Porsche training p95 advanced electrical systems

The system facilitates data exchange between a LIN master control unit and up to 16 LIN slave control units.. The LIN master has the following tasks: • It controls the transfer of data a

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AfterSales Training

Advanced Electrical Systems

P95

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Student Name:

Training Center Location:

Instructor Name:

Date: _

Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its

rest-of-world English speaking market The electronic text and graphic files were then imported by Porsche Cars N.A, Inc and edited for content Some equipment and technical data listed in this publication may not be applicable for our market Specifications are subject

to change without notice.

We have attempted to render the text within this publication to American English as best as we could We reserve the right to make changes without notice

© 2015 Porsche Cars North America, Inc All Rights Reserved Reproduction or translation in whole or in part is not permitted without written authorization from publisher AfterSales Training Publications

Dr Ing h.c F Porsche AG is the owner of numerous trademarks, both registered and unregistered, including without limitation the Porsche Crest®, Porsche®, Boxster®, Carrera®, Cayenne®, Cayman®, Macan®, Panamera®, Speedster®, Spyder®,

918 Spyder®, Tiptronic®, VarioCam®, PCM®, PDK®, 911®, RS®, 4S®, FOUR, UNCOMPROMISED®, and the model bers and the distinctive shapes of the Porsche automobiles such as, the federally registered 911 and Boxster automobiles The third party trademarks contained herein are the properties of their respective owners Porsche Cars North America, Inc believes the specifications to be correct at the time of printing Specifications, performance standards, standard equipment, options, and other elements shown are subject to change without notice Some options may be unavailable when a car is built Some vehicles may be shown with non-U.S equipment The information contained herein is for internal authorized Porsche dealer use only and cannot be copied or distributed Porsche recommends seat belt usage and observance of traffic laws at all times

Electrical Troubleshooting Logic

1 -Do you understand how the electrical consumer is expected to operate?

2 -Do you have the correct wiring diagram?

3 -If the circuit contains a fuse, is the fuse okay & of the correct amperage?

4 -Is there power provided to the circuit? Is the power source the correct voltage?

5 -Is the ground(s) for the circuit connected? Is the connection tight & free of resistance?

6 -Is the circuit being correctly activated by a switch, relay, sensor, microswitch, etc.?

7 -Are all electrical plugs connected securely with no tension, corrosion, or loose wires?

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Table of Contents

Section 1 – Data Bus Systems

Introduction 2

Data Bus Systems 2

Controller Area Network (CAN) 4

Local Interconnect Network (LIN) 8

Gateway 11

Vehicle Network State Manager 12

Network Topology Charts 13

Network Properties Worksheet 20

Section 2 – Energy Management Introduction 2

Gateway Control Unit 2

The Battery 3

Battery Sensor 5

Current Distributor 6

Panamera 7

Cayenne 9

9x1 .11

Energy Management 12

Fuses and Relays 14

Boxster/Cayman (981) 14

911 (991) 16

Cayenne 18

Macan (95B) 20

Panamera 21

911 (991) Driver and Passenger Fuse Box .22

Cayenne (92A) Driver and Passenger Fuse Box 24

Panamera (970) Driver and Passenger Fuse Box 26

Generator 28

DC/DC Converter 30

Actual Values 32

Drive Links 37

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Page ii Advanced Electrical Systems

Section 3 – Immobilizer 5, FAZIT, & Component Protection

Engine Immobilizer 2

Vehicle Key 2

Electronic Ignition Lock 2

Immobilizer Master (Front Electronics) 3

Engine Control Unit (DME) 4

Rear Electronics 4

Central Door Locking and Alarm 6

Keyless Entry Sequence 6

KESSY System Components 8

Front BCM 11

Rear BCM 15

Rear Spoiler (Panamera) 17

Door Control Units 22

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Data Bus Systems

Introduction 2

Data Bus Systems 2

Controller Area Network (CAN) 4

Local Interconnect Network (LIN) 8

Gateway 11

Vehicle Network State Manager 12

Network Topology Charts 13

Network Properties Worksheets 20

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In order to meet the increasing requirements placed on

vehicle electronics with regard to vehicle safety, comfort,

communication, fuel consumption, reduction of exhaust

gases and diagnostics, it is essential that the individual

control units in the vehicle interact intensively

The conventional method of organizing this interaction

used a separate line for every signal Given the

ever-increasing amount of information to be transferred, this

method has reached its limits and this is why data bus

systems are used in current vehicles These data bus

systems allow networking of control units and allow large

amounts of information to be made available

Figures 9_115_12 and 9_116_12 show the central

locking system with the conventional method All the input

information required is provided by sensors connected to

the “central locking” control unit And the control unit is

hard-wired directly to all actuators

Figure 9_115_12

In order to incorporate new functions, i.e opening and

closing the windows using the remote control, another line

is required for each function and for each drive link, i.e

four additional lines in this example

Figure 9_116_12

The following two illustrations show the “central locking”function using the data bus method

ƒ – Central locking function

One control unit is the central locking master, in which allpossible functions are stored In our example, this controlunit communicates with the door control units and all othercontrol units required for the “central locking” function viaCAN Comfort For communication, only the bus lines arerequired on each control unit One (LIN) or two (CAN) cop-per lines or two optical waveguides (MOST®) are installed,depending on the data bus system Only a software enhance-ment is required in order to incorporate new functions

All the information in all the control units can theoretically

be accessed by linking all control units in the vehicle work To lock the vehicle as soon as a certain speed isreached, the central locking master must simply receivethe speed signal from PSM Opening the doors in theevent of an accident simply requires the crash signal,which the airbag control unit sends to the CAN and whichthe DME can also use to switch off the engine after anaccident, for example

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Star Structure

In the star structure, all data lines are connected together

in one star point If a control unit sends a message to the

data bus, it is immediately available to all other control

units on this network

Advantages: Simple setup; relatively reliable since if there

is an open circuit in a line, all remaining control units on

the star can still communicate with each other

Disadvantage: The connection point can be the weak

point: If it fails completely, communication is no longer

possible in the entire network

The star structure can also be part of another network

(mixed structures; a pure star structure is not yet used at

Porsche)

