ps

Crank-chamber pressure Pc Gas flow

Spring 2

Coil

Index

6

Description

Valve tappet

2 3 4 5

7

8

9

High pressure Pd

Bellows with spring 1

Intake pressure Ps

- 17 -


Clutchless refrigerant-compressor drive

Advantages:

- Compact

- Weigh-saving

- No electric power consumption

Application and function:

- Vibration-damping function

- Torque transmission

- Protective function in the event of a blockage

The illustrations below show the design and method ofoperation of the refrigerant-compressor drive with rubber elements.

They show the refrigerant-compressor drive in the normaloperating configuration (rubber elements meshing) and with the rubber elements slipping because the compressor is blocked.

- 18 -


KT-8338

Fig. 10: Design of the refrigerant-compressor drive

Index

1 2 3

Description

Splines in the driver Driver contour Spline hub

Index

4

5

Description

Rubber elements

Belt pulley

Fig. 11: Method of operation of the refrigerant-compressor drive left = normal operation / right = KMV blocked

KT-8285 KT-8286

Index

A

B

Description Driver, connected to the shaftof the KMV

Rubber elements

Index

C

Description

Belt pulley

- 19 -


Condenser with dryer

Water might be present in the system, and this water iscondensed in the integral dryer. This is necessary in order to avoid corrosion damage in the refrigerant system.

The dryer insert is replaceable. A filter strainer protects the KMVagainst particles of foreign matter in the flow.

KT-8204

Fig. 12: Condenser

Index 1

Description Integrated dryer

- 20 -


Auxiliary fan (ZL)

The auxiliary fan measures approximately 420 mm in diameterand has 5 asymmetrically back-curved blades.

The motor is of the brushless type. Consequently, there is nobrush wear. Fan speed is steplessly variable in the range from 30 to 100% and the fan is driven in 15 stages as a function of pressure in the refrigerant system.

The requisite fan speed is sent by the air conditioning system tothe DME/DDE system via the CAN bus. The DME/DDE sends a pulse-width-modulated (PWM) control signal to the fan motor.

The auxiliary fan is shut down at vehicle speeds v > 80 km/h(fan stage 0 is output).

At higher speeds the condenser is cooled by the headwindalone. At lower speeds and when the car is at a standstill (engine idling) cooling must be assisted or maintained by the auxiliary fan.

The auxiliary fan starts up again when the vehicle's speed dropsbelow 70 km/h.

The auxiliary fan can also be started if coolant temperature is toohigh or if transmission-fluid temperature is too high.

- 21 -


Pressure sensor

The pressure sensor is in the pressure pipe between condenserand evaporator. It sends the electronic controller in the operating panel an analog signal between 0.4 V and 4.6 V as a function of system pressure.

Expansion valve

The expansion valve in the E65 functions in the same way as itscounterparts in other series.

Evaporator

The evaporator is of the plate type and is made of aluminium.The surface consists of 27 plates and the total surface area is approximately 5 square metres.

- 22 -


Evaporator temperature controller and

monitor for refrigerant circuit

Evaporator temperature is controlled by the DDE control unit.The evaporator temperature is pegged at a constant 2 ºC.

The evaporator temperature controller operates independentlyof the other control circuits. The manipulated variable YKMV is derived from or limited by the following criteria:

- Difference between setpoint and actual value of the evaporator temperature - KMV speed - Coolant temperature - KMV load torque - Torque limitation - Refrigerant pressure limitation - Kick-down - Battery voltage

- Difference between setpoint and actual value of the evaporator temperature

The cold air exiting from the evaporator is reheated to thedesired temperature by the heat exchanger.

- KMV (refrigerant compressor) The KMV is actuated on demand when all switch-on conditionsare satisfied. It is an internally regulated and externally controlled compressor.

Only the coldness required at a given time is generated by thecompressor. This reduces load at all times when full cooling power is not needed.

- 23 -


- KMV speed K-CAN messages provide the IHKA with the information it needsabout engine speed.

- KMV load torque The physical compressor load torque required is computed bythe IHKA and sent to the engine management system in a K-CAN message.

- Torque limitation The IHKA receives a K-CAN message from the DME control unitcontaining a maximum specified torque. Under full throttle/kick- down and at high coolant temperatures, the DME uses this signal to restrict the maximum possible KMV load torque.

- Refrigerant pressure limitation Refrigerant pressure is registered by the pressure sensor of theIHKA. The IHKA limits refrigerating power linearly from 100% to 0% (0% = shutdown) between refrigerant pressures of 22 bar and 28 bar.

The KMV is shut down if pressure is < 1.8 bar. The KMV is reacti-vated when pressure is again above 2 bar, provided that all the other switch-on conditions are satisfied.

- 24 -


- Communication between IHKA and DME The IHKA notifies the DME of its intention to have the KMVactivated in a K-CAN message (Control_A/C_ready).

As a function of manipulated variable Y and the outside temper-ature, this is accomplished by increasing engine idle speed from 550 rpm to 750 rpm.

There are three different switching criteria:

- 0 = No air conditioning system ON

- 1 = Air conditioning system ON without speed increase

- 2 = Air conditioning system ON with speed increase

The DME provides the IHKA with a torque of 30 Nm, providedthat no deactivation criterion applies (e.g. elevated coolant temperature or kick-down).

The IHKA can then activate the refrigerant compressor in thepermitted torque range and reports the torque actually applied to the DME.

- 25 -


- Limitation of KMV actuation by the DME The function logic applied for changing between operation withand without idle-speed increase is as follows:

Idle-speed increase activated

Toutside ε 15 ºC

and Yl δ 10%

or Yr δ 10%

Idle-speed increase deactivated

Toutside δ 13 ºC

or Yl ε 20%

and Yr ε 20%

- 26 -


KT-8386 Fig. 13: Evaporator temperature control (block diagram)

Index ON/OFF

SOLL

TVD,SOLL

1 2

3

Description ON/OFF Setpoint Evaporator temperaturesetpoint

Fan speed Refrigerant compressortorque

Refrigerant compressorspeed

Index

8

9

10

11

12

13

Description

Refrigerant high pressure Fan

Overvoltage / undervoltage cutout

Evaporator controller Current regulator for limitation

Externally controllable, internally regulated clutchless refrigerant compressor

Condenser

Evaporator temperature Evaporator

Expansion valve

4 5 6

7

Coolant temperature Kick-down Maximum permissible torque

Calculation of refrigerantcompressor torque, fan speed

14

15

16

17

- 27 -


Notes for Service

- Initial operation of the IHKA or replacement of the refrigerant compressor (KMV)

It is absolutely essential to run in the KMV in order to ensurecorrect operation of the air conditioning system!

When the engine is started the air conditioning system must beset to "OFF".

With the engine running, do not activate the KMV before step 4in the test procedure described below.

Procedure: 1. Set all air outlets in the instrument panel to "OPEN".

2. Start the engine and wait until it settles to a constant idle speed.

3. Set the blower to at least 75% of the maximum blower output.

4. Switch on the air conditioning system and allow it to operate for at least 2 minutes without interruption.

Note: Make sure that the engine's speed does notexceed 1200 rpm. If it does, the running-in procedure is automatically aborted and must be repeated in its entirety.

Reason: the manufacturer fills the KMV with thequantity of oil required for operation, and the running-in phase affords this oil the time it needs to mix thoroughly and uniformly with the refrigerant.

- 28 -


IHKA air conditioner

The air conditioner consists of the following components/functional units:

- Evaporator / evaporator sensor

- Heat exchanger (WT) / WT sensor

- Blower

- Blower control unit

- Flaps / flap actuating mechanism

- Flap drives / stepper motors

KT-8294

Fig. 14: View with flap drives, Basic version

Index

1 2 3

Description

Warm air left / right Defrost

Fresh air

Index

4

5

6

Description

Recirculating air

Footwell left / right

Cold air left / right

- 29 -


KT-8376

Fig. 15: View with flap drives, High version

Index

1 2 3 4 5 6

Description

Warm air left Defrost

Fresh air Recirculating air Warm air right

Cold air right

Index

7

8

9

10

11

Description

Footwell right

Rear seating area right

Rear seating area left

Footwell left

Cold air left

- 30 -


Blower

Unlike the E38, the blower is not symmetrical. It is a radial-flowblower and has a twin-scroll impeller on one side only. It is mounted along with the blower motor in a sound-proofed housing offset toward the passenger side of the car.

It can be dropped out of its position on the right inside thepassenger compartment (glove box area) and removed as described in the Repair Manual. The blower unit can be separated from the motor.

Depending on the positions of the air-flow control flaps, therequisite quantity of air is inducted either through the filters and the fresh-air duct or through the recirculated-air flap (High version including recirculated-air filter available as of 03/2002). Intake can be from both directions, depending on operating status.

