Power Locks - Operation

OPERATION

POWER LOCK SYSTEM

The power lock system uses non-switched battery current received through a fused B(+) fuse in the Totally Integrated Power Module (TIPM) so that the system remains operational regardless of the ignition switch position. The TIPM is the primary power lock system controller. The power lock switches are hard wired to their respective Driver Door Module (DDM) or Passenger Door Module (PDM). The TIPM, the DDM and the PDM all communicate with each other and with other electronic modules in the vehicle over the Controller Area Network (CAN) data bus.

When a door module receives an input from a power lock switch, it sends the appropriate electronic Lock Request or Unlock Request message to the TIPM over the CAN data bus. The TIPM responds to these request messages by providing the appropriate outputs to each of the power lock motors to lock or unlock each of the door and liftgate latches. The TIPM also stores the power lock system Customer Programmable feature settings received over the CAN data bus from the Electronic Vehicle Information Center (EVIC) circuitry of the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The TIPM uses these settings and internal programming along with hard wired and electronic message inputs to determine the proper outputs needed to produce each of the appropriate power lock system features.

The power lock system circuits are continually monitored and controlled by the microprocessor and software contained within the TIPM, the DDM and the PDM. When one of these modules monitors a problem in any of the power lock system circuits or components, it stores a fault code or Diagnostic Trouble Code (DTC) in its memory circuit. The hard wired circuits between components related to the power lock system may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the power lock system or the electronic controls or communication between other modules and devices that provide features of the power lock system. The most reliable, efficient, and accurate means to diagnose the power lock system or the electronic controls and communication related to power lock system operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

REMOTE KEYLESS ENTRY SYSTEM

The Remote Keyless Entry (RKE) system uses non-switched battery current received through a fused B(+) fuse in the Totally Integrated Power Module (TIPM) so that the system remains operational regardless of the ignition switch position. The Wireless Ignition Node (WIN) (also known as the Wireless Control Module/WCM) is the primary RKE system controller as well as the Radio Frequency (RF) RKE receiver. The WIN validates the vehicle access code of each RKE transmitter (also known as FOB with Integrated Key/FOBIK) from which it receives a RF signal inputs. It ignores requests from any transmitter for which it has no stored vehicle access code.

The WIN communicates and shares resources with the TIPM and many other electronic modules in the vehicle over the CAN data bus. The WIN also stores the RKE system Customer Programmable feature settings received over the CAN data bus from the EVIC circuitry of the CCN. When the WIN receives an input from a valid transmitter source, it uses these settings and internal programming to send the appropriate electronic request messages to the TIPM and other electronic modules over the CAN data bus to invoke the proper RKE system features and responses.

The RKE system circuits and transmitter inputs are continually monitored by the microprocessor and software contained within the WIN. When the WIN monitors a problem in any of the RKE system circuits or transmitters, it stores a DTC in its memory circuit. The hard wired circuits between components related to the RKE system may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the RKE system or the electronic controls or communication between other modules and devices that provide features of the RKE system. The most reliable, efficient, and accurate means to diagnose the RKE system or the electronic controls and communication related to RKE system operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.

PASSIVE ENTRY SYSTEM

In the Passive Entry (PE) system the doors and the liftgate are unlocked passively; however, they must still be locked actively after exiting the vehicle using the tactile Lock button on either front door handle or the liftgate handle and light bar unit. When the system senses a hand approaching the capacitive switch in the door handle grip or detects a button press of the liftgate Lock and Unlock switch, it sends out challenge messages through the Low Frequency (LF) antennas to authenticate the presence and location of a valid FOB with Integrated Key (FOBIK).

The FOBIK responds by sending a Very High Frequency (VHF) message back to the receiver within the Passive Entry Module (PEM). If the PEM determines the FOBIK is valid and that it is located outside the vehicle in the same zone or vicinity as the door handle or liftgate switch being activated, it sends an electronic Unlock Request message over the Controller Area Network (CAN) data bus to the TIPM to automatically unlock and allow entry to that door.

The PE system circuits and FOBIK inputs are continually monitored by the microprocessor and software contained within the PEM. When the PEM monitors a problem in any of the PE system circuits or FOBIK inputs, it stores a DTC in its memory circuit. The hard wired circuits between components related to the PE system may be diagnosed using conventional diagnostic tools and procedures. Refer to the appropriate wiring information. The wiring information includes wiring diagrams, proper wire and connector repair procedures, details of wire harness routing and retention, connector pin-out information and location views for the various wire harness connectors, splices and grounds.

However, conventional diagnostic methods will not prove conclusive in the diagnosis of the PE system or the electronic controls or communication between other modules and devices that provide features of the PE system. The most reliable, efficient, and accurate means to diagnose the PE system or the electronic controls and communication related to PE system operation, as well as the retrieval or erasure of a DTC requires the use of a diagnostic scan tool. Refer to the appropriate diagnostic information.