Ring Structure

With a ring structure, one receive line and one transmit line

are connected to each control unit Each control unit reads

the message and passes it on Communication takes

place in one direction

Advantages: Relatively simple setup; simple retrofitting

options: To extend the ring, a control unit can be addedbetween two existing control units

Disadvantages: The entire network fails in the event of

an open circuit If one control unit is faulty, the messagecan be corrupted for the other control units and can thenbecome unusable (“Chinese Whispers” principle) The ringstructure is used on the MOST®(Optical data bus/opticalwaveguide) in Porsche vehicles

Linear Bus Structure

In the linear bus structure, the control units are connected

to the central lines via relatively short connecting lines

Advantage: If one control unit fails, the others can still

communicate with each other

Disadvantage: If there is an open circuit in the central

line at a connection point (splice point), several controlunits fail

The linear bus structure is primarily used in currentPorsche vehicles

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Page 1.4 Advanced Electrical Systems

Controller Area Network – CAN

Components

The CAN consists of one controller, one transceiver, two

data bus terminators (resistors) and two data bus lines

(CAN high/CAN low) With the exception of the data bus

lines, the components are located in the control units On

the control units, the function of the components

has not changed

They perform the following tasks:

The CAN controller receives the data to be transmitted

from the microcomputer in the control unit It processes

the data and then forwards it to the CAN transceiver

In the same manner, it receives the data from the CAN

transceiver, processes it and then forwards it to the

micro-computer in the control unit

The CAN transceiver is a transmitter and a receiver It

converts the data from the CAN controller into electrical

signals and then transmits them to the data bus lines In

the same manner, it receives data and then converts the

data for the CAN controller

The data bus terminator is a resistor It prevents

trans-mitted data from being reflected back from the ends as an

“echo”, thereby corrupting the data The data bus lines are

bidirectional and are used to transmit data They are

designated as CAN high and CAN low

A – Terminating resistors

Data Transfer

With the CAN, no receiver is specified The data is

trans-mitted on the data bus and is generally received and

evaluated by all the users This principle is also called

“Broadcasting”

The data is transferred as follows:

The data to be transmitted is loaded into the CANcontroller by the control unit for transmission (Load data).The CAN transceiver receives the data from the CANcontroller, converts it into electrical signals and thentransmits it (Transmit data)

All the other control units that are networked with the CANbus then become receivers (Receive data) The controlunits check whether or not they need the received data fortheir functions (Check data) If the data is important, it isaccepted and processed (Accept data), otherwise it isignored

The data is transferred in digital form to the CAN, i.e themessage is made up of a multitude of bits strungtogether The number of bits in a data frame depends onthe size of the data field

This shows the systematic structure of a data frame It is identical on both data bus lines.

Note !One bit is the smallest unit of information (one switchingstate per time unit) In electronic circuits, this informationcan only ever have the value “0” or “1”, or “yes” or “no”

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The start field is the start of frame and marks the start

of the data frame A bit with approx 3.5 V (depending on

the system) is sent on the CAN-high line and a bit with

approx 1.5 V is sent on the CAN-low line (“Dominant bit”,

“0”)

The status field defines the priority of the data frame If,

for example, two control units want to transmit their data

frame at the same time, the one with the higher priority is

given precedence

The control field contains the number of information

units contained in a data field This enables every receiver

to check that it has received all the information

The data field transmits the actual information for the

other control units

The CRC (cyclic redundancy check) field is used for

detecting transmission faults

The acknowledge field enables a receiver to notify a

transmitter that it has received the data frame correctly If

a fault is detected, it notifies the transmitter immediately

Following this, the transmitter then repeats its

transmis-sion

The end field ends the data frame as the end of frame.

This is the final opportunity to report faults that lead to

repetition of the transmission

High-speed and Low-speed CAN

While previously, “slow” CAN systems with a data transferrate of 100,000 bits per second (100 kbits/s) and fastCAN systems with a data transfer rate of 500,000 bits persecond (500 kbits/s) were still used at Porsche, only so-called high-speed CAN systems with 500 kbits/s areinstalled in the Panamera, in the Cayenne E2 and in the

911 Carrera (991)

High-speed and low-speed CAN systems not only havedifferent data transfer rates, but also have differentvoltage levels, which define dominant bits “0” andrecessive bits “1” The number and size of terminatingresistors and the ability to continue to communicate when

a line fails are also different

On the high-speed CAN, the difference between the signal

on CAN high and the signal on CAN low is alwaysevaluated

On the low-speed CAN, if a line fails, the signal cangenerally be evaluated on the line to ground that is stillfunctioning Low-speed CAN systems are “single-wire-capable”

Essentially, the same message is always transmitted onCAN high and CAN low, but the voltages on both lines aredifferent If the voltage on CAN high increases, it normallyfalls by the same value on CAN low and vice versa

Notes:

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The voltage levels of a 500 kbits/s (high-speed) CAN bus are

Recessive bits (“1”) are transmitted with approx 2.5 V on

the CAN-high line and on the CAN-low line

If a dominant bit (“0”) is to be transmitted, the voltage on

the CAN-high line increases by approx 1 V to approx 3.5

V At the same time, the voltage level on the CAN-low line

drops by approx 1 V to approx 1.5 V

The voltage levels of a 100 kbits/s (low-speed) CAN bus are

Recessive bits (“1”) are transmitted with approx 0.2 V on

the CAN-high line and approx 4.8 V on the CAN-low line If

a dominant bit (“0”) is to be transmitted, the voltage on the

CAN-high line increases to approx 3.75 V At the same

time, the voltage level on the CAN-low line drops to

approx 1.25 V

Interference Immunity

In motor vehicles, it is important that the systems do nothave a negative, uncontrolled influence on each other.Every current-carrying line creates a magnetic field Thismeans that even in a data bus line, a change occurs in themagnetic field around the data line whenever the voltagechanges (e.g from bit “1” to bit “0”)