KT-8346 Fig. 16: Radial-flow blower with motor (1)

Technical data of the blower motor:

Type Voltage Rated torque MN Rated speed Rated current consumption

Permanent direct current motor

12 V

60 Ncm

3350 rpm

27 A

- 31 -


Blower control unit

The blower control unit is mounted directly on the housing of theblower motor. It has self-diagnosis capability and is addressed by the control electronics in the control unit by means of the K bus.

The diagnostic information is transmitted to the controlelectronics for processing. If a fault is detected in the regulator or the blower that would cause an overload and consequent overheating, current is reduced or the blower is temporarily shut down.

Pin No.

1 2 3

Assignment

K bus

Positive supply

Ground

KT-8208

Fig. 17: Blower control unit on blower (view from below inside open IHKA housing)

Index 1 2

Description Blower control unit Blower

- 32 -


Flaps / flap actuating mechanism

The flaps distribute the air and mix cold air and warm air. Theflap actuating mechanism includes the flaps themselves, the corresponding shafts and lever assemblies, and the drive motors.

The flaps in the IHKA are as follows:

- Fresh air flap

This flap regulates the quantity of fresh air inducted by theblower. This flap is actuated by a rapid-action drive so that it can close quickly when the system is operating in automatic recirculated air mode (AUC mode). This flap also acts as a dynamic- pressure compensator.

- Recirculated air flap

This flap is a 3-vane louvre. It regulates the volume of recircu-lated air inducted into the system. The recirculating air filter is situated directly above it (High version only, and not until 03/2002).

KT-8347

Fig. 18: Installed position of recirculated-air flap (1)

- 33 -


- Footwell flap

(High version has separate flaps for left and right footwells)

These flaps control the flow of air to the front and rear footwells.(See air routing)

- Rear seating area ventilation flap

(High version only and separate flaps for left and right)

These flaps are used to regulate the volume of air flowing fromthe rear ventilation outlets and the temperature (air stratification in rear seating area). (See also the illustration captioned "Air routing" in the "System overview" chapter).

- Defrosting flaps

These two flaps are always coupled together. They regulate theflow of air directed against the front windscreen. In all adjustment and control functions, these two flaps are always controlled from the driver's side only, and always together.

- Warm air / cold-air flap

(High version has separate flaps for left and right)

These flaps control the flow of air to the outlets in the dashboardand the B-pillars and stratify the temperature distribution.

This system of flaps is special, because each pair of flaps(warm-air / cold-air flaps) together have to regulate the air flow and the temperature at the same time. This system takes the place of the conventional shutoff/mixture control and non-return flaps, but requires special functions in the electronic control system. (See the information on temperature and air flow control, virtual flap position).

- 34 -


Flap drives / stepper motors

The High-version IHKA has a total of 11 bipolar stepper motors,whereas the Basic version has 6 bipolar stepper motors:

- 1 rapid-action motor for the fresh air flap

- 10 (High version) or 5 (Basic version) MUX motors for all other flaps

- Rapid-action motor (fresh air flap)

The windings of this drive are actuated directly by the electroniccontroller at a stepping frequency of up to 500 Hz. It is a feature of the rapid-action motor that its torque depends only on the stepping frequency, not on the on-board supply voltage.

- MUX motors (all other flaps)

Each of these motors has an integrated circuit (MUX-4 chip) inthe housing of the plug connection. This IC controls the windings of the motor and has bus (motor bus) and diagnosis capability.

All MUX drives are controlled by the electronic controller bymeans of a common motor bus. Each drive has a permanent address stored on its chip by the manufacturer; these addresses are unique identifiers for the individual motors for the purposes of bus communication. Consequently, the stepper motors are all different and are not interchangeable.

Faults (blockages) reported by the drives are logged by theelectronic controller, which responds by discontinuing its control signals to the motor in question.

- 35 -


Control panel / control electronics

As regards the mechanical systems of the control panel, thereare no differences between the versions for RHD and LHD cars.

The major functions are described below, along with their inter-relationships. This scope includes the controls on the control panel, which differ depending on which version of the air conditioning system is fitted - Basic or High.

Controls of the High version

KT-8012 Fig. 19: Controls of the High version

Index 1

2

3 4

5

6

Description DEFROST button (LED: orange)

Recirculated air / AUC button (LED: both green)

AUTO left button (LED: green)

TEMPERATURE left knob MAX AC button (LED: green)

AIR VOLUME left knob OFF button (LED: orange)

CENTERLOCK rocker switch

Index

8

9

10

11

12

13

Description

TEMPERATURE right knob/ REST button (LED: green)

AUTO right button(LED: green)

AC button (LED: green) Rear window heating button (LED: orange)

HAZARD WARNING LIGHTS button

Independent heating/independent ventilation indicator (LED: red)

7 AIR VOLUME right knob

- 36 -


Controls of the Basic version

The Basic version is without the following controls featured onlyby the High version:

- OFF button (function of the knob for AIR VOLUME left)

- AIR VOLUME right knob The left AIR VOLUME knob is used to control the supply of air to the entire passenger compartment

- AUTO right button The left AUTO button is used to control automatic air distribution throughout the entire passenger compartment

KT-8299 Fig. 20: Controls of the Basic version

Index 1

2

3

4

5

Description DEFROST button (LED: orange)

Recirculated air / AUC button (LED: both green)

AUTO button (LED: green)

TEMPERATURE left knob MAX AC button (LED: green)

AIR VOLUME knob

Index

7

8

9

10

11

Description

TEMPERATURE right knob REST button (LED: green)

AC button (LED: green)

Rear window heating button (LED: orange)

HAZARD WARNING LIGHTS button

Independent heating/independent ventilation indicator (LED: red)

6 CENTERLOCK rocker switch

- 37 -


Functions of other buttons on the control

panel

- CENTERLOCK

Instead of being interpreted by the IHKA, the status of theCENTERLOCK button is merely looped through by the hardware to the appropriate control unit.

- HAZARD WARNING LIGHTS

Instead of being interpreted by the IHKA, the status of theHAZARD WARNING LIGHTS button is merely looped through by the hardware to the appropriate control unit.

The LED that indicates activation of the hazard warning lights isactuated by the lights switching centre.

- 38 -


Inputs and outputs of the control electronics

- High version

Heat exchanger temperature left/right

Interior temperature

Evaporator temperature

Water valveleft/right

Auxiliary water pump

Rear-seating potentiometer supply

Refrigerant compressor Ventilation temperature left/right

Rear-seating potentiometer air stratification left/right

Limit-position switches for rear-seating ventilation left/right

AUC heating

I

NP U T

CI R C U I T

OU

TP U T

C

IR C U I T

AUC supply

Pressure sensorsupply

MUX4 bus for motors and blowers

Roller sunblind motor

K-CAN

Wiper parked zone heating

Fogging-sensorsupply

Fresh-air motor

Solar-sensor supply

AUC sensor

Refrigerant pressure sensor

Fogging sensor*

Solar sensor left/right

Fig. 21: Inputs and outputs of the control electronics (High version) * Not implemented for beginning of series production

- 39 -


- Basic version

Heat-exchanger temperature left/right

Interior temperature

Evaporator temperature

Ventilation temperature driver's side

Water valve left/right


Refrigerant compressor

IN P U T

CI R C U I T

OU T P U T

CI R C U I T

AUC heating

AUC supply

Pressure sensorsupply

MUX4 bus for motors and blowers

Roller sunblind motor

K-CAN


Fogging-sensorsupply

Fresh-air motor

AUC sensor


Fogging sensor*

Fig. 22: Inputs and outputs of the control electronics (Basic version) * Not implemented for beginning of series production

- 40 -


- Inputs

Temperature sensor:

- -

- -

Heat exchanger left/right Ventilation left/right (High version) Ventilation left (Basic version) Evaporator

Analog signal; temperature-dependentresistor; referenced to 5 V and sensor ground

AUC sensor Figgaro (Kostal): Analog signal; gas-dependent resistor; referenced to AUC supply and ground of AUC I

Paragon: digital input referenced to ground,AUC II

Potentiometer for rear-seating stratification left/right*

Limit-position switch for rear-seating ventilation left/right*


Fogging sensor* (not implemented at start of series production)

Solar sensor left/right*

(Hazard warning lights indicator)

(Ground for CENTERLOCK OPEN)

(Ground for CENTERLOCK CLOSED)

(Ground for hazard warning lights button)

Analog signal; referenced to rear-seatingpotentiometer supply and ground, rear-seating potentiometer

Analog signal; referenced to ground

Analog signal; referenced to pressure sensorsupply and ground, pressure sensor

Digital signal; referenced to fogging-sensorsupply and ground, fogging sensor

Analog signal; referenced to solar-sensorsupply and ground, solar sensor

Connection through hazard-warning LED with line resistor to terminal 31

Connection through CENTERLOCK OPENbutton to ground, hazard warning / Centerlock

Connection through CENTERLOCK CLOSED button to ground, hazard warning / Centerlock

Connection through hazard warning lightsbutton to ground, hazard warning / Centerlock

* These inputs apply to the High version only

- 41 -


- Outputs

Pressure-sensor supply Rear-seating potentiometer supply*

Fogging-sensor supply* (not implemented at start of series production)

Solar-sensor supply*

AUC sensor supply

AUC heating Water valve left/right

Roller sunblind at rear** Auxiliary water pump


Wiper-blade parking position heater relay

Fresh-air motor Mux4 bus (motors/blowers) K-CAN (CENTERLOCK OPEN / CLOSED)

(Hazard warning lights button)

5 V, 20 mA; with diagnosis



6.5 V, 8 mA; with diagnosis

5 V, 0. 7 A; voltage regulator output; with1diagnosis

Current monitoring

1.3 A; high side; with diagnosis; active when high

2 A; full jumper and diagnosis




max. 0.7 A per coil

Bus interface

CAN

Only the switch output has an externalterminal

Only the switch output has an externalterminal

* This output applies to the High version only** This output applies to the version with rear-window roller blind (HR) only.

