688

20 Comfort and convenience technology

20.1 Ventilation, heating,
ambient air, air conditioning Fresh air Warm air
The temperature and composition of the ambient air
has a substantial influence on the performance and
Heat exchanger
attention levels of vehicle occupants. It is therefore
necessary to supply the passenger compartment
with filtered fresh air, which has to be heated or Cooling water valve
cooled according to the outside temperature.

Ventilation system Blower Distribution flap

The system should be designed so that:
Fig. 1: Heating temperature controlled by coolant volume
● there is sufficient fresh (and heated) air available
(coolant side)
for all occupants.
● the spent air is purged through outlets. Heating temperature controlled by fresh air volume
● no dust or water can enter the vehicle's interior. (Fig. 2). The volume of fresh air that is heated up by
● the air is guided to prevent the windows from the coolant flowing through the heat exchanger can
misting up. be controlled by way of a temperature flap. It deter-
● no cold air can gather anywhere. mines the heating temperature.
● the exchange of air takes place with as little draft
as possible.
The unaided flow of fresh air into the vehicle is only
Fresh air Warm air
possible once road speed reaches about 60 km/h. At
lower road speeds the fresh air supply is controlled
by a blower. The inlets for incoming air should be
positioned as high as possible on the vehicle, in the
zone with the lowest level of exhaust gases and con- Blower
taminants. Slightly higher air pressure within the
vehicle is advantageous. Open windows create a
vacuum under normal circumstances. The result is
Heat exchanger
that a higher level of exhaust gases, dust and insects
can make their way into the passenger compart-
ment. Furthermore, vehicle and road noise become Fig. 2: Heating temperature controlled by fresh air vol-
ume (air side)
far more audible.

Heating the vehicle interior
Air-cooled engines. Heating is by way of the exhaust
gas/fresh air. In this way, some of the air from the
blower is channelled off, warmed up by heat ex-
changers integrated in the exhaust pipes and used
to heat the interior. No exhaust gases are allowed to
20 enter the interior with the hot air.
Water-cooled engines. The heat from the coolant is
used for heating. The following are the three differ-
ent ways to control heating temperature:
● Coolant volume control (coolant side)
● Fresh air volume control (air side)
● Electronically controlled heater
Heating temperature controlled by coolant volume
(Fig. 1). The volume of coolant that flows to the heat
exchanger (heater matrix) can be altered using the
heater valve. The flow volume determines the tem-
perature of the heating air.
On both systems, fresh air can be channelled by way
of the fresh air flap positions via the heat exchanger
and directed to the windscreen, the front side win-
dows or the footwell as heating air. If there is not
enough air flow to supply the air, a blower can be
switched on. If the heat exchanger stays switched off,
e.g. in summer, the fresh air is channelled directly to
the interior or the windscreen.
Electronically controlled heater. The temperature in
the interior of a motor vehicle can be adjusted by
way of a rotary switch. With the aid of temperature
sensors, the set temperature (actual value) is de-
tected and compared with the stored temperature
(specified value) in a control unit. If the two do not
match, the system regulates the heating temperature
appropriately. With coolant volume control, a coolant
valve (solenoid valve) is electro-mechanically actu-
ated. With fresh air volume control a fresh-air flap is
electro-mechanically actuated.
20 Comfort and convenience technology 689

Auxiliary heating systems Design and operating principle. The PTC heater con-
Auxiliary heater (Fig. 1). This is an additional heater sists of single ceramic semiconductor resistors, or
that provides heat for the interior of the vehicle when PTC chips (PTC conductors). They are supplied with
the engine is switched off. Petrol, diesel, heating oil electricity via aluminium contact rails. The contact
or gas is burnt in a fan burner. The heat generated is rails simultaneously transmit heat from the PTC chip
transferred to a stream of air flowing through a heat to the corrugated fins of the PTC heater. When elec-
exchanger to furnish heat for warming the interior. tric current flows through the PTC chips they heat up
to approx. 120 °C. The contact rails and corrugated
fins transfer the heat thus generated to the air flow-
ECU with Water outlet (hot) Overheating ing into the interior. Overheating of the PTC chips is
diagnostics system sensor
prevented by an increase in their electrical resistance
Temper-
ature as the temperature rises. This reduces the current
Combus- -
tion air sensor flow through the chips.
fan
Water
inlet
(cold)
Flame
sensor
Water
pump
Exhaust
Combustion air gas outlet
inlet

Exhaust silencer/
muffler
Fuel metering pump

Fig. 1: Auxiliary heater

On engines with low fuel consumption, e.g. direct-

injection diesel engines, the combustion heat trans-
ferred to the coolant is low. Sufficient heat to warm
the vehicle's interior is not available under all oper-
ating conditions. To improve heater output, the fol- Fig. 2: PTC auxiliary heater
lowing auxiliary heating systems can be used in the
motor vehicle:
● Fuel-fired auxiliary heater ● PTC heater The engine control unit activates the PTC heater un-
● Exhaust gas heat exchanger ● Electric auxiliary der the following conditions:
heater ● Air conditioning system switched off
● Ambient temperature below 5 °C
Fuel-fired auxiliary heater. In this type of heater, fuel
● Coolant temperature less than 80 °C
is burnt in a combustion chamber surrounded by
flowing coolant from the engine. The heated cool- ● Engine running
ant flows through the heat exchanger of the heater.
The input air for the vehicle interior is heated up on Exhaust gas heat exchanger (Fig. 3). This transfers
its cooling fins. In addition the coolant can be pre- exhaust heat to the coolant. In this way, part of the
heated. The fuel-fired auxiliary heater can be housed exhaust energy is recovered and can be utilised to
in the coolant radiator of the vehicle. heat the interior of the vehicle.

Electric auxiliary heater. This type of heater can com- 20

prise, for example, six heater elements, similar to
glow plugs, which are installed in the coolant circuit.
During the warm-up phase, these heater elements
heat up the coolant. Not only is operating tempera-
ture reached more quickly, but the interior of the ve-
hicle can also be heated immediately.