On the other hand, a change in the magnetic field in a linealso induces a voltage The voltage depends on thestrength of the magnetic field, the position of the line withrespect to the field lines and the frequency of the change

in the magnetic field

A system that interferes with another system is called a

“source of interference” This system that is interferedwith is referred to as the “victim” To prevent any interfer-ence acting on the data transmission, the two data buslines are twisted together

A magnetic field in which the CAN bus line is locatedtherefore induces the same “interference voltage” in bothlines (“A” above) Since the control units evaluate thedifference between CAN high and CAN low, it is possible todifferentiate clearly between a dominant bit “0” and arecessive bit “1”

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At the same time, twisting also prevents interference

emission from the data bus line The voltages are opposed

on the two lines during normal operation In other words, if

the voltage on one data bus line increases by 1 V, then the

voltage on the other line drops by 1 V, and vice versa

This ensures that total voltage is kept constant at all times

and the electromagnetic field effects of both data bus

lines cancel each other out The data bus line is protected

against interference and is virtually neutral externally

Multimaster Concept

Each control unit can send signals on the CAN Since there

is no higher-order control unit or CAN master and because

only one message can ever be transmitted on the bus, a

multimaster concept is used for the CAN In other words,

when several control units are attempting to send

mes-sages at the same time, the control unit that wants to

send the most important message is currently the master

and is thus authorized to send messages

The importance of the message is determined based on

its priority, which is indicated in the status field of the

message The lower the binary numerical value in the

status field, the higher the priority of the message

Bit-wise arbitration (data bus utilization control) for the master concept is explained in greater detail using the above example.

multi-The front-end electronics (FEE), rear-end electronics (REE)and a door control unit (door CU) start sending their dataframe at the same time They also compare bit-for-bit onthe data bus line

If a control unit sends out a low order bit, but detects ahigh order bit, it stops transmitting and starts receiving

FEE sends a dominant bit FEE sends a recessive bit REE sends a dominant bit REE sends a recessive bit Door CU sends a dominant bit Door CU sends a recessive bit

3rd bit (blue)

FEE sends a dominant bit REE sends a dominant bit Door CU sends a recessive bit and detects a high-order bit on the data bus line It thus loses arbitration and becomes a receiver.

4th – 8th bit

FEE and REE both send the same bits, their message is currently

on the CAN bus.

9th bit (green)

FEE sends a recessive bit and detects a dominant bit on the data bus line It therefore loses arbitration and becomes a receiver REE sends a dominant bit and thus wins arbitration It continues

to send its data frame up to the end.

Once the REE has finished sending its data frame, theothers make another attempt to send their data frame

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Local Interconnect Network – LIN

The Local Interconnect Network (LIN) is primarily used to

transport data between control units and active sensors

and actuators If there is a limited amount of data, it can

also be used for communication between control units LIN

works according to the master/slave principle and only

uses one line Address-oriented data transfer is another

feature that differentiates it from the CAN In other words,

unlike broadcasting on the CAN, the transmitter’s

mes-sages for a defined receiver are specified The data

transfer rate is 19.2 kbit/s

The system facilitates data exchange between a LIN master

control unit and up to 16 LIN slave control units.

The LIN master has the following tasks:

• It controls the transfer of data and the data mission speed and thus establishes the cycle for whenand how often each message will be sent on the LINdata bus

trans-• It sends out the message header

• It performs the translation function and acts as a way

gate-The LIN master is the only control unit connected to theCAN data bus in the LIN data bus system and thereforeallows diagnosis of the LIN slave control units using theLIN master control unit

Notes:

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LIN Slave

Individual control units, or also sensors and actuators, can

be deployed as LIN slave control units within a LIN data

bus system Electronics that evaluate the measured values

are integrated into the sensors The values are then

trans-ferred as a digital signal via LIN Only one pin is required

at the LIN master’s socket for multiple sensors and

actuators

The LIN actuators are intelligent electronic or

electro-mechanical assemblies that receive their tasks from the

LIN master control unit via the LIN data signal The LIN

master uses the integrated sensors to query the actual

status of the actuators so that a required/actual

compar-ison can be performed

Data Transfer

The sensors and actuators only respond if a header has

been sent out by the LIN master control unit

Signal

Recessive level (“1”)

If no message or a recessive bit is sent via the LIN data

bus, the voltage on the data bus line is approximately

battery voltage

Dominant level (“0”)

To transfer a dominant bit on the LIN data bus, the data

bus line in the sender control unit is switched through to

ground by a transceiver

Transmission Reliability

Data transfer stability is ensured by the specification oftolerances during transmission and reception in therecessive and dominant level range

LIN Messages

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Message Header: Header

The header is sent by the LIN master control unit on a

The sync break is at least 13 bit times in length It is

sent at a dominant level A length of 13 bits is required in

order to communicate the start of a message to all LIN

slave control units A maximum of 9 dominant bits are

transferred consecutively in the subsequent message

parts

The sync delimiter is at least 1 bit long and recessive

(≈ UBat)

The sync field consists of the bit sequence 0101010101.

All LIN slave control units can adjust to (synchronize with)

the system clock rate of the LIN master control unit via

this bit sequence All control units must be synchronised

to ensure a fault-free exchange of data If the

synchroniza-tion is lost, the bit values would be posisynchroniza-tioned incorrectly

in the message when the receiver gets the message This

would lead to errors in the data transfer

The identifier field is 8 bit times in length The first 6

bits contain the message ID and the number of data fields

in the response The number of data fields in the responsecan range from 0 to 8

The last 2 bits contain the checksum of the first 6 bits.The checksum is used to detect transfer errors and isnecessary to avoid allocation to the wrong message in theevent of transfer errors in the identifier

Message Header: Response

The response consists of 1 to 8 data fields One data fieldconsists of 10 bits Each data field comprises a dominantstart bit, a data byte (which contains the information) and

a recessive stop bit The start and stop bits are used forsynchronization and to avoid transfer errors

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Gateway

Several different data bus systems are installed in the

Porsche models

Reasons for this include:

• Higher interference immunity: If one data bus system

fails, the other bus systems can still function

• Different requirements placed on the data bus systems

with regard to data transfer rates, emergency operation

properties and physical properties

• Operating reliability is only guaranteed when there is a

limited amount of data on a data bus system

To enable the different data bus systems in the vehicle

network to connect with each other, gateway control units

(protocol converters) are installed

A gateway is a type of “interface” The gateway gathers

information from various networks and sends information

to the correct network The data that is sent out by the

various networks therefore goes into the gateway The

speed, amount of data and levels of urgency of the

indi-vidual messages are filtered here and “buffered” if

necessary

The gateway converts the messages for the relevant

network based on gateway rules and conversion tables

The messages are then sent to the relevant network and

reach their target address Messages that are not that

important remain in the gateway’s memory, if necessary,

and are sent “later”

This guarantees that data and information are exchanged

in spite of different transmission speeds, different mission media, different levels of urgency of the informa-tion, different protocols and different signal levels of theindividual bus systems Access to the individual controlunits for diagnostic purposes is also possible centrally viathe gateway

The following rules apply for the Sleep and Wake-up mode:

• All control units on the bus are “awake” together

• All control units on the bus “sleep” together

This means that a control unit that is not ready for sleepmode keeps all the other control units “awake” or a controlunit wakes the other control units with “unnecessary” busactivity This results in a high closed-circuit current load

The Wake-up guardian function is implemented in thegateway control unit in order to identify activity that pre-vents sleep mode and activity that wakes the bus up in theevent of closed-circuit current problems The wake-upguardian can be activated and deactivated using PIWISDiagnostic Tester II and allows “on-board” data bus moni-toring by recording network activities

Notes:

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Vehicle Network State Manager

The Vehicle Network State Manager in the gateway ensures orderly wake-up and sleep initiation Bus idle mode should be activated

on the networks 10 seconds after locking To avoid loading the battery, bus idle mode is activated when terminal 15 is off Forexample, when the door handle is actuated, the door control unit sends a bus message to CAN comfort and wakes it up If nofurther activity is decteted on the CAN after 10 seconds, the Vehicle Network State Manager in the gateway issues the commandfor the bus idle to CAN comfort

Wake-up function

After terminal 15 is switched “off”, the gateway control unit sends the command Force sleep to all bus nodes in order to instruct allbus nodes to switch to sleep mode All control units send out their sleep readiness To ensure that the individual bus systems arethen switched to sleep mode sequentially rather than in an uncontrolled manner, the Network Vehicle State Manager in the gatewaycontrols and monitors the individual network transition points in bus idle mode To do this, the gateway sends out its sleep readi-ness to the individual networks The same applies in reverse for waking When a network is woken up by a connected control unit,the gateway wakes up the other networks in this state The networks then enter sleep mode again as described above

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DME PDK Selector Lever POSIP Seat Occupancy

PSM Multiple Sensor PASM / PADM Electronic Parking Brake Electric Power Steering

Driver Seat Passenger Seat Steering Column Multifunction Steering Wheel

Wiper Light Switch Rain / Light Sensor

Ignition Switch

Driver Door Passenger Door

Overhead Console Interior Surveillance EC Mirror Alarm Siren

PDLS/AFS Left PDLS/AFS Right

Sport Chrono ParkAssist TPM

Power Distributor Generator DC / DC Converter

CDR 31 PCM 3.1 Operating and Air Conditioning Unit Air Quality Sensor

Heater Unit Switch Module

Boxster (981) Network Topology

PDK Selector Lever POSIP

Boxster (981) Network TPOSIP Seat Occupancy

Boxster (981) Network T

Seat Occupancy

opology p gyy twork T Topology

Multiple Sensor ASM / P

Passenger Seat

P

Steering Column

iper Light Switch

onic Parking Brake ADM Electr

Steering Column

ASM / P

Multifunction Steering Wheel

Light Switch Rain / Light Sensor

onic Parking Brake Electric Power Steering

Rain / Light Sensor

Electric Power Steering

Gateway

Driver Door

ont BCM Fr iper

Overhead Console Interior Surveillance

Light Switch Rain / Light Sensor

Interior Surveillance EC Mirr

Steering Column Adjustment

Rain / Light Sensor

BCM Rear Overhead Console

Overhead Console Interior Surveillance

PDLS/AFS Right

Interior Surveillance EC Mirror EC Mirr Alarm Sir en

CDR 31 PCM 3.1

Boxster (981) Network Topology

Notes:

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Cayman (981) Network Topology

Driver’s seat Passenger’s seat

FEE/BCM-f Wiper Light switch Rain/light sensor

Passenger’s door Driver’s door

REE/BCM-r Overhead operating

console/INC

Interior surveillance EC mirror VTS

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DME PDK Selector Lever POSIP Seat Occupancy

PSM Multiple Sensor PASM / PADM Electronic Parking Brake Electric Power Steering

Front Wiper Light Switch Rain / Light / Humidity Sensor Ignition Switch

Overhead Console Interior Surveillance EC Mirror Alarm Siren

Sport Chrono ParkAssist TPM

CDR 31 PCM 3.1 Operating and Air Conditioning Unit Air Quality Sensor

Heater Unit Switch Module

PSM Multiple Sensor

PDK Selector Lever

Multiple Sensor P ASM / P ADM

Selector Lever POSIP

onic Parking Brake Electr

POSIP Seat Occupancy

onic Parking Brake PDCC

911 (991) Net ( ( )

Seat Occupancy

Electric Power Steering

opology p gyy twork T Topology

Multiple Sensor ADM

Passenger Seat

ASM / P P

iper Light Switch ont W

Cabriolet T

onic Parking Brake

Steering Column Electr

Light Switch Rain / Light / Humidity Sensor

op let T Top

onic Parking Brake

Steering Column Multifunction Steering Wheel

Rain / Light / Humidity Sensor Ignition Switch

PDCC Electric Power Steering

Ignition Switch

Gateway

BCM Rear Overhead Console Interior Surveillance EC Mirr

EC Mirr Alarm Sir

en HomeLink

Driver Door Driver Door Rear (Cabriolet)

Driver Door Rear (Cabriolet)