- 42 -


Connections at the rear of the control panel

The rear of the control panel accommodates:

- All plug-in connections to the vehicle's electricity supply and to the air conditioner

- Connection to the K-CAN bus

- Replaceable sensor blower for directing air onto the integrated interior-temperature sensor

KT-7778

Fig. 23: Rear view of the control panel

Index

1

2

3

Description Replaceable sensor blower

Pin receptacle 04, 3-pin, black

Pin receptacle 03, 12-pin, blue

Index

4

5

6

Description



Pin receptacle 02, 26-pin, blue

- 43 -


Functional circuit diagram, E65 IHKA

KT-8521

Fig. 24: Functional circuit diagram, E65 IHKA

- 44 -


Index M1...M8

M9...M10

M11 WTFL

WTFR

VDF

F2 DSEN AUC

WV ZWP LM WB

CTL CAS

SSEN F1

BSEN

Description Flap drives

Flap drives (High versiononly)

Fresh air flap Heat exchanger temperature sensor, left

Heat exchanger temperature sensor, right

Evaporator temperature sensor

Fresh-air grille, front Pressure sensor Automatic recirculated-aircontrol

Water valve Auxiliary water pump Light module Hazard warning lights system

Centerlock Car Access System Solar sensor Fresh-air grille, rear seatingarea

Windscreen fogging sensor

Index

BEL_AB

WHZG

PM

KMV

HSR

KL.30

GEB

CON

BZM

CD

DME

ZGM

SP

HHS

AT

PT-CAN

K-CAN S

Description

Ventilation for stowage box (not implemented)


Power module


Rear-window roller blind

Terminal 30

Blower

Controller

Centre armrest control console

Control Display

Digital engine electronics Central gateway module Blocking circuit

Rear window defogger Antenna tuner

Powertrain bus

Body controller area network system

- 45 -


Temperature control and air-flow control

Temperature control

The core of the temperature control system consists of the leftand right master controllers. These are the controllers that compare the interior temperature actual value with the occupant's desired temperature setpoints for left and right (TS,l and TS,r). The control thus obtains a differential signal, which it uses to generate the manipulated variable Y.

The operating range of the master control is- 200...+ 311.5 % Y The normal range, as before, is. - 27.5...+ 100 % Y A wide variety of functions in the IHKA are. influenced in this way, for example flap and blower automatic control.

The subordinate systems include the two auxiliary regulatingcircuits for the left and right heat exchangers.

They suppress the disturbance variables that would otherwisebecome perceptible in the air conditioner as changes in temperature due to fluctuations in air throughput or water flow.

The evaporator temperature is set by a separate control loopand acts on the system as a disturbance variable.

Two other independent loops control the ventilation temperaturefor left and right, thus allowing stratification of the air temperature between the footwell outlets and the ventilation outlets.

- 46 -


Passenger-compartment control loop (master

controller)

The passenger-compartment controller is of the proportionaltype (linear amplifier).

The temperature range that the car's occupants can select isfrom 16 ºC ... 32 ºC (approx. 60 ºF ... 90 ºF).

The step interval is: temperature in ºC

temperature in ºF 0.5 ºC

1.0 ºF

- MAX heating function

If the setpoint is 32 ºC, MAX heating is activated for left and/orright individually. The interior-temperature controller is overridden. The temperature of the heat exchanger is brought up to the maximum of 90 ºC. Manipulated variable Y is set to maximum heating (true 311.5%).

E x c e p t i o n : independent ventilation

The water valves have to remain closed in independent venti-lation mode, so the MAX heating function has to be cancelled. It is overridden by the independent ventilation condition (see independent ventilation).

- MAX cooling function

If the setpoint is 16 ºC, MAX cooling is activated for left and/orright individually. The interior-temperature controller is overridden. The heat-exchanger temperature is reduced to the minimum of 5 ºC and the water valve is closed. Manipulated variable Y is set to -200% (maximum cooling).

- 47 -


Correction for setpoints

- Outside-temperature influence

The outside temperature is registered by an outside-temperaturesensor at the bumper and this information is sent to the IHKA by means of the K-CAN bus.

The setpoint is corrected as a function of outside temperature inorder to compensate for the effects of heat radiated off outside panels and the enclosing surfaces on the car's occupants.

- Interior-temperature sensor

A temperature sensor with sensor blower is mounted in thecontrol panel, where it measures the temperature inside the passenger compartment.

- 48 -


Heat exchanger control

- Heat-exchanger sensors

The temperature of the heat exchanger is registered by temper-ature sensors situated in the heater's discharge air flows on left and right. They measure the discharge temperature directly at the discharge from the heat exchanger.

Pulse width modulation was selected as the mode for electriccontrol of the water valves. On the basis of service-life calcula- tions, the period duration was set to 3.6 seconds.

1Given an auxiliary variable YH,l/r between 0... 00%, the duration of opening tV derived in this way is 0...3600 ms.

- Filling station effect

The filling station effect (valve de-energized, allowing the heatexchanger to fill up) is avoided by maintaining the power supply to the water valves for 3 minutes (value codable in EEPROM) after terminal 15 drops out.

- Engine characteristic-map cooling

The petrol-engined cars have characteristic-map cooling. As faras the automatic air-conditioning system is concerned, this means very high coolant temperatures (up to 120 ºC). In order to avoid damage to the air conditioner, the heat-exchanger temperature is limited to a maximum of 90 ºC.

The control system is designed to ensure that the maximumheat-exchanger temperature can also be pegged at a constant level.

If a defective water valve causes the temperature in the heatexchanger to rise too high (> 98 ºC), a K-CAN message is sent to activate characteristic-map cooling in the DME.

- 49 -


- Auxiliary water pump

An electric auxiliary water pump is installed in order to ensurethat the requisite water flow rate is maintained even at low engine speeds.

ON:

or

Residual-heat function

Terminal 15 ON (ignition ON)

and Engine temperature ε 0 ºC

and No blower zero setting

and Manipulated variable Ydriver or Ypassenger ε 5%

or

DEFROST

or

MAX heating

- 50 -


Virtual ventilation flap

In order to achieve the temperature and flow rate of theaggregate air flow, a virtual flap position is computed taking all the following variables into account:

- Temperature setting selected by the occupants (manipulated variable Y)

- Air-stratification setting

- Ventilation temperature (actual value)

- Sunshine (solar sensor, High version only)

- Outside temperature

- Flap characteristics for the footwell

- DEFROST ON/OFF

- Correction factors

- Temperatures of evaporator and heat exchanger

Once this "virtual ventilation flap" has been set to the correctposition, characteristics are applied to correct the positions of the cold-air and warm-air flaps in such a way that warm and cold air is mixed so as to achieve the desired flow rate and temperature at the ventilation outlet. (See block diagram).

The positions of the warm-air and cold-air flows determine themass flows of warm air and cold air individually and thus also affect the aggregate mass flow as well as the ventilation temperature.

This system inevitably affects not only the temperature but alsothe air flow rate in the entire system each time the angle of aperture of a flap is changed, so the computations involved are complicated and integrate the influencing variables and disturbance variables.

- 51 -


Note, too, that a distinction has to be drawn between the Highand Basic versions, because the latter has only one ventilation- temperature sensor and the air-stratification settings can be adjusted only from the driver's side.

Bus-controlled stepper motors are the actuators for the warm-air and cold-air flaps.