PTC heater (Fig. 2). This type of heater is normally

downstream from the heat exchanger in an air con-
ditioning system. This unit converts DC electrical
energy from the vehicle's on-board electrical system
into heat. Fig. 3: Exhaust gas heat exchanger
690
Air conditioning in motor vehicles
Certain demands are placed on the air conditioning
system for the interior of a motor vehicle; for example:
● The passenger compartment must be heated or
cooled to a comfortable temperature.
● A comfortable temperature must be maintained
under all outside weather conditions.
● For every occupant, a comfortable flow of air and
air temperature has to be generated.
● The air quality has to be improved.
● Simple operation must be possible.
● There must be no ill effects from air flow out of
the vehicle.
In order for the above-mentioned demands to be
met, the air conditioning system must fulfil a number
of roles. The air must be:
● supplied and cleaned,
● heated or cooled and also
● dehumidified.
Types of air conditioning systems
The following types of air conditioning systems are
available:
● Manually controlled air conditioning systems
● Thermostatically regulated air conditioning systems
● Fully automatic air conditioning systems
Manually controlled air conditioning systems. Tem-
perature, air distribution and blower speed are set
by hand.
Thermostatically regulated air conditioning systems.
Once the temperature is set, it is maintained at that
level in the vehicle while air distribution and blower
speed can be adjusted manually.
Fully automatic air conditioning systems (automatic
climate control). The preselected temperature in the
vehicle interior is maintained at a constant level au-
tomatically. It is continuously monitored by several
temperature sensors, while the air distribution and
blower speed are regulated fully automatically so
there is an optimal temperature balance, e.g. head
area 23 °C, chest area 24 °C, footwell 28 °C. On mul-
tizone climate control systems, the temperature can
be adjusted separately for each seat (Fig. 1).
20
Fig. 1: Multizone climate control
20 Comfort and convenience technology
Components of an air conditioning system
An air conditioning system comprises three areas:
● Air flow in motor vehicle with means of heating
● Refrigerant circuit ● Temperature control
Air flow in the motor vehicle. Two different operat-
ing modes are available:
● Fresh air mode ● Recirculated air mode
Fresh air mode (Fig. 2). The blower draws in ambient
air via the fresh air flap. From there the air makes
its way to the dust filter, in which contaminants in
the air such as dust, pollen, etc., are removed. At the
evaporator the air is cooled, the water is condensed
and thereby removed. The condensation is released
to the atmosphere via drain hoses. The dry, cool air
is warmed to the selected temperature in the heat ex-
changer. From there it is guided via flaps and vents
to the desired points in the interior of the vehicle.
Heat Flap Flap, defroster nozzle
exchanger (centre nozzle) (windscreen)
Recirculated-
Evaporator air flap
Fresh-air
Dust filter flap
Flap, front Flap, Flap, Air Blower
compartment footwell side collector
nozzle nozzle nozzle
Fig. 2: Air flow path in fresh air mode
Recirculated air mode. Here the air is drawn out of
the vehicle interior, cleaned in a dust filter, heated
up at the evaporator and then fed back to the inside
of the vehicle. The recirculated air mode can be se-
lected by the driver via a switch, e.g. in heavy traffic.
Air quality sensor. This measures the concentration
of harmful substances, e.g. unburnt hydrocarbons
from the ambient air in the heater box. The sensor's
resistance falls as the level of harmful substances
rises. The rise in current in the sensor serves as an
index of the concentration of harmful substances. A
medium level of air quality is assumed in the inte-
rior. If the concentration of harmful substances in the
fresh air is markedly higher than the assumed inte-
rior air quality, the automatic air conditioning system
switches over to 100% recirculated air.
20 Comfort and convenience technology
From this point on, a continual decrease in the qual-
ity of interior air is assumed by the electronics of the
automatic air conditioning control unit. If the interior
air quality is worse than the exterior air quality mea-
sured, the automatic air conditioning system switch-
es over to 100% fresh air mode.
Refrigerant circuit
Gaseous refrigerant is compressed, cooled down
and liquefied, restricted at the expansion element,
and vaporised during heat absorption before be-
ing recompressed (Fig. 1).
The refrigerant circuit comprises the following com-
ponents:
● Compressor
● Condenser
● Expansion element (valve or restrictor)
● Evaporator
● Receiver/drier with desiccant insert
● Safety devices (pressure switch or high-pressure
sensor and temperature sensor)
● Open and closed-loop control systems
● Hose and pipe assemblies
● Refrigerant
Compressor. Responsible for refrigerant circulation.
The compressor draws in gaseous refrigerant and
compresses it. The gaseous refrigerant, now heated
from pressurisation, is fed to the condenser at a pres-
sure of about 16 bar.
Solenoid A/C system
clutch switch
Compressor
Drive
belt
Pressure
relief valve
Fan
Condenser
High pressure, gaseous (p approx. 16 bar, t approx. 65 °C)
High pressure, liquid (p approx. 16 bar, t approx. 55 °C)
Fig. 1: Refrigerant circuit with expansion valve
691
The piston stroke is generated by a swash plate that,
depending on its design, actuates 3 to 10 pistons. If
the angle of the swash plate changes, the length of
stroke is altered and with it the delivery rate of the
compressor (volume control).
The cooling output of the compressor is influenced
by the delivery rate. It is determined by the following
variables:
● Temperature selected by driver
● Exterior and interior temperature
● Evaporator temperature
● Refrigerant pressure, refrigerant temperature
The compressor operates only when the engine is
running and the air conditioning system is switched
on. Only gaseous refrigerant may be drawn in. If liq-
uid refrigerant were to be drawn in, the compressor
would be damaged beyond repair because fluid can-
not be compressed. For lubrication of the compres-
sors, oil is added to the refrigerant.
The piston-type or swash plate compressors used
for climate control in motor vehicles can be catego-
rised, depending on the type of control system, into
internally controlled compressors and externally
controlled compressors.
Internally controlled A/C compressor (Fig. 1, Page
692). Driven by a poly V-belt drive. Integrated in the
belt pulley is a solenoid clutch, with which the com-
pressor can be switched on or off as required. The
position of the swash plate and thereby the delivery
rate of the refrigerant is determined by the pressure
conditions within the compressor.
Expansion valve Evaporator
Engine
control unit
Temperature sensor
Thermostatic switch
Blower for fan/refrigerant
20
Pressure switch/
high-pressure sensor
Supply reservoir Coolant temperature A/C system ECU
with drier sensor
Low pressure, gaseous (p approx. 1.2 bar, t approx. –3 °C)
Low pressure, liquid/gaseous (p approx. 1.2 bar, t approx. –7 °C)
692
Sliding rail Adjustment Pulley with
mechanism solenoid clutch
Plunger Swash plate Drive shaft
Fig. 1: Internally controlled A/C compressor
Externally controlled A/C compressor (Fig. 2). In-
tegrated in the belt pulley of the compressor is an
overload protection device. It does not feature a
solenoid clutch and continues running even when
the cooling function is switched off. The delivery
volume of the refrigerant is restricted to under 2%.
The pressure conditions inside the compressor are
determined by a control valve, which is actuated by
the air conditioning control unit. In this way, the posi-
tion of the swash plate and thereby the delivery rate
of the refrigerant can be influenced.
Plunger
Control valve
Swash plate
Fig. 2: Externally controlled A/C compressor
Condenser. The 60 °C to 100 °C hot refrigerant gas is
20 cooled down rapidly in this component. When this
happens, the refrigerant condenses from a gaseous
to a liquid state. The rapid cooling is achieved by the
wind and the airflow from the additional blower dis-
sipating the heat from the condenser pipes and fins.
Expansion element. This regulates the volume of
refrigerant that is injected into the evaporator. The
optimum volume of refrigerant is the amount that
can be converted to a gaseous state in the evapora-
tor under the given operating conditions. It varies ac-
cording to the suction pressure and the temperature
of the refrigerant downstream from the evaporator.
20 Comfort and convenience technology
The following different types of expansion element
can be found:
● Expansion valve ● Restrictor
Expansion valve. With this component the volume
of refrigerant converted to a gaseous state within
the evaporator can be precisely adapted to current
operating conditions. In this way, the cooling output
of the refrigerant circuit is optimal in every stage of
operation. The accumulator is installed on the high-
pressure side of the air conditioning circuit (Fig. 1,
Page 691).
Restrictor. This sprays the liquid refrigerant into the
evaporator. The calibrated restrictor determines the
flow rate of the refrigerant for an operating status
predetermined by the manufacturer. Under these
conditions the refrigerant circuit works optimally.
The accumulator can be found in the low-pressure
part of the refrigerant circuit (Fig. 3).
Evaporator
Restrictor
Temperature sensor
Evaporator
Service
Service connection
connection
Supply High
Fresh air
reservoir pressure
blower
Low
A/C Direction of flow pressure
compressor
Condenser Fresh air
Sensor for Cold air
refrigerant pressure
and temperature G395 Air flow
Fig. 3: Refrigerant circuit with restrictor
Evaporator. Here liquid coolant expands and is con-
veyed in a gaseous state. During this process, the
refrigerant draws the heat required for evaporation
from the surrounding environment. The quantity of
heat required is drawn from the air, which is chan-
nelled by a blower depending on the mode of op-
eration (fresh-air or recirculated-air mode) over the
evaporator surface. This cools the air.
Receiver/drier with desiccant insert. This serves as
an expansion tank and supply reservoir. The amount
of refrigerant that is required by the refrigerant circuit
depends on operating conditions, such as thermal
load from the evaporator and condenser and speed
of the compressor.
Due to the hygroscopic properties of refrigerant and
leaks in the system, water can find its way into the re-
frigerant circuit. The desiccant insert can remove wa-
ter and contaminants from the refrigerant. Between
6 g and 12 g of water can be stored, depending on
the design.
20 Comfort and convenience technology 693

Safety devices. These consist of high-pressure sen- Open and closed-loop control systems. These are
sors and temperature sensors. The microprocessor control elements in the vehicle interior with which
from the high-pressure sensor sends a pulsed signal the desired climatic conditions in the motor vehicle
to the air conditioning control unit. The pulse width can be set.
is dependent on the pressure: low pressure, low Temperature control (Fig. 1, Fig. 2). This controls the
pulse width; high pressure, high pulse width. The temperature control loop for the interior of a motor
control logic of the air conditioning system evalu- vehicle and also influences the refrigerant circuit. The
ates this information and switches the compressor air conditioning control unit (X4) uses different tem-
on or off depending on the pressure in the refriger- perature sensors, such as the evaporator tempera-
ant. For example, the compressor is switched off if ture sensor (B2), air temperature sensor (B3) and
the pressure in the refrigerant rises to approx. 30 bar interior sensor (B4), to monitor all important tem-
in order to prevent permanent damage to the air con- peratures and interference factors. From the setpoint
ditioning system, or at pressures below 2 bar, since control device the control unit receives the tempera-
the system assumes there is a leak in the lines. At ture chosen by the occupants. The specified temper-
excessive refrigerant temperatures (above 60 °C), the ature is compared with the actual temperature. The
temperature sensor activates a supplementary fan at difference determined generates reference variables
the condenser. for heater control (heat exchanger, solenoid valve),
On systems with two pressure switches, the pres- cooling regulation (evaporator, compressor), air vol-
sures are monitored by a high-pressure and a low- ume control (blower, M3) and air distribution control
pressure switch. When the pressure reaches 40 bar a (flap position for fresh air, recirculated air, defrost-
pressure relief valve on the compressor (Fig. 1, Page ing, bypass, footwell). All control circuits can be in-
692) discharges pressure for reasons of safety. fluenced by manual entry.
Hose and pipe assemblies. High-pressure lines have Fresh air Defrosting Ventilation
a small cross-section and heat up during operation of Recirculated air
the air conditioning system.
Bypass
Low-pressure lines have a large cross-section and
Blower
become cold during operation of the air condition- Setpoint
control
ing system. Heat
exchanger Interior
sensor
Refrigerant. This circulates in an enclosed circuit in Evaporator Air temperature
sensor (air outlet)
the lines of the air conditioning system and trans- Evaporator
ports heat from the interior of the vehicle to the out- temperature sensor ECU
side. In this process it changes continuously between
Condensate drain
a liquid and gaseous state. In today's air conditioning To footwell
systems, the R134a, R1234yf or R744 refrigerants are Compressor Solenoid valve
used. Charging air conditioning systems with R12 re-
frigerant is prohibited (see also page 40). Fig. 1: Electronically controlled air conditioning system