PDLS/AFS Right

Passenger Door Passenger Door Rear (Cabriolet)

CDR 31 PCM 3.1

911 (991) Network Topology

Notes:

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DME Tiptronic Selector Lever POSIP Seat Occupancy

PSM Multiple Sensor Differential Lock Electronic Parking Brake PASM / Level Control

Overhead Console Sliding Roof EC Mirror Alarm Siren

Compass ParkAssist TPM

CDR 31 PCM 3.1 Front Operating and Air Conditioning Unit Heater Unit

Air Quality Sensor Sun Sensor

PDCC

Trailer Hitch

Driver Door Rear Passenger Door Rear

Burmester Amplifier

Cayenne (92A) Network Topology

All Wheel Hang On

Power Lift Gate

Panorama Roof

Adaptive Cruise Control Blind Spot Detection

Rear Operating and Air Conditioning Unit Chassis Control Switch

Steering Column Lock (Up to MY 11)

Selector Lever POSIP

onic Parking Brake

Ca

Electr All Wheel Hang On

onic Parking Brake PDCC

ayenne (92A) Network T y y ( ( )

ential Lock

Passenger Seat

fer Dif

iper Light Switch ont W

Rain / Light / Humidity Sensor

All Wheel Hang On

Power Lift Gate

onic Parking Brake

Steering Column Multifunction Steering Wheel

ASM / Level Contr P

Gateway

BCM Rear Overhead Console Sliding Roof or

MOST

Instrument Cluster PDLS/AFS Left

Driver Door Rear

Compass

Passenger Door Driver Door Rear

PDLS/AFS Right

Compass ParkAssist Adaptive Cruise Contr

Passenger Door Passenger Door Rear

ParkAssist TPM

ol Adaptive Cruise Contr Blind Spot Detection

Passenger Door Rear MOST

CDR 31 PCM 3.1 ont Operating and Fr

Blind Spot Detection

Heater Unit ont Operating and

ter Rear Operating and

Air Quality Sensor Sun Sensor Rear Operating and

Air Conditioning Unit

Cayenne (92A) Network Topology

Notes:

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Macan (95B) Network Topology

Notes:

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PSM Multiple Sensor Differential Lock Electronic Parking Brake PASM / Level Control

Overhead Console Sliding Roof EC Mirror Alarm Siren

Sport Chrono ParkAssist

Power Distributor

CDR 31 PCM 3.1 Front Operating and Air Conditioning Unit Heater Unit

Air Quality Sensor Pressure Sensor

Steering Column Adjustment PDCC

Driver Door Rear Passenger Door Rear

Burmester Amplifier

Panamera (970) Network Topology

Power Lift Gate

Adaptive Cruise Control Blind Spot Detection

Rear Operating and Air Conditioning Unit

Reversing Camera Tire Pressure Monitoring

Panamera (970) Network TPOSIP Seat Occupancy

Panamera (970) Network T p twork T Topology opology gyy

PSM Multiple Sensor

Driver Seat Passenger Seat

ont W Fr

Electr ential Lock

fer Dif

Passenger Seat

iper ont W Light Switch

Power Lift Gate

onic Parking Brake Electr

Gateway

BCM Rear Overhead Console

essur

e Pr Tir Overhead Console Sliding Roof

Reversing Camera

e Monitoring essur

Sliding Roof EC Mirr or

Steering Column Adjustment Reversing Camera

or Alarm Sir en Steering Column Adjustment HomeLink

MOST

Instrument Cluster PDLS/AFS Left

Driver Door Rear

Adaptive Cruise Contr

Passenger Door

ParkAssist

Passenger Door Rear

ol Adaptive Cruise Contr Blind Spot Detection

MOST

CDR 31 PCM 3.1

Passenger Door Rear

Blind Spot Detection BOSE Amplifier

Battery Sensor Power Distributor

ont Operating and Fr

Air Conditioning Unit

ont Operating and Air Conditioning Unit Heater Unit

Air Quality Sensor

e Sensor essur Pr

Panamera (970) Network Topology up to MY13

Notes:

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Panamera (970) Network Topology from MY14

Notes:

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Page 1.20 Advanced Electrical SystemsSports Cars (9x1) Network Properties

Notes:

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Cayenne E2 (92A) Network Properties

Notes:

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Page 1.22 Advanced Electrical SystemsPanamera (970) Network Properties

Notes:

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911 (991) Driver and Passenger Fuse Box .22

Cayenne (92A) Driver and Passenger Fuse Box 24

Panamera (970) Driver and Passenger Fuse Box 26

Generator 28

DC/DC Converter 30

Actual Values 32

Drive Links 37

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The new generation of Porsche vehicles Panamera E2,

and 991 utilize an energy management system that

includes the following components

Gateway (system master)

The energy management system is controlled by the

gate-way The Gateway acts as the system master the other

system components are sub system components or

“slaves” of the gateway The system components are

con-nected to the gateway via a LIN buss data transmission

and commands from the gateway are transmitted over the

LIN buss

The battery sensor is the main input for charging control

and battery status Based on battery status and system

load the gateway controls the generator and the current

distributor The generator operation and the recuperation

function of the generator and the energy management

function of the current distributor are controlled by the

gateway This control is based on input from the battery

sensor and inputs from other systems via CAN Following

is a detail description of the system components

Gateway Control Unit

The gateway control unit is the central interface of thenetwork architecture and permits data interchangebetween the different networks (Controller Area Network –CAN, Media Oriented System Transport – MOST and theLocal Interconnect Network – LIN) In addition, thegateway control unit also contains the Vehicle NetworkState Manager, which switches the connected systems to

a sleep mode after terminal 15 off (Power Down)

The gateway also supports After Sales Service in faultfinding (e.g fault codes, watchdog, wake-up guardian,closed-circuit current measurement) by providing compre-hensive system and diagnostic functions for monitoringnetwork communication The gateway includes vehicleenergy management as an additional function Thisfunction supports optimization of battery charging duringdriving as well as minimization of the closed-circuit current

by switching off comfort functions and networks when thevehicle is not being driven