KT-7792

Fig. 25: Principle of ventilation

Index 1

2

3

4

5

6

Description Virtual flap position

Air flow to ventilation (ventilation temperature TBEL)

Cold-air flap position (αk)

Cold-air flow (evaporator temperature TVD)

Warm-air flow (heat-exchanger temperature TWT)

Warm-air flap position (αw)

- 52 -


Sectional view with warm-air and cold-air

flaps

- Basic version

KT-8344

Fig. 26: Sectional view of the Basic version

Index

1 2 3 4

Description

Evaporator Heat exchanger Warm-air flap Cold-air flap

- 53 -


- High version

KT-8345

Fig. 27: Sectional view of the High version

Index 1

2 3 4 5

Description Evaporator Heat exchanger

Warm-air flap Cold-air flap Flap for rear-seating ventilation (warm air, cold air and shut-off)

- 54 -


Ventilation control (stratification) REAR

(High version only)

The air-stratification flaps for the rear of the passengercompartment (left and right are separate) discharge two functions:

- They shut off the flow of air to the vents if the shut-off flaps at the vents are closed by hand.

- They control the discharge temperature in the rear of the car interior by mixing warm air and cold air.

Air-flow control

- Automatic blower and flap control

When the "AUTO" button (left or right) is pressed or a corre-sponding request issued by means of the Control Display, the automatic blower and flap control system for the side in question is activated and the corresponding "AUTO" LED lights up.

Automatic blower control is dependent on manipulated variable Y.

When the blower control knob is turned, automatic blowercontrol for the side in question is deactivated. Automatic flap control remains active.

Pressing the "AUTO" button again reactivates automatic blowercontrol for the side in question.

The current blower output is displayed on the Control Display inmanual mode only.

- 55 -


- Automatic blower boost

Automatic blower boost is available when the flaps are adjustedmanually and when automatic flap control is active.

In order to expedite cooling or heating in order to counterextreme temperatures inside the passenger compartment, the normal range of adjustment (Y) is increased from ( -27.5% < Y < 100%) to -200% < Y < 310%.

Automatic blower control responds only to the driver's sidevalue for manipulated variable Y.

KT-8737

Fig. 28: Blower boost

Index A Y -FA

Description Blower component Manipulated variable, driver's side

- 56 -


- Manual blower adjustment

Turning the control knob clockwise increases blower output,turning the knob counter-clockwise reduces output. Blower output is visualized in the form of a bar indicator in the Control Display.

In the High version, the blower setting is controlled by twopotentiometers, one for the left side and one for the right (the Basic version has only one potentiometer for the left side) without limit stops in stages from 1 - 14. Power is increased or decreased one level for each click.

Once the maximum or minimum setting is reached, turning thepotentiometer further in the same direction has no additional effect. Output remains at the MAX or MIN setting, as applicable.

The new blower value is immediately transmitted to the ControlDisplay.

KT-8736

Fig. 29: Manual blower setting (A)

Index B C D

Description Blower output Potentiometer detent position

Blower stage

- 57 -


- Dynamic-pressure compensation

As vehicle speed increases, the increase in air volume in the airintake ducts flow rate is out of proportion unless controlled by dynamic-pressure compensation. The ram effect of high speed can be compensated by closing the fresh-air flap to restrict the air intake duct in response to the road-speed signal (K-CAN signal).

In the road speed range from 80 km/h to 180 km/h the angle ofaperture of the fresh-air flap is reduced from 100% to 30%.

- Limitation in the cold and warm ranges

When the manipulated variable Y > 10%, maximum bloweroutput is limited as a function of coolant temperature.

KT-8738

Fig. 30: Limitation in the cold and warm ranges (A)

Index B C

Description Coolant temperature Maximum blower output

- 58 -


- Blower control as a function on the on-board

electricity supply

If the power module triggers a consumer shutdown over theK-CAN bus, the following applies:

Blower output OFF 50% 100%

Priority level

1

4

>4

Note, however, that the reduction in blower output or shutdownfor priority level 1 or 4 does not apply to the "DEFROST" function.

Blower voltage is reduced in the same ratio as the vehiclevoltage from 12.0 V downward. If, for example, the vehicle voltage drops 10% below 12.0 V, the blower control voltage and thus the blower voltage are also reduced by 10%.

- Effect of terminal 50

During engine starting, the battery cannot be subjected to theextra load that would be caused by the blower's current consumption. As long as "terminal 50 logically on" persists (starter motor), the blower control voltage is pegged at 0 V (blower off).

- 59 -


Air distribution

There are a number of ways of selecting the air-distributionmode:

- Automatic program (selectable by means of the button on the control panel or the air-conditioning menu on the Control Display).

- Prioritized programs (selectable by means of the buttons on the control panel).

- Manual air-distribution programs (selectable by means of the air-conditioning menu on the Control Display).

- INDIVIDUAL settings (selectable by means of the DUAL function in the air-conditioning menu on the Control Display: not implemented at this time).

Flap positions

- Flap positions for both sides together:

- Fresh air

- Recirculating air

- Defrosting

These flaps are positioned in accordance with the applicable setvalue of the control on the driver's side (Ydriver). The LHD/RHD ID is needed for this purpose (coding).

- 60 -


- Priorities

The initial position of each flap is defined in accordance with thefollowing priorities:

- Calibrating run (after connection of the battery)

- Independent heating/ventilation OR utilization of residual heat

- Position run (with terminal 15 dropping out)

- DEFROST program

- MAX-AC program

- OFF mode (= blower zero position)

- Cold-starting interlock

If one of these functions is active, the corresponding nominalpositions of the motors are used.

- Calibrating run

The stepper motors do not have a function for recognizing actualpositions, in other words they always move relative to a reference point. The reference point is one of the flap's limit positions (0% or 100%).

The flaps are always moved to a limit position on each occasionof a "power-on reset" (connect battery), for example if a control unit is replaced or the voltage supply is interrupted in normal operation. The limit position is selected such that the subse- quent nominal position can be reached by the shortest possible distance.

A calibrating run can also be triggered by the diagnosis tester.

- Position run

When the engine has been switched off and the car parked(terminal 15 drops out), the fresh-air/recirculated-air flap has to be moved to the "fresh-air position" in order to ensure the supply of outside air to the passenger compartment even in the event of a failure of the IHKA.

- 61 -


Manual (individual) air distribution

Manual air distribution is controlled by means of the ControlDisplay (on-board monitor), which issues the "OPERATION_AIR- CONDITIONER_AIR" information in the operation_air- distribution_program signal.

- Manual air distribution for Basic version:

Program Air distri-bution, windscreen

OPEN

CLOSED

CLOSED

OPEN

OPEN

OPEN

CLOSED

Air distri-bution, middle

CLOSED

OPEN

CLOSED

OPEN

OPEN

CLOSED

OPEN

Air distribution, bottom

CLOSED CLOSED

OPEN CLOSED

OPEN OPEN OPEN

TOP MIDDLE

BOTTOM

TOP_MIDDLE TOP_MIDDLE_BOTTOM TOP_BOTTOM MIDDLE_BOTTOM

The High version permits individual air distribution to be setseparately for the driver's side and passenger's side, the only exception being TOP.

KT-8342 Fig. 31: Control Display, High control panel, driver menu

- 62 -


- Manual air distribution US programs

(Basic version)

Program Air distri-bution, windscreen

OPEN

CLOSED

CLOSED

CLOSED

Air distri-bution, middle

CLOSED

OPEN

CLOSED

OPEN

Air distribution, bottom

OPEN CLOSED

OPEN OPEN

HEAT (TOP BOTTOM), VENT (ventilation) FLOOR (BOTTOM) BI_LEVEL (MIDDLE, BOTTOM)

The High version permits individual air distribution to be setseparately for the driver's side and passenger's side.

KT-8343 Fig. 32: Control Display, High control panel, driver menu, US programs

- 63 -


Automatic program

KT-8340 Fig. 33: Control Display, High control panel, driver menu, automatic program

- Defrosting flaps

In order to avoid post-start fogging, the defroster flap remainsclosed for 12 seconds after the engine is started, before normal operation returns to normal.

When the DEFROST function is cancelled the defroster flap ismoved to the new flap position after a delay.

When the AUTO button on the driver's side is pressed, thedefroster flaps are opened or closed in accordance with a curve program. The AUTO button on the passenger's side has no effect on the position of the defroster flaps.

KT-8741 Fig. 34: Defroster flap

Index A

Description Manipulated variable Y

Index

B

Description

Flap aperture

- 64 -


- Virtual flap

When the AUTO button on the driver's side or passenger's sideis pressed, the virtual flap for the side in question is opened or closed in accordance with a curve program.

The flaps are closed when the following criteria are satisfied:

Manipulated variable Y > 90%

and

Heat-exchanger temperature TWT < desired ventilationsetpoint temperature + correction value

The angle of aperture of the virtual flap can be further reducedby different blower settings on the driver's and passenger's sides.

The flap at which blower output is less is throttled. The flap atwhich blower output is greater remains unaffected.