G2 Battery
S1 A/C system switch
X2 S4 Thermal switch for radiator
X2 F1 fan t1 = 95 °C, t2 = 103 °C
S5 High-pressure sensor (G65)
S1 p1 = 2 bar / 32 bar; p2 = 16 bar
B1 Coolant temperature sensor
X4
B2 Evaporator temperature sensor 20
B3 Air temperature sensor
B2 B3 B4
K5 S4 B4 Interior temperature sensor
t1 t2
G2 -t -t -t B1 K5 A/C relay
K6 Relay for radiator fan
Y2 speed 2
S5 X2 Motronic control unit
p2 p1 X4 A/C control unit with
M3
user-control and display unit
M
K6 Y2 Compressor solenoid clutch
M3 Coolant fan
F1 Fuse

Fig. 2: Circuit diagram of air conditioning system

694 20 Comfort and convenience technology

The air's flow volume can be set via blower speeds To do this, the thermostatic controller has to be set
or throughout an infinitely variable range without to maximum heat, the fan has to be set to maximum
direct reference to monitored conditions. At high speed and air distribution has to be directed up-
road speeds, however, pressure builds up and this wards. On automatic climate control systems, this is
causes an increase in the delivery rate. With a special done at the press of a button.
closed-loop control system, the blower speed can be In winter or at low outside temperatures, the blower
reduced as road speed increases in order to keep the is stopped by the control unit at cold start to prevent
air flow constant. drafts from the unheated air until a moderate cool-
The defrost mode (DEF setting) makes it possible to ant temperature is reached. If the defrost function is
remove condensation and ice from window surfaces activated, this setting does not apply.
quickly.
WORKSHOP NOTES If the pressures are outside the tolerance range, the
● Work of a general nature on the vehicle should causes should be found and the faults rectified. Ta-
be prepared and carried out so that the refriger- ble 1 shows possible causes.
ant circuit of the vehicle is not opened, for ex-
ample, for radiator or engine removal.
2.3
● Replacement parts for the air conditioning system Tolerance range
bar System with
should be stored in dry and sealed packaging.
2.1 expansion valve
● If the refrigerant circuit of the air conditioning
2.0
system has to be opened, seal off all openings
Low pressure 1.9
immediately (refrigerant is hygroscopic).
1.8
● The expansion valve cannot be adjusted and
1.7
must not be repaired. Tolerance range
1.6
● Seals must be renewed after loosening pipe and System with restrictor
1.5
hose assemblies.
1.4
● Brazing or welding must not be carried out on
the pipe assemblies. 0
0 5 7.5 10 12.5 15 bar 20
● To check, extract, purge and charge the refriger-
High pressure
ant circuit, use only equipment designed for use
with refrigerant. Fig. 1: Tolerance ranges of pressure test
● Do not pump refrigerant back from the air condi-
tioning system into the filler bottle. Table 1: Possible causes of malfunction
● Heavily contaminated refrigerant is extracted Low pressure and/or high pressure
into separate recycling bottles and disposed of Too high Too low
through the correct channels in line with environ-
● Plate valve of com- ● Moisture or dirt in sys-
mental protection measures. pressor defective tem causing blockage
● Empty refrigerant bottles must always be kept ● Piston clearance too of expansion valve
closed. great or piston ring ● Not enough refriger-
● Follow safety regulations when handling refrig- defective ant in system
erants. ● Expansion valve ● Evaporator iced up or
defective contaminated or filter
Error diagnostics by way of pressure test ● Expansion valve sen- contaminated
The pressure test is carried out with the air con- sor loose or poorly ● Blockage in condenser
ditioning system switched on. Using the pressure insulated or in refrigerant line
values on the high-pressure side and low-pressure ● Too much refrigerant
in system
side, it is possible to check whether the system is
20 working correctly. The pressure values must be
● Condenser contami-
nated or auxiliary filter
within the tolerance ranges (Fig. 1). defective

REVIEW QUESTIONS 5 What are the functions of refrigerant?

1 What demands are placed on air conditioning sys- 6 Why must the compressor draw in and compress
tems? gaseous refrigerant only?
2 Air conditioning systems can be split into which 7 Explain the operating concept employed in systems
three areas? in which changes in temperature selection, entered
3 Explain fresh air mode. by the user for relay to the thermostatic controller,
4 What components does the refrigerant circuit in- form the basis for electronic closed-loop control of
clude? interior temperature.
20 Comfort and convenience technology 695

20.2 Anti-theft systems
Anti-theft systems include all assemblies that
help to protect vehicles or vehicle components
against unauthorised use.
Examples of these are:
 vehicle immobilisers,
 anti-theft alarm systems,
 central locking systems.
20.2.1 Vehicle immobilisers
Vehicle immobilisers to supplement the locking sys-
tem have been legally mandated in Europe for pas-
senger cars initially registered on or after 1 Jan. 1995.
This is stipulated by Paragraph 38a of the German
Road Traffic Regulations and EU Directive ECE R18,
et al.
Immobilisers are systems that prevent unauthor-
ised persons from operating the vehicle.
The different immobiliser devices are mechanical,
such as a steering wheel lock, electrical and electron-
ic. Electrical immobilisers are activated automatically
and interrupt the fuel delivery system, starter and
power supply of the engine management system via
relays (three-point engine immobiliser). Electronic
immobilisers have been installed in new vehicles
since about 1994.
Electronic immobiliser
The electronic immobiliser is a system for which
the engine control unit requires a release code in
order to start up the vehicle.
Design (Fig. 1). The electronic immobiliser comprises
the following:
 Transponder in key/card chip
 Reader coil in ignition lock (transceiver)
 Electronic immobiliser ECU and indicator lamp
 Engine control unit with release device
Transponder. This consists of:
 a capacitor,
 a coil, which serves as the transmitter and re-
sponder),
 a chip (ROM or EEPROM).
Data transfer. Data transfer occurs between the
transceiver and transponder using alternating elec-
tromagnetic fields with for instance 125 kHz (Radio-
Frequency IDentification RFID).
Transponder power supply. The capacitor is charged
inductively via the magnetic field.
Challenge/response authentication (Fig. 1). After
the key is inserted, the transponder transmits its key
code. The electronic immobiliser issues a generated
check code (challenge) for all authorised keys. The
transponder computes an access code using a se-
cret algorithm and transmits this back to the ignition
lock (response). The electronic immobiliser compares
this to its own computed code. If they match, the en-
gine control unit transmits an encoded release signal
(cryptographic code). This is required in order to initi-
ate operation of the fuel delivery system, starter and
engine management system.
The steering column lock and selector lever interlock
(automatic gearbox) are also released. The ECU gen-
erates a new key code and transmits this to the tran-
sponder in the key (rolling code).

Im
Key Ignition lock EC mo Cryptographic E
Transponder 1. Key code Transceiver 1. Key code U bil
ise code co ngin
r ntr e
ol
un
Read coil it
2. Check code 2. Check code
"Challenge"
compares 20
Chip 3. Access code 3. Access code
1/2

"Response"
130 1/1
30 100
80 120
20
0100 1110 1011 0001 40
40
60 140
160

1110 1011 1001 0111 10

1/min.
180

Write/ 4. New 4. New 0100 1111 0011 1111

x100
0
18:53
50 20
km/h
0
km 17
106
200
220

0100 1110 1011 0001

read coil 1110 1011 1001 0111
key code key code 0100 1111 0011 1111

A G C D
EC TA EC earb EC omfo int iagn
U U ox U rt erf os
ac tic
e

Fig. 1: Electronic immobiliser system overview

696 20 Comfort and convenience technology

Pneumatic circuit. This operates the actuators by

WORKSHOP NOTES
Replacing electronic immobiliser components
When replacing the ignition lock, key, ECU, etc.,
the new component must be programmed and
initialised or synchronised. An online connection
to the manufacturer's diagnostic tester is also re-
quired.
way of vacuum or positive pressure in a line. A cen-
trally installed vane pump generates positive pres-
sure or vacuum pressure, depending on the control
activity. Positive pressure generated in the pneumat-
ic circuit unlocks the vehicle, while generated vacu-
um pressure locks it. This is controlled by changing
the impeller's direction of rotation.

Procedure in the event of a lost key

 New keys. These must be programmed via
Electro-pneumatic
an online connection. Some manufacturers Key ECU control unit
supply pre-programmed keys that can be pro- Vane
grammed only for one vehicle. Electric pump
control
 Extra keys. Depending on the manufacturer, circuit Electro-pneumatic
these also need to be programmed. single-loop
circuit
Warning. The vehicle can still be opened with
the lost key. The vehicle can no longer be start- Micro-
ed with this key. switch

 New identity. If the lock set and keys are re- Mechanical Pull/
locking and push rod
placed, the vehicle will be given a new iden- unlocking
Electro-pneumatic
tity. The vehicle can no longer be opened with actuator Pressure/vacuum chamber
the "old" keys. They can also no longer be pro-
Fig. 1: Electro-pneumatic central locking system
grammed to the vehicle.