Depending on the power requirement in the network, thegateway control unit (5) decides what capacity must berequested from the generator (1) in order to meet theenergy requirement of the vehicle electrical system Thegenerator (1) generates the required amount of energycorresponding to the request from the gateway controlunit (5) and supplies this to the vehicle electricalsystem/vehicle battery (3) The battery sensor (2)measures the energy flow quantity and forwards the result

of this measurement to the gateway control unit (5)

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Energy Management

Depending on the power requirement, the gateway control

unit (5) decides which loads/power distributors (4) can be

activated or which loads (7= dynamic management of

engine and A/C control unit, 8= closed-circuit current

management, heating/ventilation allocation/HVA) can be

switched off in order to ensure that the power requirement

is met It also decides when a vehicle can be switched to

Auto Start Stop mode (DC/DC converter [6]) in order to

guarantee the supply of power to voltage-sensitive loads

(9) such as infotainment and the instrument cluster

LIN .20 kbit/s

CAN networks:

CAN Diagnostics .500 kbit/s

CAN Drive .500 kbit/s

CAN Chassis .500 kbit/s

CAN Comfort .500 kbit/s

CAN Crash risks .500 kbit/s

CAN Man Machine Interface .500 kbit/s

MOST .20 Mbit/s

The Battery

Sports Cars (9x1)

An AGM battery (Absorbed Glass Mat) 12V 70 Ah/450 A is

standard equipment The battery is located under the

cover in the luggage compartment

Panamera

An AGM battery (Absorbed Glass Mat) 12V 95Ah 850Abattery is standard equipment in the Panamera (970) Thebattery is located in the luggage compartment under theload-space floor

Cayenne

The battery is located under the front driver’s seat AnAGM battery (Absorbed Glass Mat) 12V 92Ah 520A bat-tery is standard equipment in the Cayenne (92A)

Notes:

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AGM (Absorbed Glass Matt) Technology Battery

The AGM (Absorbed Glass Matt) technology battery is

maintenance free and sealed for life If the battery is

opened it must be replaced Special micro glass fiber

mats lie between the lead plates of the battery and contain

all of the battery acid The absorbing capacity of the glass

fibre mats is designed so that although the acid is

com-pletely absorbed by the matting, the degree of saturation

of the matting is not reached

The sealed system is equipped with a pressure relief valve

for the safe discharge of any gases The battery remains

leak-proof and dry Expanding liquid due to frost cannot

cause any damage Furthermore, by packaging the plates

in micro glass fiber mats there is virtually no further

movement of the plates, which means that vibration has

no effect on the battery

The entire electrolyte is bound by the acid in the matting,

which means that there is no need for the maintenance

tasks of filling with water and inspecting the electrolyte

AGM batteries are designed with an extremely low internal

resistance, resulting in a faster reaction between the acid

and the plate material Higher energy quantities can

therfore be produced even in demanding situations such

as charging in extreme cold, for example

AGM (Absorbed Glass Material)

Battery replacement must be communicated to thegateway using PIWIS Diagnosis Tester II, specifying the (A)serial number, (B) part number/manufacturer and thebattery size under Maintenance/Battery replacement Forcharging, a charger with at least 40 A should be con-nected For jump-lead starting, a jump lead should only beconnected directly to the external power supply connec-tions in the engine compartment, as otherwise the batterysensor could be damaged and incorrect informationforwarded to the gateway

• The battery terminals do not need to be greased

• The tightening torque for the clamps is 6Nm +/- 0.5Nm

• The battery open circuit voltage should not fall below12.5 Volts

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Battery Charging

The battery is a “recombinant battery” which means that

the oxygen produced at the positive plates will largely

recombine with the Hydrogen that is ready at the negative

plates, creating water and so preventing water loss The

batteries have a pressure relief valve (VRLA) which will

open when the battery is recharged at high voltage The

valve opening will allow some of the gas or electrolyte to

escape; this will in turn reduce the overall capacity of the

battery

Therefore all AGM batteries should be charged using a

constant voltage, varying amperage battery charger

Please refer to the instructions on PPN for charging

batteries which are exhaustively discharged (The open

circuit voltage is less than 11.6 volts)

Replacing The Battery

If the battery is renewed it is essential to “code” the new

battery information into the Gateway controller: <

Mainte-nance and Repairs < Battery change

The following information must be entered:

• Battery size and type (e.g “95Ah AGM”)

• Battery manufacturer (e.g “MOL (MLA)”)

• Battery serial number

• Battery part number

Please observe the instructions on entering the serial

number and part number

Battery Sensor

The battery sensor is located on the negative terminal ofthe battery It is the main input to the energy managementsystem (battery management) The battery sensor isconnected between the negative terminal of the batteryand the ground cable

The purpose of measuring the battery condition is todetermine the battery condition with sufficient accuracyand to identify closed-circuit current faults in the vehicleelectrical system

The following measured variables are measured directly by the sensor:

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Battery Sensor Properties:

• Operating temperature of -40º F to 221º F (-40º C to

105º C)

• Service life of at least 15 years

• Battery voltage measurement range of 6 to 16.5V

• Resistance between battery terminal and ground strap

max 300 µOhm

• The ECU contains the NTC for temperature sensing

The entire electric current of all components (including the

battery sensor) flows through the shunt to the negative

terminal The direction of charge of the energy delivered

by the generator is routed to the positive terminal This

means that a charging current or discharging current

(closed-circuit current) can be determined by the

evaluation electronics

The battery sensor has an electrical connection to the

battery terminal and the ground strap of the vehicle There

is a further connection to the battery’s positive terminal to

register voltage and to the gateway via a LIN connection

Current Distributor (HSB)

The current distributor is not only responsible for splittingthe battery current supply to various circuits but it alsoforms part of the vehicle’s energy management system

The current distributor contains the following components:

• A mechanical transport lever or electronic solenoid(Cayenne and Panamera have a pyrotechnic switch, in9x1 the pyrotechnic switch is omitted)

• A pyrotechnic switch

• The terminal 15 relay: T15 diagnostic fuse (5 Amp)