KT-8742

Fig. 35: Virtual flap aperture

Index A


Index

B

Description

Flap angle

- 65 -


- Footwell flaps

When the AUTO button on the driver's side or passenger's sideis pressed, the footwell flaps for the side in question are opened or closed in accordance with a curve program.

KT-8743

Fig. 36: Footwell flap

Index A


Index

B

Description

Flap angle

- 66 -


Individual settings for the "INDIVIDUAL"

program

KT-8341 Fig. 37: Control Display, High control panel, driver menu, individual settings

The flaps that can be set individually by means of the ControlDisplay (on-board monitor) are as follows:

Driver's side - Defroster flap

- Virtual flap

- Footwell flap

Passenger's side - Virtual flap

- Footwell flap

When the positions of the flaps on the left side are changed, theprogram set for the right side is deleted (Auto, Top, Middle, Bottom).

The individual settings allow the flaps on the left and right sidesto be opened or closed separately in steps of 10% and the settings to be saved with the aid of the Control Display.

The correct flap positions are frozen and can be called up withthe INDIVIDUAL program.

- 67 -


Prioritized programs

The flap setpoint positions for the prioritized functions are asfollows:

SH/ REST

Fresh air Recirculating air Defrosting Warm air left Warm air right Cold air left Cold air right Footwell left Footwell right Rear seating area left

Rear seating area right

100 0

100 0 0 0 0

100 100

0 (closed)

SL DEF MAX-AC POS OFF KSV

100 0 0 0 0

100 100

0 0

0 (closed)

100

0

100

0

0

0

0

0

0

0 (closed)

0 ***

100

0

100

100

100

100

0

0

100 (cold)

100

0

100 *0

0

0

0

0

0 *100

0 *100

warm *cold

0 0 0 0 0 0 0 0 0

0 (closed)

**

**

****100 *0

0 0 0 0

****0 *100

****0 *100

warm*cold

warm*cold

0 (closed) 0 (closed) 0 (closed) 100 (cold) warm *cold 0 (closed)

Key to abbreviations SH/SL REST DEF Max-AC (OFF) KSV POS * ** ***

****

Independent heating/independent ventilation

Utilization of residual heat

DEFROST program

Maximum cooling

IHKA off (air flow in zero position)

Cold-starting interlock

Position run

Applicable for outside temperatures ε 0 ºC

Depends on status of the recirculated-air button or AUC

The fresh-air flap is partially opened for 1 minute every12 minutes (EEPROM value)

For a certain length of time (EEPROM) after the engine isstarted the defroster flap is closed and the footwell flap opened 20%, as otherwise the blower would be operating with all flaps closed.

- 68 -


Important: If the

- independent heating- independent ventilation - residual heat programs are selected, the flaps move to the "normal" position when terminal R is energized, "normal" being the positions that are valid in operation without these programs.


Cold-starting interlock is activated when the following criteriaapply:

ON:

and

Manipulated variable YDRIVER = 100%

AUTO program selected

and Heat-exchanger temp. driver δ 30 ºC

Cold-starting interlock (KSV) is deactivated when any one of thethree conditions is not or no longer satisfied.

The flap positions for cold-starting interlock (KSV) depend onthe outside temperature. (See the "Prioritized programs" table)

If outside temperature is < 0 ºC, the defroster flap is OPEN andthe footwell flaps CLOSED. The opposite applies for outside temperatures > 0 ºC.

- 69 -


MAX-AC function

The MAX-AC function enables the user to select the maximumcooling power by a single touch of a button on the control panel.

The MAX-AC function has the highest priority after theDEFROST function.

All functions including DEFROST are deactivated when theMAX-AC button is pressed. The air-conditioning function is switched on, if it is not already active. The air-conditioning function remains active when the MAX-AC function is terminated.

The MAX-AC function is terminated when any button on thecontrol panel is pressed or a change made to the settings on the Control Display (on-board monitor). The newly selected function becomes active and the settings valid before the MAX-AC function was selected are reactivated (apart from DEFROST).

Pressing the MAX-AC button while the MAX-AC function isactive also terminates the MAX-AC function.

- Table of switch-on criteria

Criterion for switching on/off Terminal 15 ON (ignition ON)

MAX-AC button pressed (OFF)

Outside temperature > 5 ºC

and

and

ON OFF

X

- 70 -


- Active settings

When the MAX-AC button is pressed, the following settings areadopted with the MAX-AC function active:

- Temperature control is deactivated. The water valves are closed.

- - - -

The manipulated variables for left (Yl) and right (Yr) are set to the minimum setpoint of -200%.

The IHKA reports "readiness of air conditioner" to the engine management system.

Evaporator control is activated. The flaps move to the following positions: Fresh air: Recirculated air: Defrosting: Warm-air flap, left: Warm-air flap, right: Cold-air flap, left: Cold-air flap, right: Footwell left:

Footwell right:

Rear-compartment ventilation:

0%, then 30% open for one minute every 12 minutes (like AUC)

100%

0%

100%

100%

100%

100%

0%

0%

unchanged

- - - - - -

Rear air conditioner

Blower setting Rear window defogger DEFROST Temperature reading, driver Temperature reading, passenger Blower indicator, driver Blower indicator, passenger

if installed, MAX-AC is activated in both parts of the HKA

maximum for driver and front passenger

unchanged

is deactivated

16 ºC (60 ºF)

16 ºC (60 ºF)

- - -

14 bars

14 bars

The function lighting is switched as follows: AC-MAX: All air-distribution buttons: AC: Recirculated air: DEFROST: Rear window heating:

ON

OFF

ON

ON

OFF

unchanged

- 71 -


DEFROST function

The DEFROST function is a priority function (see the "Prioritizedprograms" table) in air distribution and in controller computations for heating. DEFROST is activated by pressing the DEF button.

The DEFROST function is the highest priority function after theOFF function, in other words when the DEFROST function is activated all the function LEDs go out, with the exception of the HHS LED (if the rear window heating (HHS) is active).

New: the blower can now be adjusted while the DEFROSTfunction is active.

This adjustment is applied in accordance with the followingcriteria:

1. Uncontrolled DEFROST function: Outside temperature TA < -5 ºC

- Heat-exchanger temperature is brought up to maximum value.

2. Controlled DEFROST function: Outside temperature TA ε - 5 ºC

- The heat-exchanger setpoints are increased to at least 30 ºC.

- 72 -


Effect of the solar sensor

(High version only)

The solar sensor allows for an external heat source (e.g.sunlight) that affects the temperature inside the car and thus influences the comfort of the occupants along with air-conditioning control. The solar sensors, therefore, have a certain effect on air-conditioning control in the car.

Air-conditioning control without solar sensors is configured forempirically calculated average figures for sunlight, so a controller equipped with solar sensors can react even more accurately to the conditions actually prevailing.

An increase in sunlight produces a shift in the correspondingdirection for the functions described below. The effect is the opposite at night or when the car enters a tunnel.

The solar sensor consists of two photoresistors, one on the leftand one on the right, which register the varying intensity of the light rays.

The sensor signals are linearized in the solar-sensor module andoutput in the voltage range from 0...5 V.

The solar sensor is mounted on the grille of the centralloudspeaker in the dashboard.

- 73 -


Lower Limit Value

Infrared Windscreen

Standard Windscreen

Upper Limit Value

KT-8744 Fig. 38: Solar sensor

Index A/D

Description A/D converter input

Index

A

Description

Effect of sunlight

Note: at this time, the infrared windscreen is identical with thestandard windscreen.

The effect of the solar sensor is assigned separately to thedriver's side and passenger's side and influences the air-conditioning components as follows:

1. Blower:

2. Air stratification:

3. Flaps:

blower control curve shift

stratification temperature shift

the angle of the virtual flap is corrected

- 74 -


The effects on these components are illustrated below:

max. Solar

min. Solar

KT-8745

Fig. 39: Blower control curve shift A Manipulated variable Y B Blower change

KT-8746

Fig. 40: Corrected aperture of the virtual flap A Manipulated variable Y B Maximum correction

min. Solar Influence

max. Solar Influence

KT-8747

Fig. 41: Stratification temperature shift A Manipulated variable Y B Solar correction

- 75 -


Rear window heating

Pressing the HHS button activates the rear window heating. Thefunction light comes on to indicate that the function is active. The system is deactivated by pressing the HHS button for a second time, or automatically when the heating period (10 or 17 minutes) expires. Pressing the HHS button during cyclic operation starts the post-heating phase (5 minutes).

The HHS function is independent of the other button-activatedfunctions of the IHKA (exception: OFF function).

- Defrosting phase

After "terminal 15 ON" (restart after sleep mode), the time periodfor the rear window heating is set as follows in order to optimize defrosting of the rear window:

Outside temperature

ε -15 ºC < -15 ºC

Heating period (defrosting phase)

10 minutes

17 minutes

The function LED remains on for the duration of the heatingperiod. - Cyclic operation

The defrosting phase is followed by cyclic operation with1/4 power for 30 minutes. This is cancelled by "terminal 15 OFF".