Electro-pneumatic actuator (Fig. 1). A diaphragm ac-

20.2.2 Central locking system
This system facilitates simultaneous securing and
locking/unlocking of the doors and fuel tank and
luggage compartment lids from one locking point.
Functions. The central locking system controls the
following functions: remote control, interior/exterior
convenience lighting, anti-theft alarm system activa-
tion/deactivation, convenience closing of the win-
dows and sliding sunroof.
Driver/front passenger doors, passenger compart-
ment switches and remote controls can serve as
locking points. The following different systems are
available, depending on the type of actuation:
 Electro-pneumatic central locking system
tuator cylinder actuates the pull/push rod connected
to the lock. In this way, the locking procedure can be
carried out using a key or by pneumatic means via
the linkage.
Electro-motive central locking system
The actuators of electro-motive locking systems
are operated via DC motors.
This is the common central locking actuation method
used today and is combined with the immobiliser
and any existing anti-theft alarm system.
The ECUs provide the control and communicate with
each other via data buses (Fig. 2).

 Electro-motive central locking system

Instrument cluster Roof ECU Central ECU, rear
20 Antenna
Ignition lock
Electro-pneumatic central locking system (Fig. 1) ECU Tail lamps

Central ECUs,
The actuators of electro-pneumatic locking sys- front
tems are operated pneumatically. They are elec-
trically controlled.

Electric control circuit. This ECU controls the pneu-

matic circuit. When the key is turned in the door lock, Door
lock Luggage com-
a microswitch is actuated. The control unit receives Headlamps Door ECUs partment ECU
this signal and prompts the pneumatic control unit
to activate all other locks. Fig. 2: Electronic central locking system network
20 Comfort and convenience technology
Structure of the electro-motive central locking sys-
tem (Fig. 1). The system consists of the following:
 Central locking system control points
 Central, door and luggage compartment ECUs
 Actuators with locking unit, motor and micro-
switches
Control points. The central locking system can be
operated by the remote control, by a lock button in
the interior (control switch) and by the lock cylinder
in the driver's door. In the case of remote control op-
eration, the lock command is forwarded to the central
control unit via the access authorisation ECU.
Communication. The central control unit is linked to
the door control units via a data bus (e.g. CAN, LIN)
(Fig. 1).
Actuator. This controls electro-motive locking and
unlocking of the locking unit. Changing the polarity
sets the motor's direction of rotation. This locks or
unlocks the unit. Five microswitches are installed in
the actuator (Fig. 1):
 two determine the lock status,
 two determine the key position in the lock,
 one determines the "open/closed" door position.
Double locking. This is an additional safeguard
against forceful entry. Double locking is activated, for
instance, by pressing repeatedly on the remote con-
trol lock button or by opening/closing with the key. In
this case, the servo-motor moves the locking pin into
an over-centre position or a second servo-motor un-
couples the connection between the locking pin and
lock (Fig. 2). In both cases unlocking takes place only
electrically. Individuals in the vehicle can no longer
open the doors without a key.
Mirror
adjustment
Control
panel
Central
ECU
Actuator
Data bus line Door ECU Power window motor
Fig. 1: Electro-motive central locking system
697
Locking pin
M M
Lock Electric
motor
not uncoupled uncoupled
Fig. 2: Uncoupling the double lock mechanism
Convenience closing feature. All windows and the
sliding sunroof can be closed by pressing the central
locking system actuator for a longer time.
Automatic locking/unlocking. The vehicle locks cen-
trally as soon as it exceeds a speed of 4 km/h, for in-
stance, and unlocks automatically when the ignition
is switched to position 0, for example.
Crash unlocking feature. If the crash sensor detects
an accident, the central locking system unlocks all
doors automatically.
Selective unlocking. This initially unlocks only the
driver's door. To unlock the front passenger door
and the boot/trunk or luggage compartment lid, the
unlock command must be repeated. This mode can
be enabled or disabled, for instance by using a key
combination on the remote control.
Door control unit. In addition to locking the doors,
this ECU controls the power windows as well as
heating, adjusting and folding in the exterior mirrors.
The door ECUs often form a single assembly with
the power window motor (Fig. 1) and are capable of
self-diagnostics.
"Key position"
microswitch
Motor
Door handle
actuation 20
Locking unit
Spring lock
"Lock" "Open/close door"
microswitch microswitch
698 20 Comfort and convenience technology

Electric power windows
These facilitate opening and closing of one or
even all windows with the help of a power win-
dow motor. A rocker or pushbutton switch oper-
ates the windows.
These are driven primarily by a cable drive unit (Fig.
1). The power window motor actuates a cable via a
worm gear mechanism, which opens or closes the
window depending on the direction of rotation. The
self-locking effect of the worm gear mechanism pre-
vents forceful opening of the window. Control is via
the door ECU.
Power window
motor
U U
U U
Deflection pulleys Bowden cables
Fig. 1: Power window drive unit with cable
Actuation (Fig. 2). Rocker switches in the doors are
used to issue the following instructions to the door
ECU:
 Automatic lowering (a)
Operating principle (Fig. 2). Switch E81 of the driv-
er's door control panel can be used to operate the
front passenger's power window. The E81 earth/
GND supply is provided via T16b/11 (blue). De-
pending on the switch position, a voltage-coded
signal is issued via three different resistances and
a direct connection is provided via T16b/5 to pin
T29a/15 of the door ECU (red). If the switch is not
actuated, the connection is interrupted. Depending
on the control panel switch position, the door ECU
that activates the power window motor activates the
front passenger door via the data bus.
Rotational speed recording and direction recogni-
tion. These are recorded via Hall-effect sensors (Fig.
Door 1). A multipole ring rotates with the motor shaft. Two
ECU
Hall-effect sensors are fitted upstream of the mul-
tipole ring. A sensor picks up the rotational speed.
Plate This sensor and a second sensor together detect the
direction of rotation.
Hall-
effect Detection of end positions. Retracting the window
sensor into the weatherstripping reduces the engine speed.
Ring The ECU detects the end positions and cuts off pow-
magnet
er to the motor.
Deflection pulleys
Pinch protection feature. This prevents entrapment
of body parts when the window is raised automati-
cally. The information on the power window motor
speed is evaluated for this purpose. If the raising
speed slows to an unusual rate (entrapment), the
window is immediately lowered again.

 Lowering until the switch is released (b) Programming. The end positions need to be repro-
 Raising until the switch is released (c)
grammed after the power supply is interrupted. To do
this, the window needs to be manually opened fully
 Automatic raising (d)
and then closed completely several times using the
Operation of all windows that can be lowered is pos- control switch. The ECU detects the speed behaviour
sible from the driver's side. Operation of the rear at the end stop and stores this information. Automat-
windows can be blocked. ic closing is then reactivated.

Connection (Comfort, high CAN

500 Terminal 30 W64 bus) in floor wiring harness
4.0 rd W3 Connection (Comfort, low CAN
W64 W65
bus) in floor wiring harness
c S37 W65 E40 Connection for power window,
2.5 0.35 0.35
30A rd/wt or/vt or/bn left front
V147 E53 Switch for power window,
T10/14 T10/2 T10/3 left rear, driver
4.0 rd/wt E55 Switch for power window,
20 T29a/20 T29a/8 T29a/27
E81
right rear, driver
Switch for power window,
V147 T29a/7 T29a/15 T29a/25 T29a/16 T29a/23 T29a/6 J386 right front, driver
E150 Switch for interior
Control panel, Terminal locking, driver side
driver's door + 63 – 62 31 J300 Door ECU, driver side
0.35 0.35 0.35 0.35 0.35 0.35
L53 Lamp for lighting/
yl/wt yl/vt yl/bl yl/bn yl/bk yl/gn switch for power window
0.35gy/bl 0.35 bn S37 Single fuse for power
T16b T16b T16b window, on
T16b/6 T16b/5 /12 T16b/4 T16b/3 T16b/2 /14 /11 8-point relay carrier
T101 Plug connection, 10-pin,
black, connector station,
a b c d A pillar, left
T16b Plug connection, 16-pin, brown
T29a Plug connection, 20-pin
V147 Motor for power window,
L53 E40 L53 E81 L53 E53 L53 E55 L53 E150 E39 driver side