• 2 X Solenoids (Terminals T30SD and T30F)

9 Main Fuses

Notes:

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Panamera Current Distributor (HSB)

A Terminal 30 B Terminal 30TP C Terminal 30F

D Terminal 30SD E Terminal 15 F Terminal 30 Engine bay

Power Output

– The T30 supplies are permanently supplied from the

bat-tery via the bus bar A

– The T30TP supplies vary depending on the position of

the mechanical transport lever

– When the transport lever is in the transport position the

bus bar C is connected to bus bar B via the lever

Activa-tion of a solenoid (not shown in picture) by the energy

management system links bus bar A to bus bar C which

in turn energises bus bar B via the lever

– With the transport lever is in the normal position, bus bar

A is now linked to bus bar B therefore making the T30TP

outputs permanently supplied

– The T30F outputs are switchable via a solenoid The

en-ergy management system can deactivate these outputs

if a fault is detected within the vehicle electrical system

or part of the closed circuit current management

– In transport mode T30F is deactivated when the ignition

is switched off

– The T30SD output is also switchable via a solenoid The

energy management system can deactivate this output if

a fault is detected within the vehicle electrical system or

part of the closed circuit current management

– When in transport mode, when T30F is deactivated,

T30SD is also deactivated at the same time

– The T15 output is switched via the T15 relay which is

positioned within the HSB

– The control unit; fuses, and relays are available as

spare parts

Terminal 30F and 30SD Relays

The relay’s consists of two separate coil windings tion of a coil winding 1 will move the relay position to the

Activa-on positiActiva-on ActivatiActiva-on of the coil winding 2 will move therelay to the off position Therefore the relay can only beswitched on or off electrically, the removal of the powersupply will have no effect on the position of the relay Thecontacts are spring loaded so an internal mechanicalfailure will result in the relay defaulting to the “ON”

• Pin 11, BN wire, Will have 12 volts if the T30F is active

• Pin 12, BK wire, Will have 12 volts if the T30 is active

Transport lever status:

• Pin 1, WH wire, will have 12 volts when the lever is thenormal position

• Pin 3, RD wire, will have 12 volts if the lever is in thetransport position

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T30SD Relay

Relay switching: Off

• Pin 5, BU/YE wire, earthed by controller to activate coil

• Pin 14, BU/GY wire, earthed by controller to activate

coil – Pin 4 relay

• Nominal resistance of coil windings= 10.5 Ohms

T30F Relay Relay switching: Off

• Pin 7, YE/BK wire, earthed by controller to activate coil– Pin 1 on relay

• Pin 6, YE/GY wire, 12 volt supply, coil 1 Pin 2 on relay

• Pin 8, VI wire, T15 activation, O volts when active

• Pin 9, BU wire, T15 diagnosis: Via the 5 Amp Fuse 12volts when relay active

HSB to Vehicle Connector

• Pin 6, BK/WH wire, T15 diagnosis for FBCM (D14), 12volts when T15 relay active

• Pin 5, GY/BK wire, T15 activation from FBCM (C28)

• Pin 4, VI/WH, LIN bus

• Pin 2, BN wire, T31

Notes:

Trang 35

Cayenne E2 Current Distributor (HSB)

A Terminal 30 B Terminal 30TP C Terminal 30F

D Terminal 30SD E Terminal 15 F Terminal 30 Engine bay

Power Output

– The T30 supplies are permanently supplied from the

bat-tery via the bus bar A

– The T30TP supplies vary depending on the position of

the mechanical transport lever

– When the transport lever is in the transport position the

bus bar C is connected to bus bar B via the red wire

shown in diagram Activation of the relay by the energy

management system links bus bar A to bus bar C which

in turn energises bus bar B via the transport switch wire

– With the transport lever is in the normal position, bus bar

A is now linked to bus bar B therefore making the T30TP

outputs permanently supplied

– The T30F outputs are switchable via a relay The energy

management system can deactivate these outputs if a

fault is detected within the vehicle electrical system or

– In transport mode T30F is deactivated when the ignition

is switched off

– The T30SD output is also switchable via a relay The

en-ergy management system can deactivate this output if a

fault is detected within the vehicle electrical system or

– When in transport mode, when T30F is deactivated,

T30SD is also deactivated at the same time

– The T15 output is switched via the T15 relay which is

po-sitioned within the HSB

– Currently, only some of the fuses and the T15 relay are

available as spare parts

– The internal working of the HSB is similar in operation to

the Panamera HSB

HSB Control Unit, Wiring Colors and Functions

Circuit status: (Terminal 30)

• Pin 2, BU wire Will have 12 volts if the pyrotechnic device has not been activated

• Pin 3, GN wire Will have 12 volts if the Terminal 30F isactive

• Pin 10, RD wire Will have 12 volts if the Terminal 30 isactive: (Battery connected)

• Pin 20, BU wire Will have 12 volts if the Terminal 30SD

is active (External charge via plug sockets will also belive)

Transport lever status:

• Pin 12 and Pin13, RD wires

• Transport lever is in transport position (On) closedcircuit between 12 and 13

• Transport lever is out of transport mode (Off) open cuit between 12 and 13

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Terminal 30F Relay

Relay switching: Off

• Pin 6, GN wire Earthed by controller to activate coil 1–

• Pin 1, RD wire T15 activation, 0 volts when active

• Pin 11, BU wire T15 diagnostics via 5amp fuse 12

volts when relay active

HSB to Vehicle Connectors

• Pin 1, RD/YE wire, Lin Bus to battery sensor

• Pin 6, WH/WH wire, T15 diagnosis 12 volts when T15relay active

• Pin 5, GY/BK wire, T15 activation from FBCM (C28)

• Pin 4, BU/BU wire, Lin Bus to Gateway

• Pin 3, BN wire, terminal 31

• Pin 2, BN wire, terminal 31

• Pin 1, not connected

Notes:

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9x1 Current Distributor (HSB)