Cyclic operation: 3 sec. ON / 9 sec. OFF

The function LED remains OFF during cyclic operation.

As of priority level 5 of the K-CAN message, low-voltage cutoutby the power module is possible (see "Effect of the power module" in the section on coding).

The HHS is controlled by the control unit of the IHKA. The loadcurrent is switched and the circuit protected by the power module.

- 76 -



In order to prevent the wiper blades freezing to the glass, thewiper parked zone heating is activated depending on the outside temperature.

Toutside < 3 ºC

Toutside > 6 ºC

Wiper parked zone heating ON

Wiper parked zone heating OFF

- Switching conditions for shutdown as of

priority level 5

As of priority level 5 of the K-CAN message, low-voltage cutoutof the wiper parked zone heating by the power module is possible.

- 77 -


OFF function

- OFF function, High version

(Press the left air-volume control)

In the High version, the functions triggered when the OFF buttonis pressed are as follows:

- Current status is saved

- Function LED in OFF button comes on, all others off

- OFF shown on Control Display (on-board monitor)

- All flaps to 0%

- Blower off

- Auxiliary water pump off

- Temperature control switched off

- Interior-sensor blower continues to run

- Sensor value is frozen

- Water valves receive current (heat exchanger is shut off)

In the "IHKA OFF" condition, the temperature control systemcannot function on account of the lack of air throughput. The function LED in the temperature control knob goes out to indicate that the function is not available.

Pressing any button (except REST) cancels "IHKA OFF" and theselected function is activated.

- 78 -


Recirculated air / AUC / Auto recirculated air

The RECIRCULATED AIR/AUC button has two functions.

- Changeover from RECIRCULATED AIR to AUC and vice versa

- Switch off RECIRCULATED AIR / AUC function (fresh-air mode).

Changeover from fresh-air mode to AUC or RECIRCULATEDAIR:

RECIRCULATED AIR/ AUC button

Press once

Function

AUC function is activated (AUC LED bright and RECIRCU- LATED AIR LED dark)

Recirculated-air function isactivated (AUC LED dark and RECIRCULATED AIR LED bright)

Return to fresh-air mode (AUCand RECIRCULATED AIR LEDs both dark)

Press twice

Press three times

- Recirculated air mode

The recirculated-air function can be used to prevent the airquality inside the car deteriorating in situations in which the windows and sliding sun roof cannot be opened on account of poor outside air, for example when the car is stopped at traffic lights, in congested traffic, or when driving through tunnels, etc.

The recirculated-air function is activated when the RECIRCU-LATED AIR/AUC button on the control panel is pressed or when AUC detects a recirculated-air condition. The fresh air flap closes within a maximum of 1 second; the recirculated-air flap needs up to approximately 4 seconds to open.

New: In the recirculated air mode the refrigerationcircuit is no longer compulsorily activated.

The recirculated-air function is not saved before the control unitenters sleep mode, which means that the function is not active following a reset.

- 79 -


- Automatic recirculated-air control (AUC)

The IHKA measures air quality by analysing the signals from twodifferent sensor systems.

Automatic system recognition is used to ascertain which AUCsensor is installed.

1. AUC I: Manufacturer: FIGARO Type: TGS 822 Function: noxious gases reduce resistance Sensitivity: organic vapours, 50 ... 5 000 ppm Heating: heating power at 5 V is approx. 650 mW Sensor supply: 5 V

Start phase: each time the vehicle starts the fresh-air position is actuated for 90 seconds (sensor heating). Sleep mode does not cancel the AUC function.

2. AUC II: Manufacturer: PARAGON Type: AQS AUCII Function: PWM-signal output corresponding to the noxious- gas content Sensitivity: Heating: heating power at 5 V is approx. 500 - 800 mW

Start phase: each time the vehicle starts the fresh-air position is actuated for 30 seconds (sensor heating). Sleep mode does not cancel the AUC function.

Time limit:

Broadly speaking, relative humidity inside the car can increaseduring a recirculated-air phase, because the proportion of fresh air is low. This can cause the windows to fog. Consequently, the recirculating air state in the AUC function is limited, depending on whether the system is in heating or air-conditioning mode:

In heating mode the recirculating-air period is limited to4 minutes at outside temperatures > 6 ºC. This is followed by 1 minute of fresh air.

In A/C mode the recirculating-air period is limited to 12 minutesat outside temperatures > 6 ºC. This is followed by 1 minute of fresh air.

- 80 -


- Auto recirculated air

The purpose of this special function is to cool the interior of thecar rapidly. If the occupant requests extreme cooling power from the air conditioning, the cool air from inside the car is drawn back through the evaporator again, with the result that the temperature level inside the car drops all the more quickly.

The function initially operates for 12 minutes in full recirculatedair mode and then in partial recirculated air mode (fresh air 30% / recirculated air 100%). The values are stored in memory (EEPROM). If it is cancelled within the initial 12 minutes and subsequently reactivated, the function operates only in the partial recirculated air mode.

The "automatic recirculated air" function is switched ON andOFF in accordance with the following switching criteria:

Criterion for switching on/off

A/C mode selected The relevant manipulated variable Y isless than -20%

A/C mode is terminated

The relevant manipulated variable Ybecomes greater than -5%

and

ON OFF

X

X

X

- 81 -


Stationary functions

(Residual heat / independent ventilation and independentheating / independent A/C)

Residual heat

The RESIDUAL HEAT function employs the residual heat of thestopped engine to heat the passenger compartment.

The auxiliary water pump is activated to circulate the water. Themaximum ON time is 15 minutes.

When the REST button is pressed, the RESIDUAL HEAT functionis activated with terminal 15 de-energized. This function is deactivated when terminal 15 goes live.

When terminal R is live, the AUTO buttons can also be pressed.The AUTO function is cancelled as soon as terminal R is de- energized. Note that RESIDUAL HEAT is available even when terminal R is de-energized.

Residual heat function active when:

and

and

and

REST button pressed Outside temperature δ 15 ºC

Engine temperature once > 70 ºC

Ignition-lock position Ror Terminal 15 OFF (ignition OFF)

15 minutes not yet elapsed since terminal 15 OFF(ignition OFF)

and

- 82 -


Independent ventilation (SL) and independent

heating (SH)

Note: Independent functions have to be registeredwith the power module and are subject to deactivation by the power module.

- Activation/deactivation options

1. Remote control

The functions that can be activated with the hand transmitter areas follows:

- Independent ventilation ON/OFF

- Independent heating/independent ventilation ON/OFF

- Independent A/C ON/OFF

It is always important to bear the outside-temperature switchingthreshold of +15 ºC in mind when activating these functions. The following applies:

Function:

Independent heating

Independent ventilation

Outside temperature

< 15 ºC

> 15 ºC

2. Control Display (on-board monitor)

The independent heating/independent ventilation functions canbe controlled by means of the on-board monitor, and there are 2 control options:

- Direct operation

- Timer programming

- 83 -


- IHKA settings for "independent ventilation"

Terminal 15 OFF - control panel is inactive:

-

-

Temperature control: OFF (valves closed)

Flap program: (0% = flap closed / 100% flap open)

-

-

-

-

-

-

-

Warm air left and right

Recirculating air

Defrosting

Footwell left and right

Cold air left and right

Rear seating area left and right

Fresh air

100%

0%

0%

0%

100%

0%

100%

-

-

Blower set to 50%

Function light OFF

The power module continuously monitors the battery's chargestate while the INDEPENDENT VENTILATION function is active. If the power module issues the shutdown signal for the independent consumers, the IHKA shuts down independent ventilation and it is not switched on again.

- 84 -


- IHKA settings for "independent heating"

The system must be free of the following faults when the"independent heating" program is activated:

- Fault, auxiliary water pump status

- Fault, changeover valve

- General fault

- Undervoltage

- Implausible operating mode

- Settings when terminal 15 and terminal R OFF:

(Control panel is inactive)

- Temperature control OFF

(valves open)

- Flap program

(0% = flap closed / 100% flap open)

- Warm air left / right - Recirculating air - Defrosting

0%

0%

100%

(fresh-air operation) - Footwell left and right - Cold air left and right - Rear seating area left and right

100%

0%

0%

100%

50%*

OFF

- - -

Fresh air Blower Function lights

* If the driver's side heat-exchanger temperature is < 30 ºC, the blower operates atminimum power (blower stage 1) for the first three minutes. Once the heat-exchanger temperature exceeds 30 ºC, the reduction in blower power is cancelled for the remainder of this independent-heating period.