Fig. 2: Door ECU on driver's side with control panel and electro-motive locking unit
20 Comfort and convenience technology
Remote operation of the central locking system
A digital signal code is transmitted by a remote con-
trol via electromagnetic waves (infrared or radio) to
a receiver in the vehicle. There, it is again converted
into an electric, digital signal code and then decoded
in the ECU. The signal is transmitted at light speed
(c0 ≈ 300,000 km/s)
Two different systems are available:
 Infrared remote control system
 Radio-frequency remote control system
Infrared remote control system
The signal is transmitted as a "light beam" at a fre-
quency below the visible light spectrum (infra) and is
thus invisible to the human eye. The disadvantages
are as follows: shorter range (less than 6 metres), in-
frared remote control operation must be within line
of sight of the receiver and the beam of light must
not be obstructed. Radio-frequency remote control
systems have been widely adopted as a result of
these disadvantages.
Radio-frequency remote control system
The signals are transmitted in Europe via radio
waves at a frequency of 433 MHz.
Advantages. Radio signal transmission provides the
following advantages over infrared transmission:
 Greater range (up to 40 m)
 Line of sight with the vehicle is not necessary
 Greater protection against decoding of the signal
Function. The transmitter sends a digital numeric
code to the receiver using a radio frequency. The
numeric code comprises an identification code and
Electronic Start/stop
ignition lock button
Electronic
steering column lock
Electronic
door handle
Passive access
ECU
Fig. 1: Passive access system overview
699
the instruction for the locking system. The receiver
decodes and checks the identification code. If the
code matches, the lock command transmitted by the
remote control is relayed to the central locking ECU.
Rolling code process. Part of the identification code
is changed by the remote control according to a de-
fined, secret algorithm. This renders unauthorised
attempts to record the signal useless.
20.2.3 Passive access
The driver does not need to actively operate a
key to lock or unlock the vehicle. The same goes
for disabling the immobiliser and anti-theft alarm
system as well as for starting the engine. All that
is required is that the person carry the electronic
key.
The operation and scope of this feature vary great-
ly among manufacturers. Passive access goes by
names such as keyless go, keyless entry, KESSY,
comfort access, smart key, etc.
Design. In addition to the central locking compo-
nents, the following are required (Fig. 1):
 Receiver antennas with amplifiers
 ECU
 Electronic door handles
 Electronic ignition lock
 Electronic key
 Start/stop feature
Antennas
20
Door ECU
700
Receiving antennas. These send radio signals with
the identification number and coded identification
request to the key transponder. They also receive the
response and forward it to the passive access ECU.
The antennas are on the inside and outside of the
vehicle. The way the antennas are arranged makes it
possible to determine in the ECU whether the key is
inside or outside the vehicle (Fig. 1).
Luggage compartment Interior Convenience closing
range, radio remote
control
Rear
Door range,
opening/
Antennas closing
Fig. 1: Detection ranges of the antennas
Antennas, exterior (Fig. 1: green). These are fitted in
the doors or door handles and bumpers. The key can
be positioned near a specific door or near the boot/
trunk lid. This allows for selective access authorisa-
tion.
Antennas, interior (Fig. 1: brown). These are respon-
sible for vehicle starting and operation as well as dis-
abling of the anti-theft alarm system. They are typi-
cally installed in the centre console, rear shelf or roof.
Electronic door handle. This may include the follow-
ing components (Fig. 2):
 Door handle antenna. This is a coil which sends the
coded transponder signals to the ECU for access
authorisation.
 Sensor for access command detection. This is
a capacitive sensor. The capacity of the sensor
changes as a hand approaches the door. The ECU
detects this change as an access command and
20 begins to check access authorisation.
 Lock button. This forwards the lock command to
the ECU for access authorisation.
Antenna Capacitive sensor Locking button
Fig. 2: Electronic door handle
20 Comfort and convenience technology
Electronic ignition lock. This receives the key. To
identify the electronic key and disable the immobil-
iser, the electronic ignition lock is fitted with a write/
read coil for transponder interrogation. Some sys-
tems require only that the electronic key be inside
the vehicle.
Electronic key. This consists of the remote control
with transponder and supply of power. The key may
take the form of a radio remote control or a cheque/
credit card, for instance. A mechanical key is inte-
grated for emergency unlocking should the power
supply fail (Fig. 3).
Emergency
mechanical key
Electronic
ignition key
Insertion
slot for
emergency
mechanical
key
Fig. 3: Electronic key with emergency mechanical key
Emergency opening. Should the key battery fail, the
vehicle can be opened using the emergency mechan-
ical key. It may be possible to disable the immobiliser
after the electronic key is inserted into the ignition
lock. Power is supplied by the magnetic alternating
field of the write/read coil in the ignition lock.
Start/stop feature. This works by pressing or turn-
ing the key in the electronic ignition lock or by press-
ing the start/stop button, depending on the vehicle.
Pressing the start/stop button again or using a sepa-
rate stop button switches off the engine, depending
on the vehicle.
Automatic starting. The driver's start command is
transmitted by the starting operation to the engine
control unit. A key with the authorised transponder
code must be inside the vehicle or in the electronic
ignition lock. In vehicles with an automatic gearbox,
the brake must be depressed and the selector lever
must be in position P. Only then does the engine con-
trol unit release the fuel supply and the engine starts.
20 Comfort and convenience technology 701

Door ECU with lock motor Fuel tank lid Electronic

locking motor key
Driver's door Front passenger door

Switch,
6 boot/lid actuation Central ECU,
2
rear

5
Antenna amplifier
Electric
steering Luggage compartment
column lock lid locking motor

3
1b
4
Antennas in
Alarm siren Central Electronic doors/door handles,
ECU, ignition lock luggage compart-
front Instrument cluster Passive 1a
access ment, interior
Electronic
steering column ECU
lock

ECU Comfort CAN Sensor

Gearbox
ECU Engine control unit Drive CAN Actuator

Fig. 1: Passive access components – unlocking example

Passive unlocking (example: Fig. 1). The sensor in the
door handle recognises the access command and
forwards it to the ECU for access authorisation (1a).
The ECU simultaneously receives the status of the
locking units (1b) and transmits an identification re-
quest (2) to the key via the exterior antennas. The key
computes the access code and sends the result via
the antennas and antenna amplifier back to the ECU
20.2.4 Anti-theft alarm system (ATA)
The ATA triggers visual and/or audible warning
signals in the event of unauthorised intervention
or impact.
This comprises the following components (Fig. 2):
 ECUs, controllers and status indicator

(3) (challenge/response process). The access code is  Contact switches, for example for doors, bonnet/

sent to the central ECU (4) via the data bus. The cen- hood, boot/trunk lid, luggage or glove compartment
tral ECU orders the door control unit (5) to forward  Infrared or ultrasonic interior monitoring system
the unlock instruction to the relevant lock motor (6).  Position sensor for wheel theft and tow-away pro-

tection
Locking. Locking can be triggered automatically or  Signal horn with integrated power supply
by pressing a lock button on the door handle. Au-  Glass breakage sensors
tomatic locking is initiated when the transponder
leaves the detection range of the exterior antennas. ECU, Instrument cluster Roof control
upper control panel panel ECU

The advantage of locking by pressing the button

Microswitch,
over automatic locking is that the driver consciously Transceiver, rotary latch,
gives the command and hears the locking take place. passenger rear lid
com- Trailer hitch
Flashing of the warning lamps confirm the vehicle Alarm signal siren partment socket
with aux. battery protection
is locked. 20
Glass breakage Inclination
Service key. The electronic key stores important ve- sensors sensor, ATA
Electronic ignition
hicle information that is read out by a workshop in- lock ECU SAM ECU,
formation system when the vehicle enters the shop. rear
Examples of the data stored include: ECU,
Bonnet/hood switch trailer
Turn signal recognition
 service interval information, indicators

 status of service fluid levels, SAM ECU, IR receiver,

front left front Door ECU Door contact switch

 status of coolant and engine oil temperatures. Fig. 2: Anti-theft alarm system components
702
ATA activation. Activation can be automatic or can
be set by the driver using the key. The alarm is issued
after 10 to 20 seconds and is indicated via a flashing
LED, for instance. Prior to the alarm, the control unit
checks by way of the contact switches that the doors,
windows, sliding sunroof, bonnet/hood and boot/
trunk lid are closed.
Alarm trigger. The alarm is triggered by:
 unauthorised opening of doors, boot/trunk lid or
bonnet/hood,
 intrusion into the interior,
 use of a key with an invalid transponder code,
 removal of the interior sensor/signal horn,
 removal of the radio,
 opening the glove or storage compartments,
 interruption of power supply to ATA ECU,
 change in vehicle position,
 pulling out the trailer hitch connector.
Alarm types. There are two types of alarm:
 Audible alarm via a separate alarm siren with inte-
grated power supply
 Visual alarm via the hazard warning system, the
interior lighting or the dipped-beam headlamps
Alarm duration. This is regulated by UN/ECE Regula-
tion 97. In Europe, the audible alarm may sound for a
max. of 30 seconds per event and must be silenced
immediately after disarming.
Deactivation. This is done by pressing the unlock but-
ton on the remote control or inserting an authorised
key into the electronic ignition lock.
In the event of emergency opening by unlock-
ing the lock cylinder mechanically, the key with
a valid transponder code has to be inserted in
the electronic ignition lock after a set period of 15
seconds, for instance; otherwise the alarm will be
triggered.
20
Interior monitoring system. On activation of the
alarm system, the motion sensors are also activated.
A distinction is made between:
 Infrared interior monitoring. With this system,
monitoring of the interior is performed by an in-
frared sensor. It reacts to heat sources, such as
people, and triggers the alarm.
 Ultrasonic interior monitoring (Fig. 1). A transmit-
ter in the interior of the vehicle generates an ultra-
sonic field with a frequency of approx. 20 kHz. The
20 Comfort and convenience technology
field changes, for instance in response to intrusion
or a window being broken. The ultrasonic detec-
tor recognises the field change and triggers the
alarm.
The interior monitoring system must be adapted
if installing an auxiliary heater. The warm airflow
could be enough to trigger an alarm.
Side windows Rear window
Ultrasonic
detector
Windscreen Side windows
Fig. 1: Ultrasonic field in vehicle interior
Wheel theft and tow-away protection. This compris-
es inclination sensors with a signal evaluation unit.
The position of the vehicle when parked is recorded
as the zero position when the alarm system is ac-
tivated. In the case of a capacitive inclination sen-
sor (Fig. 2), the mass adjusts its movement vertically
according to the force of gravity. If the vehicle incli-
nation changes, the position of the sensor and thus
the capacity between the capacitor plates changes.
Minor changes in position (e.g. air loss in the tyres)
will not set off the alarm. Tilting caused by raising or
towing the vehicle will trigger the alarm.
OFF
Moving
mass
Capacitor Evaluation
plates unit
Fig. 2: Inclination sensor
Trailer hitch socket. If a connector is in the socket of
the trailer hitch when the ATA is switched on, it will
also be monitored.
Tow-away mode. To position it in a stack parker, for
towing or for transport on a ferry, the alarm trigger
can be disabled by the inclination sensor (Fig. 2).
20 Comfort and convenience technology 703