The 9x1 current distributors are similar to the Panamera

and Cayenne E2 current distributors; however they have

two important differences The first is that there is no

pyrotechnic disconnect in the 9x1 current distributors

there is an aluminum bar in the position where it would be

installed Secondly there is no mechanical transport switch

in the 9x1 current distributor the transport function is

actu-ated by a solenoid switch identical to the 30F solenoid

switch The mechanical switches of the Panamera and

Cayenne switched the 30TP circuits from permanent

power to switched power The solenoid switch of the 9x1

current distributor opens the connection to power in

trans-port mode so the circuit is without any power in transtrans-port

mode

Above you can see the buss-bar layout of the 9x1 currentdistributor The Battery is connected at B the Alternatorand engine harness at A The relay and solenoid positionscan be seen in the line drawing of the 9x1 current distribu-tor at the beginning of this section

Terminal 30

Terminal 15 Terminal 30F

Terminal 30SD Terminal 30TP

Terminal 30SD

n i m r

e n al 0

m

T r e 30F 3 al n i m

n i m r e n i m r e 5 al n F 0 al n

n i m r e n i m r e D 0 al n P 0 al n

Notes:

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The battery is constantly monitored via the battery sensor

This data is sent to the Gateway via the LIN bus network

The Gateway’s task is to ensure that the vehicle can start

in all operating conditions In order for this task to be

completed electrical energy consumption may have to be

reduced depending on the battery’s condition

The current distributor has a control unit which is also part

of the Gateway’s LIN bus network It monitors and

regu-lates the various outputs of the current distributor and can

alter them by switching the solenoids on or off when

instructed to do so by the Gateway’s energy management

function

The gateway has to consider different energy

management interventions depending on the

following situations:

• When the engine is running

• When the engine is off (Start/stop operation)

• Closed circuit current drain, the engine is running and

the generator output is not sufficient

• Idle states and parasitic drains

• If there are faults with the electrical system, the

genera-tor or a pyrofuse has been triggered

With the engine running the switch off status escalates in

the following stages When the electrical system recovers

the stages are scaled back accordingly

Reducing parasitic drains:

– Comfort systems with a high current draw are prohibitedwhen the engine is off, e.g heated seats, windows,mirrors and steering wheel

– Operating current loads are loads that can be switchedon/off by the driver when the T15 is on or off Such asPCM, residual heat function or the interior lights Theoperating time may be reduced or even prohibited if thebattery condition is low

– Loads with run on times, ie systems that can switchthemselves on independently or remain on when the T15

is deactivated and then switch themselves offindependently after a specific run on time These timescan vary depending on the system The gateway canover-ride the run on time and reduce them or terminatethem immediately

– The interior lighting is based on two circuits, G1 and G2.The Gateway manages the run on time and can send thecommand to terminate the circuits immediately

In the event of a fault in the vehicle electrical system theterminal 30F solenoid would be switched off

0 Engine is running, tor is not yet active

genera-Behaves in accordance with the closed circuit management system

1 Control intervention, stage 1

Windshield heating disabled

Increase in idle speed and heating system restriction

Further increase in idle speed

Reduction of interior blower

Further reduction of interior blower

Maximum reduction of interior blower and AC compressor disabled

7 Emergency load switch off Terminal 30SD and 30F

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Terminal 30F will only be deactivated once the

following criteria have been met:

• The minimum run on time of 32 minutes has expired

• The ignition has been turned off

• T86S has been deactivated (the key is not inserted)

• The alarm system is not active

• A diagnosis session is not active

• There is a fault in the electrical system

The power sockets are supplied by the T30SD

output of the HSB During the idle sate of the vehicle

T30SD is deactivated:

• A run on time of 10 minutes has expired

• If the ignition has been activated the run on time is

ex-tended to 1 hour

These times may be altered if the battery condition

is low In this case the following criteria must be

met:

• The diagnosis session is not active

• The terminal 15 is off

• There is no external charging taking place via the power

sockets

Network and energy management is carried out by the

conventional method of a wake up or sleep message sent

to the control units When the vehicle’s battery has

reached a critical level a stage 3 switch off stage is sent

by the Gateway Terminal 30F will be deactivated as long

as the criteria are met for doing so Wake up of the

networks via a message is no longer possible as a wake

up lock has been transmitted by the Gateway

The following exceptions however are exempt from the lock command:

1 Terminal 15 Activation

2 Front controller

3 Rear controller

4 Triggering of the alarm system

5 Hazard warning lights

6 Rotary light switch

External Charging Via the Power Sockets

For vehicles that have an extended idle period the use of abattery maintenance charger is recommended The char-ger is connected to a power socket within the vehicle Thepower socket circuit (T30SD) have a run on time whichvaries with the battery’s state of charge When theGateway commands the HSB controller to switch off therelay the charging circuit is then open and no charging willtake place The T30SD feedback wire should thereforehave 0 volts An external charge would keep the voltageactive at 12 volts This would be the same scenario if thecharger was fitted after the T30SD relay had already beenswitched off

The Gateway would then assume charging was takingplace and switch the T30SD relay on so that the batterymay be charged and continue to monitor the system viathe battery sensor (should detect a positive currentflowing into the battery) In the event of overcharging orincorrectly charging the battery the Gateway could disablethe charging circuit by switching the T30SD relay Thiswould be displayed as an impermissible charging eventwithin the battery effect history

Notes:

Trang 40

Fuses and Relays

Boxster/Cayman (981) Fuses and Relays

Several fuse/relay boxes are installed in the

Boxster/Cayman (981) as follows:

1 Fuse box/battery positive terminal

2 Fuses, right footwell

3 Fuses, left footwell

4 Main fuse box/power distributor (passenger compartment

under carpet)

5 Relay carrier 1

6 Relay carrier 2/fuse carrier

7 Relay carrier 3

The battery fuse box (at the positive terminal) contains 3 fuses

(radiator fan blower left, radiator fan blower right and

electro-mechanical power steering).

The diagnostic connection (diagnostic socket) and theemergency power supply infeed are also located in thefuse box in the left footwell The relay carrier 1, on whichthe gateway control unit is also mounted, is located imme-diately above this

Boxster/Cayman (981) fuses in left footwell.

Boxster/Cayman (981) fuses in right footwell.

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