- 85 -


- Switch-on/switch-off criteria for "independent

heating"


Independent heating activated by on-board monitor

or

by remote controlSH/SL ON

No fault in the independent heating (SH ZWP OFF on account of fault)

ON OFF

and

No fault interlock in the independent heating (SH ZWP OFF on account of fault interlock)

and X

The shutdown conditions for auxiliary heating were not satisfied despite "Engine running"

Range with amount of fuel in tankis greater than 50 km

Independent heating deactivated by on-board monitor

By remote controlSH/SL/SK/engine OFF

SH OFF on account of undervoltage

SH OFF on account of fault

SH OFF on account of fault interlock

IHKA OFF (off mode)

IHKA OFF because shutdown conditions with engine ON in auxiliary heating mode satisfied

and

and

X

X

X

X

X

X

X

- 86 -


- Independent heating in auxiliary heating mode

In order to enable true auxiliary heating after the engine isstarted, independent heating is not switched off following "engine ON" until the deactivation conditions for auxiliary heating are satisfied.

Independent heating is not reactivated before the next "engineOFF".

The changeover valve is controlled by the SH. A shutdowncondition for the changeover valve is:

Heat exchanger specified temperature δ engine temperature.

There are two heat-exchanger temperature sensors, so thehigher of the two values available at any given time is used as the measured variable.

- Actuation, circulation pump

The circulation pump for the independent heating is always onwhen the independent heating is active (switch on auxiliary water pump).

- Actuation, changeover valve

The purpose of the changeover valve is to separate the largecoolant system (intake from radiator by the auxiliary water pump) from the small coolant system (intake from heat-exchanger return). It switches back and forth between the two, but it does not close. Even when the independent heating is off, the dual water valve still receives its supply of water from the independent heating. (See the illustration captioned "Heating circuit with independent heating").

The changeover valve is controlled autonomously by theindependent-heating control unit.

One shutdown condition for the changeover valve requires theheat-exchanger setpoint temperature to be less than or equal to the engine temperature.

- 87 -


- Independent heating / refrigerant system

KT-8199 Fig. 42: Heating system for M62 engine with independent heating

Index 1 2

3

4

5

6

7 8

9

Description Return

Heat exchanger (heating element in the air conditioner)

Flow 2.1

Flow 2.2

Bypass, independent heating

Outlet, independent heating/auxiliary heating

Independent heating (SH) Inlet, independent heating/ auxiliary heating

Changeover valve

Index

10

11

12

13

14

15

16

17

18

Description

Flow, changeover valve Bypass, independent heating/ changeover valve

Triple tube, independent heating

Dual water valve (WV) without auxiliary water pump

Flow, independent heating/ auxiliary heating

Auxiliary water pump (ZWP)

Inlet, dual water valve

Flow

Radiator

- 88 -


- Pseudo auxiliary heating mode

In order to avoid discomfort (sudden chilliness) at the transitionfrom independent heating (SH mode) to true auxiliary heating (ZH mode) after the engine starts, the pseudo auxiliary heating mode is started. This is an auxiliary heating procedure (engine running) using the small SH heating system. In order to enable this transitional mode, the independent heating is not deactivated after engine ON until the shutdown conditions for auxiliary heating have been satisfied. During this time, the IHKA indicates the pseudo auxiliary heating mode to the independent heating by means of the "operating mode = pseudo auxiliary heating" signal.

Switch-on/switch-off criteria for pseudo auxiliary heating:


Engine running

Terminal 15 ON

Priority level of consumer shutdown > 1from power module

No fault OR fault interlock for independent heating detected

Pseudo auxiliary heating coded

INDEPENDENT HEATING operatingmode

Auxiliary heating is deactivated by the CD

Blower OFF (IHKA OFF)

Engine OFF

Terminal 15 OFF (ignition OFF)

Priority level of consumer shutdown 1from power module

SH OFF on account of fault/fault interlock

No "engine running" DME message

No "terminal status" CAS message

The SH LED is off in pseudo auxiliary heating mode.

X

X

X

X

X

X

X

X

and

and

and

and

and

ON OFF

X

- 89 -


Independent A/C

The independent air-conditioning function can also be activatedand deactivated with the remote control for switching the independent heating and independent ventilation systems on and off. When the independent A/C function is activated the engine is started by the CAS, the air conditioning system is switched on and the AUTO function of the automatic A/C controller is activated. In this way, the blower lowers the temperature inside the passenger compartment to approximately 22 ºC.

Remote control for engine-independent

functions

- Independent heating/independent ventilation,

independent A/C

The independent heating/independent ventilation andindependent A/C functions are activated by means of the buttons on the remote control. The functions as such are implemented in the air conditioner.

- Start independent heating or independent A/C

If the "ON" button on the remote control is pressed after buttonassignment level 1 has been selected, the telegram is read and checked and a corresponding K CAN "Operation A/C remote" system telegram is sent with the start command for the air- conditioning control unit. (See also the operating manual, "Remote control for engine-independent functions").

Bay way of acknowledgment, the passenger-compartmentlighting is switched on by the power module, which listens in on the "Operation A/C remote" telegram.

If the request calls for independent air conditioning with anengine start, the A/C control unit must send the engine-start request to the CAS control unit by the K CAN system, otherwise the engine is not started.

The engine is shut down when a door is opened or a gearengaged.

- 90 -


- System initialisation, remote control

Unlike the remote control key (for central locking system), whichis initialised automatically by means of the transponder interface, the remote control units for telestart (hand transmitter) have to be initialised manually. One or two remote controls can be initialised and used in parallel for each vehicle. Each remote control can have its own coding.

Three remote controls (hand transmitters) can be coded bymeans of the CAS.

1. Version for independent heating and independent ventilation

2. Version for independent A/C only

3. Version for independent heating, independent ventilation and independent A/C

Pressing the "Mode" button accesses two control levels.

Level 1: for independent A/C functions

Level 2: for independent heating and independent ventilation functions

There are only two control levels when version 3, which is appli-cable to all independent functions, is coded by means of the CAS.

If version 1 or 2 is coded, only one control level is accessible bypressing the "Mode" button.

- 91 -


The initialisation procedure is as follows: 1. Insert remote control key (ignition key) in CAS Terminal R ON δ 5 seconds Remove remote control key The CAS remains ready for initialisation for 30 seconds

2. On the Remote control (hand transmitter), press the "OFF" button and hold it down for a maximum of 15 seconds. 3. During this time, briefly press the "ON" button three times within 10 seconds.

4. Release both buttons. The "Status" LED flashes at 1 Hz for a maximum of 10 seconds. The central locking system locks and immediately unlocks to indicate that a remote control has been successfully initialised.

5. If this response from the central locking system (lock, unlock) is not issued: repeat initialisation.

KT-8924

Fig. 43: Remote control

Index

1

Description

LED 1: status indicator Flashes when independent A/C or independent heating/ independent ventilation is ON

LED 2: engine start-up and independent A/C ON

Index

4

Description

Level 1: engine start-up and independent A/C ON Level 2: independent heating/ independent ventilation ON

Level 1: engine stop and independent A/C OFF Level 2: independent heating/ independent ventilation OFF

Button for switching between levels 1 and 2

2 5

3 LED 3: independent heating/ independent ventilation ON 6

- 92 -


When the first initialisation procedure has been completed asecond remote control (hand transmitter) can be initialised. Start this second initialisation at step 2 of the procedure as described above. All the remote controls belonging to the vehicle have to be initialised in a single session.

Do not, under any circumstances, insert the remote control keyfor the ignition lock in the CAS while initialisation is in progress, as this would terminate the initialising procedure (re-insertion is an interrupt criterion), which would have to be repeated for all remote controls (hand transmitters).

It is important to proceed in the correct sequence when initial-ising 2 remote controls. If this precaution is not observed, there is a possibility of incorrect control commands being issued (e.g. independent heating instead of independent A/C).

The remote controls (hand transmitters) currently have a range of150 metres (500 meters planned as of March 2002).

- 93 -


"Non-A/C" functions

Rear-window roller blind control

As a special function, the IHKA controls the roller sun blind forthe rear window and forwards the OPEN/CLOSED information to the side-window roller sun blinds.

- Operating concept

The rear-window roller blind is controlled by K-CAN messagessent by one of the door modules. The IHKA distinguishes between short and long actuation of the button.

Short actuation of the button (t < 750 ms) causes the rear-window roller blind to be activated. If the button is pressed for longer, a request is sent to the door modules to move the side- window roller blinds in the same direction as the rear-window roller blind.

When the motor of the rear-window roller blind is stopped,receipt of the signal corresponding to short actuation of the button causes the motor to move in the opposite direction (OPEN or CLOSE), depending on the limit position occupied beforehand by the rear-window roller blind (previously "open", moves toward "closed" and vice versa).

