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Principles Of Operation




Principles of Operation

Charging System

The PCM-controlled, or Smart Charge charging system determines the optimal voltage setpoint for the charging system and communicates this information to the voltage regulator. The Smart Charge charging system is designed to set 1 of 6 DTCs any time a charging system fault is present. All of the DTCs can set continuous faults, but not all DTCs set as on-demand faults.





a Requires vehicle speed above 5mph.

This system uses 2 communication lines between the PCM and the generator/voltage regulator. Both of these communication lines use Pulse-Width Modulation (PWM). The generator communication (GENCOM) line communicates the desired setpoint from the PCM to the voltage regulator. The generator monitor (GENMON) line communicates the generator load and error conditions to the PCM. The GENCOM command is only sent by the PCM when it is necessary to adjust the voltage setpoint. If the setpoint does not need to be changed, several seconds may elapse between PCM GENCOM commands. This normal operation appears in the PID as occasional bursts of pulse-width commands. The third pin on the voltage regulator, the A circuit pin, is a circuit dedicated to monitor or sense battery voltage.

The PCM simultaneously controls and monitors the output of the generator. When the current consumption is high or the battery is discharged, the PCM raises engine speed as needed to increase generator output. The generator charges the battery and at the same time supplies power for all of the electrical loads that are required. The battery is more effectively charged with a higher voltage when the battery is cold and a lower voltage when the battery is warm. The PCM is able to adjust the charging voltage according to the battery temperature by using a signal from the Intake Air Temperature (IAT) sensor. The PCM also uses other inputs to control charging system voltage such as the Vehicle Speed Sensor (VSS) and Engine Coolant Temperature (ECT). The voltage setpoint is calculated by the PCM and communicated to the voltage regulator by the GENCOM circuit based on the needs of the vehicle and the conditions.

The PCM turns off the generator during cranking to reduce the generator load and improve cranking speed. Once the engine starts, the PCM slowly increases generator output to the desired voltage.

The PCM controls the charging system warning indicator by sending a message over the High Speed Controller Area Network (HS-CAN) to the Instrument Panel Cluster (IPC) module. The IPC (Instrument Panel Cluster) module then controls charging system warning indication based on the message from the PCM. The status of the PCM charging system warning indicator and/or message can be confirmed by viewing PCM PID generator fault indicator lamp (GENFIL). Any charging system fault detected by the PCM results in 1 or more DTCs being set and the PID GENFIL having a status of ON. If equipped with a charging system warning indicator, the IPC (Instrument Panel Cluster) module turns the indicator on or off. If equipped with a message center, the IPC (Instrument Panel Cluster) module displays a CHECK CHARGING SYSTEM message. When the ignition is on and the engine is off on vehicles equipped with a message center, the CHECK CHARGING SYSTEM message may not be displayed. For additional information regarding the IPC (Instrument Panel Cluster) module and message center, refer to Instrument Panel, Gauges and Warning Indicators.

Under certain circumstances, the charging system may have a concern, but still keeps the battery charged and the vehicle running. GENCOM is normally used to initiate charging, but the generator may charge with a fault in this circuit. If the engine operates at more than 2,000 rpm momentarily, the generator may self-excite or start charging on its own. The charging system warning indicator is illuminated and/or CHECK CHARGING SYSTEM message is displayed, and the generator operates in a default mode (approximately 13.5 volts) until the engine is turned off. When the engine is restarted and the engine operates at more than 2,000 rpm momentarily, the generator may again self-excite and again the charging system warning indicator is illuminated and/or CHECK CHARGING SYSTEM message is displayed.

The PIDs and their associated descriptions used in the charging system diagnosis are listed below:

PID Chart






Battery Management System

Load Shed Strategy

NOTICE: When any vehicle module is being programmed, connect an external battery charger to make sure that the module programming is completed without the interruption due to the load shedding feature becoming active. The external battery charger must maintain a system voltage above 13 volts. This can require a charger setting higher than the lowest charge setting. The external battery charger negative connection must be made to an engine or vehicle chassis ground and not the negative battery terminal. If the connection is to the negative battery terminal, load shedding cannot be prevented from being invoked and module programming may be corrupted. After charging has begun, start the engine to clear any load shed states and then turn the engine off and proceed with programming.