20.3 Comfort and convenience 30

systems
30
20.3.1 Convertible roof actuation 012
D
This allows the convertible roof to be opened
and closed electrically via a pushbutton switch. P S
S68
The convertible roof actuation shown in Fig. 1 is of
the electro-hydraulic type. A switch activates an elec- E137
tric motor which sets a rotary pump in motion. This
generates pressure. Double-action hydraulic cylin-
ders cause the roof to be opened or closed. 30 P T1 T2 J256

M1 M2 31 S1 S2

Hydraulic
M
Motor V82 F156 F155
component
Hydraulic
cylinder 31

Fig. 2: Current flow diagram for convertible roof actuation

Fluid Hydraulic To do this, PIN S of ignition/starter switch D applies

reservoir cylinder
voltage to the convertible roof button E137. Once this
is pressed, the control unit J256 receives voltage at
Fig. 1: Convertible roof actuation
PIN T1. It receives voltage in the same way from igni-
tion/starter switch D via PIN P.
Hydraulic device The working current supply for the system is via a
This consists of the following: thermal cut-out S68 from terminal 30 to PIN 30 of the
 Fluid reservoir control unit J256.
 Electrically driven hydraulic rotary pump
Since there is voltage at PIN T1 of control unit J256,
 Hydraulic control unit the control unit controls direction of rotation of the
 Two double-action hydraulic cylinders electric motor V82 for the hydraulic pump so the pis-
ton rod of the hydraulic cylinder retracts. The con-
Electrical device (Fig. 2) vertible roof is opened.
This consists of the following main components:
 Convertible roof button (E137) Closing the convertible roof
 Control unit (J256) If the convertible roof is to be closed, the control unit
 Hydraulic pump motor (V82) J256 receives voltage from convertible roof button 20
 Ignition/starter switch (D)
E137 at PIN T2. It triggers the electric motor for hy-
draulic pump V82 to extend the hydraulic cylinder's
 Thermal cut-out (S68)
piston rod. The convertible roof is closed.
 Contacts for fitted convertible roof covering (F155,