The motor's direction of rotation is reversed if the button ispressed while the motor is in operation. The motor continues to receive the drive signal until it blocks. The first time the button is pressed after the engine is started (terminal R live), the motor attempts to move the roller blind down, because the current position is not known immediately after a restart. If the motor blocks right away its direction of rotation is immediately reversed.

In order to protect the motor, the drive signal is always cancelledafter 15 seconds.

- 94 -


- Actuation and fault recognition

The illustration shows in simplified form how the motor of therear-window roller blind is actuated.

KT-8377 Fig. 44: Actuation of the rear-window roller blind motor

Index S

TM CAS

K-CAN P

K-CAN S

∝Χ

Description Switches in doors Door module Car Access System K bus periphery

K bus system

Micro-controller

Index

ECU

D

S1...S4

A

B

Description

Electronic Control Unit Diagnosis output Electronic switch Signal for "rear-window roller blind OPEN"

Signal for "rear-window roller blind CLOSED"

The following switch positions are possible:

S1

open

closed

S2

closed

open

S3

open

closed

S4

closed

open

Rear-window roller blind

OPEN

CLOSE

- 95 -


Coding

In terms of saving the vehicle-specific data, the following infor-mation has to be taken into account:

- Vehicle-type variants

- Engine versions

- Specifications for national markets

- Special equipment

- Control-unit variants (independent heating, RHD/LHD cars)

The coding data is uploaded to the memory (EEPROM) of thecontrol unit, but is not active until the control unit has been reset.

Key Memory

The custom settings of four different drivers, identified by fourdifferent radio-control keys, can be saved in memory (EEPROM) after terminal 15 is de-energized. One of these four sets of settings is reactivated when terminal 15 is re-energized with the corresponding key.

The last setting is activated either when the engine is startedwith the workshop key or if the information for the key number is incorrect.

The information for the key number is sent in a K-CAN messagefor each terminal status change and on request.

Following a reset, the IHKA prompts for the current key in theinitialisation phase by sending a query message to the CAS.

Driver-specific data can be stored in contiguous memory blocks(EEPROM) for the total of four distinctive radio-control keys. When one of these radio-control keys is used, the appropriate memory block is called and the settings it contains are activated.

A fifth memory block contains default settings (for example incase a valid key is not recognized).

- 96 -


The following data is stored in each of the five memory blocks:

- Temperature, left

- Blower, left

- Air-distribution program, left

- Air stratification, left

- Air distribution, bottom left

- Air distribution, middle left

- Air distribution, top left

- Temperature, right

- Blower, right

- Air-distribution program, right

- Air stratification, right

- Air distribution, bottom right

- Air distribution, middle right

- Air distribution, top right

- (Status, HKA)

- Active function:

- Always saved: AUC, AC, OFF

- Can be activated by coding:

- Start with AUTO

- Start with AC

- Higher/lower blower characteristic

- 97 -


Car Memory

- Saving control-panel status

Car Memory includes all actions that are permanently saved inthe IHKA before the control unit enters sleep mode and that are reactivated after a reset.

- Terminal 15 ON, engine stopped Every change to the control-panel settings is saved approx. 1 second later in the control unit

- Terminal 15 ON, engine running Every change to the control-panel settings is saved approx. 10 seconds later in the control unit. DEFROST, MAX AC, RECIRCULATED AIR and HHS are cleared when the consumer in question is switched off.

Exception: Hot-climate version (can be coded): theRECIRCULATED AIR or MAX AC function, if activated before shutdown, is saved with the other settings.

- Coding variants for control-panel functions

Hot-climate version

When this version is coded the recirculated-air function (ifactive) is saved to memory (EEPROM) along with the other data when the control unit enters sleep mode and is immediately available the next time the engine is switched on.

Off lock

When this version is coded the OFF function (High control panelonly) is deleted when the control unit enters sleep mode; this means that the next time the engine is switched on the functions active before the OFF button was pressed are automatically reactivated.

Automatic variants and automatic air stratification

The IHKA offers three variants for handling the AUTO function.

- 98 -


- Custom settings

The INDIVIDUAL program (EEPROM) can be used to save a dataset with the following user-configurable flap settings for each side:

- Air distribution, head

- Air distribution, chest

- Air distribution, feet

The data sets for the INDIVIDUAL program are saved when noprogram is active and the memory button is pressed.

The flap-position settings are reactivated as soon as the userselects the "INDIVIDUAL" setting on the on-board monitor.

- 99 -


Influence of the power module

The power module uses the CAN message power managementbattery voltage signal "Control peak-reduction priority" to control consumer shutdown by means of priority levels. The air conditioning system responds to these priority signals by imple- menting the following measures:

Priority 6 measures

- Wiper parked zone heating OFF- Rear window heating OFF (applies to normal operation only, not applicable in cyclic operation)

Priority 5 measures

- Wiper parked zone heating OFF- Rear window heating OFF (applies to normal operation only, not applicable in cyclic operation)

Priority 4 measures

- Blower set to max. 50%

Priority 1 measures

- Wiper parked zone heating OFF- Rear window heating OFF (applies to normal operation only, not applicable in cyclic operation) - Blower set to max. 25% (at this time the blower is shut down) - Auxiliary heating OFF

If the "Status of independent consumers" signal is received - SHUTDOWN

- Independent heating OFF - Independent ventilation OFF - Residual heat OFF

The DEFROST function always has 100% blower poweravailable, because it is a safety-relevant function.

- 100 -


Sleep/wait/power-down modes

- Sleep mode

In order to achieve the IHKA control unit's requisite standby-current consumption of δ 100 ∝Α, network management forces it to enter sleep mode by isolating it from terminal 30.

- Wait mode

Conditions for wait mode:

- The control unit's run-on time must have expired; note that 2 run-on times are possible.

Run-on time of the control unit

3 minutes

15 minutes

Terminal 15

OFF

OFF

Conditions forresidual heat

not satisfied

satisfied

- The run-on time for the water valves must have expired (filling-station effect can be coded).

The micro-controller enters a wait routine and is de-energizedwhen all run-on timers have timed out.

- Power-down mode

The power-down command provides a means of speedilybringing the vehicle to a condition that it would normally assume when the run-on time has expired; the reason for forcing this response is to permit open circuit current measurement without any loss of time. This is accomplished with the DIS tester.

The run-on time is shortened to a maximum of 5 seconds withthis command.

- 101 -


Glossary

Abbreviations, terminology

Index

A, mA,

AB AC AT AUC BEL BFA BSEN C CAS CD DDE DEFR DME DSEN ECU EEPROM F FA FM FR GEB HHS HK HKA HR (HSR) Hz I

Description

∝Α Ampere, milliampere, microampere (current)

Shelf

Air Conditioning

Antenna

Automatic recirculated air control

Ventilation

Front passenger

Windscreen fogging sensor

Celsius

Car Access System

Control Display

Digital Diesel Electronics

Defrost program

Digital engine electronics

Pressure sensor

Electronic Control Unit

Programmable memory

Fahrenheit

Driver

Fresh-air motor

Controlling regulator

Blower

Rear window defogger

Heater

Rear air conditioner

Rear-window roller blind (rear window roller)

Hertz (frequency)

Current

- 102 -


Index

IHKA K-CAN PERIPHERY K-CAN SYSTEM K kg kg/h km/h KMV Kombi Corr. KSV kW LED l/h LM LSZ M M MFL min MMI ms MUX

Description

Integrated heating and air conditioning control

Body Controller Area Network periphery

Body Controller Area Network system

Temperature in Kelvin

Kilogram

Kilograms per hour

Kilometers per hour


Instrument cluster

Correction quantity


Kilowatt

Light Emitting Diode

Liters per hour

Light module

Light switch centre

Torque

Engine

Multifunctional steering wheel

Minute

Man Machine Interface (Control Display)

Milliseconds

Multiplex

Microcontroller

Micrometer

Newton

Newton-meter

Negative temperature coefficient

Ohm, milliohm (resistance)

Pressure

Power module

Position run

∝Χ

∝μ

N Nm NTC &, mΩ

P PM POS

- 103 -


Index

PT-CAN Poti PU PWM PWR qm R REST S SH SL SP SSEN TM T TA U rpm V VD VDF W, kW WHZG WT WTF (L or R) WV Y ZAS ZGM ZH ZL ZWP

Description

Powertrain Controller Area Network

Potentiometer

Production interruption

Pulse width modulation

Power

Square meter

Resistance

Utilization of residual heat

Switch / totaliser

Independent heating

Independent ventilation

Blocking circuit

Solar sensor

Door module

Temperature

Outside temperature

Voltage

Revolutions per minute

Volt (voltage)

Evaporator

Evaporator sensor

Watt, kilowatt (power)

Wiper-blade parking position heater

Heat exchanger

Heat-exchanger sensor (left or right)

Water valve

Manipulated variable

Ignition/starter switch

Central gateway module

Auxiliary heater

Auxiliary fan


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