NOTE: To maintain correct operation of the load shed, any electrical devices or equipment must be grounded to the chassis ground and not the negative battery terminal. A connection to the negative battery terminal can cause an inaccurate measurement of the battery state of charge and can cause incorrect load shed system operation.

This vehicle is equipped with a load shed strategy. The Body Control Module (BCM) uses the battery current sensor to keep track of the battery state of charge. The battery current sensor is a Hall-effect sensor attached to the battery ground cable. On vehicles equipped with Intelligent Access (IA), the ignition state can also change.

Engine Off Load Shed

The BCM (Body Control Module) uses the battery current sensor to keep track of the battery state of charge. The battery current sensor is a Hall-effect sensor attached to the battery ground cable. When the engine is off, and the BCM (Body Control Module) determines the battery state of charge is below 40%, 10% of the charge has been drained or 45 minutes have elapsed, a load shed message is sent over the Controller Area Network (CAN). This message turns off the audio system to save the remaining battery charge. Under this condition, a message may be displayed on the IPC (Instrument Panel Cluster) or center stack display to alert the driver that battery protection actions are active.

When charging the vehicle battery by connecting the charger to the negative battery terminal is necessary, such as when using a combination battery charger and battery tester/analyzer, like the GR 1 190 V3.0 Intelligent Diagnostic Charger, the BCM (Body Control Module) will not immediately update the battery state of charge. In this instance, after charging, you must CARRY OUT the Battery Monitoring System (BMS) Reset using the scan tool. This reset is needed for proper engine off load shedding and to prevent invoking of engine off load shedding earlier than normal.

NOTE: If the reset is not carried out, when the battery is charged by connecting the charger to the negative battery terminal, it takes approximately 8 hours for the BCM (Body Control Module) to learn the new battery state of charge. During this 8 hour period, the vehicle must be undisturbed, with no doors opened or keyless entry button presses. If the vehicle is used before the BCM (Body Control Module) is allowed to learn the new battery state of charge, engine off load shedding can still occur and a message may be displayed.

When charging the vehicle battery by connecting the charger to engine or chassis ground, the negative charger clamp must be connected to an unpainted chassis surface or a solid engine component such as a generator mount or engine lifting eye. In this instance, after charging, the BMS (Battery Monitoring System) reset is not required if the ignition was ON during charging by above method. Through this method of charging, the BCM (Body Control Module) updates the battery state of charge during the charging process. If the ignition was OFF during charging by above method, a BMS (Battery Monitoring System) reset may be required since the BCM (Body Control Module) does not update battery state of charge with ignition key OFF unless the vehicle is parked undisturbed for 8 hours.

Vehicles without Intelligent Access (IA)

Load shed only occurs when the engine is not running, and the ignition is in the ACC, RUN or delayed accessory position. To clear the load shed state, restart the engine. If load shed occurs, the audio system turns off.

If a fault occurs with the battery current sensor or circuit(s), the only load shed strategy is a 45 minute timer. After 45 minutes have elapsed, the audio system turns off. To clear the load shed state, restart the engine.

Vehicles with Intelligent Access (IA)

Load shed only occurs when the engine is not running, and the ignition is in the ACC, RUN or delayed accessory mode. To clear the load shed state, restart the engine. If the ignition is in RUN and load shed occurs, the audio system turns off and the ignition remains in RUN. If the ignition is in ACC and load shed occurs, the audio system mutes for 1 minute then the ignition mode changes to OFF. For example, if equipped, the memory seats move to the easy exit position and the dome light may illuminate.

If a fault occurs with the battery current sensor or circuits, the only load shed strategy is a 45 minute timer. After 45 minutes have elapsed, the audio system turns off. To clear the load shed state, restart the engine.

Generator Current Sensor

The generator current sensor is attached to the generator B+ cable. The PCM supplies a 5-volt reference and ground to the generator current sensor. The generator current sensor is a Hall-effect sensor that supplies an analog feedback signal to the PCM.

Battery Current Sensor

The battery current sensor is attached to the negative battery cable. The BCM (Body Control Module) supplies a 5-volt reference and ground to the battery current sensor. The battery current sensor is a Hall-effect sensor that supplies a Pulse-Width Modulation (PWM) feedback signal to the BCM (Body Control Module).



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