F156) To prevent the roof from being activated when the

Principle of convertible roof operation
First, the convertible roof must be unlocked manu-
ally. Then, in the interests of safety, activation of
the electro-hydraulic convertible roof is possible
only with the ignition key inserted and the ignition
switched off.
top cover is up, safety switches are installed. Switch-
es F155 and F156 are reed contact switches that are
switched without physical contact by magnets on the
top cover studs. Switches F155 and F156 apply earth/
GND to PIN S2 and PIN S1 of control unit J256 when
a top cover stud is engaged. Control unit J256 now
no longer actuates the electric motor V82.
704
20.3.2 Luxury seats
To allow people of any size and stature to sit in
a position appropriate to the traffic situation
without the effects of fatigue, the seat height, tilt
angle, backrest position and seat contour can be
adapted to personal requirements.
Basic structure. The seat consists of a steel frame
with plastic moulded elements and assemblies for
the various functions. Beneath the seat's padded
upholstery a breathable material ensures air circula-
tion. Rubberised natural fibre mats support the as-
semblies against the backrest and the seat. Individ-
ual heater and ventilation controls provide optimum
comfort. A lumbar support, with massaging system
if included, supports active seating (Fig. 1).
Active head restraint
Breathable seat
cover (leather/fabric)
Air chambers,
shoulder area
Air chambers
lateral support
Ventilation
fans
Air chambers for
lumbar support
Ventilation fans Lumbar support
20
Fig. 1: Seat for individual and active seating
Individual seat adjustment. This is performed by
electric motors and an electronic control unit. Oc-
cupants can move different sections of the seat in
various directions to find an ideal seating posture for
their individual requirements. Settings for several dif-
ferent drivers can be stored in the ECU using mem-
ory buttons. When opening the vehicle, the driver is
recognised by the remote control code and the seat
is moved to the optimum position. Sensors moni-
20 Comfort and convenience technology
tor and relay positional information for the different
parts of the seat. Normally, the seat adjustment also
includes adjustment of the steering wheel height and
the exterior mirrors.
Active seating. During extended periods sitting in
a rigid position, the vertebrae are protected against
muscular tension and stiffness by continual, minimal
alteration of the seat position. To support this feature,
there is a variable lumbar support with a pulse-con-
trolled air chamber (Fig. 1). Some seats also have a
massage function with which the back muscles are
perceptibly activated in order to counteract muscle
spasms.
Seat heating. Central heating elements provide quick
warmth for the seat's centre section. The edges are
adjusted slowly to the proper temperature after-
wards.
Ventilation. The seat surfaces heated by the sun or
body heat are cooled down and also ventilated by
means of small fans installed below the surface. A
breathable seat cover aids this function.
Dynamic seat adjustment. Inflatable air chambers in
the seat cushion's side bolsters increase lateral sup-
port during cornering (Fig. 1).
Seat occupant detection sensor. Integrated in the
seat is a sensor mat that enables occupant classifica-
tion, e.g. child seat detection, based on the weight
being applied to the seat's surface. The system de-
cides with this information whether and at which
stage the airbag should be triggered in the event of
an accident.
Active head restraint (Fig. 2). In a rear collision situa-
tion, the head restraints move forward mechanically.
A preloaded spring located in the head restraint is
activated via a lever mechanism for this purpose. The
distance to the head is reduced. The risk of whiplash
is reduced.
"Active head restraint"
operational unit
Lever mechanism
Lower spring
action
Neutral position Activated
Fig. 2: Active head restraint
20 Comfort and convenience technology
20.3.3 Electronic windscreen wiper
control
The electronic control of the wiper motors pro-
vides optimum coverage of the field of vision and
parallel running of the wiper arms.
Design. The electronic windscreen wiper system
comprises one or two reversing DC motors with a
small crank drive and no wiper reverse linkage. The
control electronics are integrated in the gear mecha-
nism cover of the wiper motor (Fig. 1).
Crank drive
Motor
Fig. 1: Electronically controlled windscreen wiper
Operating principle. The up and down motion of the
wiper arms is carried out by reversing the rotational
direction of the twin brush wiper motor. The voltage
applied to the brushes is reversed in polarity elec-
tronically at the reverse positions of the wiper arms
(Fig. 2). Hall-effect sensors attached to the wiper
motor and gear mechanism detect the position and
speed.
Output
stage
5 T1 T2
6
Pin
7
8 mirrors
M 20
T3 T4
Hall-
effect
sensor
– Using a selector switch, the exterior mirror on the
Fig. 2: Circuit diagram showing a reversal in the direction
of rotation
705
Right rotation. Transistors T1 and T4 are actuated
and switched by the driver stage circuit via pins 5
and 8. The working current flows from + via T1 to the
motor and via T4 to earth/GND.
Left rotation. Here, transistors T2 and T3 are actu-
ated and switched by the driver stage circuit via pins
6 and 7. The working current flows from + via T2 to
the motor and via T3 to earth/GND.
The wiper motor receives the wipe commands via a
CAN interface. If a second motor (slave) is installed,
this one receives the wipe command via a serial,
single wire interface from the first motor (master).
The advantages are as follows:
 Space-saving design
 Improved field of vision (wiping angle approx.
150°)
 Lowered park position of wiper arms outside field
of vision in heated area depending on vehicle
speed
 Low noise from change in direction of wiper blade
rubber by reducing wiper motor speed
 Alternating rest position in up and down direction
 Seizure protection with snow guard feature
WORKSHOP NOTE:
To change to the wiper blades, the wiper arms
must be moved to a vertical position using the
central control unit. The wipers must not be
moved manually from their rest position.
20.3.4 Electrically adjustable exterior
Design. The desired mirror position is entered using
a pushbutton located around the armrest or door
handle. The information on the desired mirror posi-
tion is relayed to the door control unit. This actuates
two DC motors with right and left rotation. They ad-
just the mirror via worm gears and adjusting screws
in one of the four directions of motion.
driver's or front passenger's side can be selected.
Normally a heating element is integrated to defrost
the mirror's lens.
706
Operating principle (Fig. 1). Actuation of the door
control unit is often by way of voltage coding. Using
the control switch, one of the four parallel-wired clos-
ing mechanisms is actuated. This closes the circuit to
the door control unit. Each circuit has a resistor of
different size (wire only, R1, R2, R3). In each circuit,
they produce a different voltage drop, for instance
from 0 V if the wire has no resistance, 1.3 V for R1, 2.7
V for R2 and 4 V for R3.
The door control unit reads the desired direction of
motion from the voltage that is applied and switches
the working current to the correct servo-motor. It
runs as long as the control switch is pressed. Only
one positive wire is required from the control switch
to the door ECU.
Servo-motors
Heater
M M
Door ECU
5V
0V
R1
30 31
R3 R2
Adjustment and selector switch
Fig. 1: Circuit diagram, exterior mirror control
20
20.4 Advanced driver assistance
systems
Advanced driver assistance systems serve to assist
the driver with driving the vehicle, thus making driv-
ing easier, safer and more comfortable by:
 providing and displaying information for the par-
ticular driving situation as appropriate,
 providing the driver with handling suggestions,
 intervening automatically in the driving process.
20 Comfort and convenience technology
20.4.1 Cruise control system
Cruise control automatically keeps the vehicle at
a speed set by the driver.
Design. The cruise control system consists of the:
 speed sensor,
 throttle valve with servo-motor,
 regulator in the engine control unit,
 means of entering commands.
Operating principle. The driver sets the current speed
by pressing the control lever. Using a rocker switch,
the stored speed can then be reduced or increased in
increments of 1 km/h.
The throttle valve is adjusted to furnish the engine
with the corresponding volumetric flow of induc-
tion mixture. If the speed changes, the controller
receives a signal to this effect. It alters the throttle
valve angle and thereby the mixture volume using
the servo-motor. The vehicle accelerates or deceler-
ates. Automatic brake intervention does not occur. If
the brake or clutch pedal is pressed, regulation stops
immediately.
Cruise control with braking function (dynamic cruise
control). Cruise control can also initiate braking when
driving downhill if the engine drag torque is not suf-
ficient for maintaining the set speed.
20.4.2 Adaptive cruise control (ACC)
ACC is an automatic speed and distance control
system. It works in a speed range from 30 km/h
to approx. 200 km/h. It serves to aid the driver in
flowing traffic.
Design. The system comprises the following:
 Sensors for radar, yaw rate, lateral acceleration,
wheel speed and steering angle
 Monitoring unit for detection of own vehicle mo-
tion
 Object detection and allocation
 Distance control (ranging)
 Control units for engine, gearbox and ESP with ac-
tuators
Operating principle. With the aid of radar sensors,
vehicles travelling ahead and their speed are detect-
ed up to a distance of approx. 100 m. ACC differenti-
ates between 'clear driving' and 'following driving’
operating modes.
20 Comfort and convenience technology
Clear driving (Fig. 1). If the road ahead is clear, ACC
works as the cruise control system.
Following driving (Fig. 1). If ACC detects a vehicle in
the same lane, it adapts the speed to that of the ve-
hicle travelling directly ahead. It constantly maintains
the distance specified by the driver by automatic
actuation of the brakes and automatic acceleration.
ACC lowers the speed of the vehicle by reducing en-
gine torque and, if necessary, brake intervention. If
the brake pedal is pressed, the system switches off
automatically.
Clear driving Following driving
Desired
speed
Following
status
indicator
• Speed regulation
• Speed regulation based on vehicle
based on driver driving in front
command • Distance control
Fig. 1: Clear and following driving using ACC
Object detection (Fig. 2). To detect the vehicle trav-
elling ahead there is a radar sensor in the radiator
grille. It contains three transceivers with an effective
aperture of three degrees each, capable of monitor-
ing a 3-lane motorway at a range of approx. 100
metres. Vehicles travelling ahead reflect the emitted
radar pulses (77 GHz).
Fig. 2: Detecting the vehicle travelling ahead
The distance and relative speed in relation to the
vehicle ahead are calculated based on the time that
elapses between the time a signal is transmitted and
its subsequent reception.
707
Cornering is determined with the aid of ESP sensors
and the relevant vehicle travelling in the same lane
is detected.
ACC with stop & go function
In this system, which is only offered in combination
with an automatic gearbox, the range extends from
high speeds down to a standstill. The radar sensor
has an extended vision cone at close range up to
60 m, which facilitates broader lane coverage. In this
way, vehicles swinging in close to the driver's vehicle
are detected faster than when using a conventional
ACC system.
The stop & go function brakes the vehicle as needed
until it comes to a stop. The driver is notified (sound,
display message) when the vehicle ahead starts off
again.
To start off again, the driver must confirm this no-
tice by pressing the input button on the multifunc-
tion steering wheel or by tapping on the accelerator
pedal. If stopped only very briefly (t < 3 s), the vehicle
takes off completely automatically.
User controls and display. Depending on the manu-
facturer and type of vehicle, operation and data input
are handled via a steering column switch with but-
tons or a control panel on the multifunction steering
wheel (Fig. 3).
Sets speed Reduces distance
SET
+
RES
–
Calls up ACC
a stored stop & go Increases Changes
speed on/off distance speed
Fig. 3: ACC stop & go control panel 20
As in a conventional cruise control system, the sys-
tem can be operated while driving using the buttons
displayed.
If the vehicle is stopped and the system detects a ve-
hicle in front, the driver can activate the system by
depressing the brake pedal and pressing the "SET"
or "RES" button.
The current operating mode, preselected speed and
set minimum distance are shown on the central in-
formation unit display.
708
WORKSHOP NOTE:
If on-vehicle repairs or adjustments (e.g. on run-
ning gear or cross member) are carried out that
affect the position of the radar sensor, the radar
sensor has to be readjusted.
20.4.3 Park distance control (PDC)
When driving in reverse or parking, the PDC
displays the distance to an obstacle and alerts
the driver through an audible signal as soon as
a critical value is undershot and contact is im-
minent.
Design. The major components are:
 ultrasonic sensors at the front and rear of the ve-
hicle,
 an audible and, if applicable, visual signalling de-
vice (shown on multi- function display),
 ECU.
Operating principle. The ultrasonic sensors operate
based on the echo-sounding concept. The system
periodically activates its entire complement of pe-
ripheral transmitters, which respond by transmitting
ultrasonic signals at a frequency of 43.5 kHz. All sen-
sors then switch to receiver mode and record the
sound waves reflecting off the obstacles. The system
calculates both the distances to obstacles and their
locations relative to the vehicle based on the bounce
times that elapse between transmission and recep-
tion of the echo-sounding signals. If the distance is
too close, the system alerts the driver and displays
the distance to the obstacle (Fig. 1).
20
Fig. 1: Park distance control with ultrasonic signals
Using the signal frequency of the audible warning
signal, it is possible to determine whether the obsta-
20 Comfort and convenience technology
cle was detected in front or at the rear of the vehicle.
The faster the warning tone is repeated, the closer
the distance. If the tone is continuous, contact with
the obstacle is imminent.
Systems with a visual display also show the driver a
schematic drawing in the display so that he can see
precisely where the obstacle is located.
20.4.4 Parking assistance (Park Assist)
The system measures the length of the parking
space, indicates whether parking is possible and
assists with parking.
Design. The system consists of:
 ultrasonic sensors at the rear, front and sides of
the vehicle,
 visual and audible warning devices,
 electromechanical steering unit,
 ECU.
The side-mounted sensors measure the parking
space. To do this, the vehicle must be driving in as
parallel as possible at a distance of 30 cm to 1.5 m.
The vehicle speed must not exceed to 30 km/h
(Fig. 2).
v < 30 km/h
0.5 m < a < 1.5 km/h
Fig. 2: Parking space measurement
If parking is possible, the path along which the driver
should steer and drive appears on the display.
Active Park Assist (automatic parking). In active
systems, park assist controls turning of the steer-
ing wheel by operating the electric motor on the
electromechanical steering unit. The driver is shown
prompts for shifting, accelerating and braking.
Display of surroundings (Fig. 1, next page). From
the PDC and park assist sensor signals, the ECU pro-
duces a schematic representation of the vehicle's
20 Comfort and convenience technology 709

surroundings. The image shows the path that corre-
sponds with the current steering angle. Obstacles are
displayed as bars that appear red if they are closer
than the critical distance.
This allows the driver to correct the path when park-
ing in order to prevent hitting obstacles.
Obstacle displayed

Segment without bars: White bar:

no obstacle detected obstacle detected

3 4 4 5
2 6
Red bars:
1 7 obstacle in
1 7 current
path
2 6
3 4 4 5

Fig. 1: Display of surroundings

Fig. 2: Surround view display

20.4.5 Camera-assisted parking 20.4.6 Lane change assist (lane change

Camera-assisted parking captures some or even
all of the immediate area around the vehicle
through video cameras.
A distinction is made between the following:
 Rear view (rear-view camera)
 Side view (side camera system)
 Top view (bird's-eye view)
 Surround view
Rear view. This is usually integrated in the handle
edge of the boot/trunk lid and captures the area im-
mediately behind the vehicle. The image appears on
the vehicle display (MMI, multimedia interface) as
soon as the reverse gear is engaged.
Side view. This system has two cameras mounted on
the sides of the front bumper. The images of both
cameras are displayed simultaneously as a split-
screen view on the vehicle display. This not only
makes parking easier, but also helps when driving
into junctions or intersections with poor visibility.
warning, blind spot assist)
During an intended lane change, the system alerts
the driver to other vehicles behind him that are in
the "blind spot".
Design. The system consists of:
 25 GHz radar sensors, for instance, with a range of
50 m,
 warning lamps in the exterior mirrors,
 audible warning device,
 ECU.
Operating principle. Two radar sensors, usually in or
under the rear bumper, monitor the area of the road
that the driver cannot see in the rear-view mirror (Fig.
3). If the sensors detect a car approaching this area, a
warning lamp lights up on the exterior mirror. If the
turn signal indicator lamp is activated, the warning
lamp begins to flash and a warning signal sounds.
The system does not intervene to steer the vehicle.

Top view. Each exterior mirror features a digital cam-

20
era which is able to capture the entire side directly Sensor
monitoring
next to the vehicle thanks to its wide angle lens. The range (green)
ECU produces a bird's-eye view of the vehicle and
the surroundings from these images and those of the "Blind" spot: vehicles
rear-view camera on the vehicle display. following are not visible in
rear-view mirror (red)

Surround view. In this case, all available images are

evaluated by the ECU. A schematic bird's-eye view of
the vehicle is shown on the vehicle display (Fig. 2).
The ideal path and the current path according to the
steering wheel angle are superimposed in colour. Fig. 3: Blind spot monitoring
710 20 Comfort and convenience technology

The system distinguishes between two driving situ-

1. Camera detects
ations: unintended lane departure
 Another vehicle is passing the vehicle. The warning

lamp in the left exterior mirror is activated. 2. System activates

warning tone
 The vehicle is passing another vehicle at a speed

lower than 15 km/h. The warning lamp in the right

exterior mirror is activated until it is safe for the
vehicle to move to the right lane.

3. ESP intervention
initiated
20.4.7 Lane departure warning system 4. Steering intervention initiated
(Lane Keeping Assist, Lane Assist)
Fig. 1: Active lane departure warning system

The lane departure warning system alerts the

driver to unintended lane changes on express-
ways and motorways. 20.5 Infotainment systems

This system operates within a speed range of ap- Infotainment systems comprise information (data
prox. 60 km/h to 200 km/h. transmission), communication and entertainment.

Design. The major components are: An infotainment system offers access to the follow-
 infrared sensor (30 MHz) or camera, ing:
 activation switch with indicator lamp,  Operating and travel data display

 vibrators in the driver's seat or steering wheel,  Navigation system

 ECU.  Suspension settings

 Service functions

Operating principle. Behind the interior rearview mir-  Mobile phone and Internet

ror is an infrared sensor or camera. This detects the  Audio/TV system

road markings based on the contrast in brightness.
Since at least 25 images are evaluated by the ECU
every second, the system is able to safely analyse the
lane even at high speeds. More complex systems are
initiated as soon as a lane barrier is detected (single
line detection). If the system detects that the vehi-
cle is leaving the lane without turn signal indicator
It includes, for example, the following:
 Instrument cluster
 Display and user control units
 Multi-function steering wheel
 Navigation system

activation, the driver is alerted to this by the vibra-  Mobile phone with hands-free system
tion system installed in the driver's seat or steering  Internet access
wheel.
 TV and radio tuner
Depending on the system, the intervening correc-
 CD player
tion is made either by the driver or with help of the
 DVD/Blu-ray player
lane departure warning system. The system corrects
20 the direction, for instance via the ESP, by specifi-  mp3 player docking station

cally braking individual wheels. Where appropriate,

by controlling the steering assist system, steering is
made more difficult when driving over the roadside
marking.
Active lane departure warning system (Fig. 1). In
vehicles with electromechanical steering assistance,
corrective torque is also generated to counteract the
lane departure. This corrective torque is, however,
so slight that the driver can easily override it in the
event of danger.
20.5.1 Operating and travel data display
The most important information is displayed for
the driver in the instrument cluster.
Examples of these displays are road speed, engine
speed, engine temperature, oil pressure, alternator
warning lamp or lighting and self-diagnostic error
messages. The instrument cluster is in the driver's
central field of vision.
20 Comfort and convenience technology 711

An on-board computer evaluates data and sensor
signals and communicates with other ECUs (e.g. en-
gine, gearbox, ABS) and can prepare and show other
information in the central information display (CID).
Examples are:
 Trip data, such as average fuel consumption and
cruising range
 Inspection and service intervals
 Wear limits, e.g. of the brake pads
 Fluid levels, e.g. for fuel and oil
 Bulb function check
 Supporting system operating statuses and warn-
ings
20.5.2 Navigation systems
be determined. GPS comprises roughly 32 satellites
which follow different orbits around the earth. These
emit identification, time and position signals at uni-
form intervals. For determination of the vehicle po-
sition using the vehicle's navigation computer, the
signals from at least three satellites are required. The
position can be calculated with the data from GPS
to an accuracy of about 5 metres. In the case of inte-
grated navigation systems, the vehicle's movements
are also accounted for by the speedometer signal
and the yaw rate sensor signals. This makes it pos-
sible to monitor distances while also distinguishing
between straight-ahead driving and cornering. Any
corrections to the positioning result that might be
necessary due to external factors, such as tunnels,
bridges, etc., are made by the navigation computer
based on this information.

Navigation systems assist the driver in selecting
the best route to the destination and provide ori-
entation in an unknown area.
Navigation systems handle the following tasks:
 Vehicle positioning
 Position data transfer
 Calculation of optimum route based on current
traffic conditions
 Route guidance through turn-by-turn and lane
change recommendations.
 Display of immediate surroundings as a 2D or 3D
image (moving map) or photo.
Fig. 1 shows all components and subsystems in-
volved.
Position data transfer. This serves as a means of
sending the location of the vehicle to rescue ser-
vices in the event of an accident, or recovery ser-
vices if the vehicle has broken down. Furthermore,
the vehicle can be located more quickly in the event
of theft.
Optimal route calculation. When the driver enters
the target destination using the control elements or
voice input, the navigation equipment determines
the vehicle's current location. From this point the
navigation computer can calculate the best route
to the target destination using data from the map
memory. During the drive, the system constantly
senses the current position and displays it on the
map.

Satellites
Message Dynamic route guidance. The latest traffic situa-
display tions, e.g. congestion, road maintenance sites, road
Speedo- blocks, from communication sources such as TMC
Controls
meter (Traffic Message Channel), RDS (Radio Data System)
signal GPS antenna or the Internet can be included in the route calcula-
tion.

ABS wheel sensor
Navigation computer with
GPS receiver
Fig. 1: Components of a navigation system
Vehicle positioning. This forms the basis for calcula-
tion of a route. With the aid of the Global Positioning
System (GPS), the actual position of the vehicle can
20
Route guidance through turn-by-turn recommenda-
tions. The navigation system guides the driver with
recommendations on where to turn on the calculated
route to the target destination. This is usually provid-
ed through voice output to prevent distracting the
driver as much as possible. A route map or direction
arrows on a display can also be shown for supple-
mental assistance.
Deviations from the specified route are corrected
through alternative routing.
712
Integrated navigation systems. These offer the great-
est vehicle positioning and route guidance accuracy,
since they optimise this information using vehicle
sensor data (radar sensors, yaw rate sensor, steer-
ing angle sensor). The controls and route display are
provided via an LCD screen installed in the centre
console area (Fig. 1). This screen can be used for
many other supporting systems and multimedia ap-
plications when navigation is not active.
Fig. 1: Integrated navigation system
Mobile navigation systems. The GPS receiver, com-
puter, map storage and touchscreen (which serves as
the input/output unit) are all in one compact housing
(Fig. 2).
Power is supplied via the vehicle electrical system re-
ceptacle in the centre console. A suction cup is used
to secure the unit in a cradle on the windscreen.
20
Fig. 2: Mobile navigation system
The voice instructions can be output using the ve-
hicle's audio system as long as both units have a
Bluetooth interface.
Smartphones. Smartphones can also be used for
navigation. If they have the appropriate app installed,
they can operate the same way as mobile navigation
devices.
20 Comfort and convenience technology
Additional functions. Features for navigation devices
such as voice guidance, electronic driver log, retract-
able screens, touchscreen, or information about
speed limits for the road the vehicle is on are avail-
able as options. In addition to route guidance, these
devices also provide information such as the location
of nearby filling stations, automotive workshops, ho-
tels, restaurants, train stations, airports, points of in-
terest (POIs), etc.
20.5.3 Mobile phone cradle with linked
hands-free system
This makes calling with the mobile phone easier
while driving. The mobile phone is inserted into
a cradle specifically intended for the device type.
This cradle supplies the device with power from the
vehicle electrical system and establishes the con-
nection to a hands-free system linked to the audio
system.
When using hands-free systems, there is a risk of
feedback if the echoes from the phone's electronic
voice output are not suppressed. Therefore, com-
plicated echo compensating technology has to be
introduced that enables simultaneous talking and
listening between people at each end of the line. This
occurs on the basis of digital signal processors. In
addition, measures are necessary to suppress the
driving noise in the microphone signal. The mobile
phone is also connected via the cradle to the mobile
radio antenna in the vehicle in order to improve re-
ception.
REVIEW QUESTIONS
1 Why is it necessary to install a pinch protection
feature with electric power windows?
2 How are the windows closed with a central lock-
ing system?
3 What is the function of the seat occupant sensor?
4 How is the direction of rotation reversed on elec-
tronically controlled windscreen wipers?
5 What are the two operating modes for adaptive
cruise control?
6 Describe the park distance control's operating
principle.
7 What information does the driver receive from the
operating and travel data display?
8 Explain the principle of operation of a navigation
system.