Power Locks - Operation

OPERATION

POWER LOCK SYSTEM

The power lock system uses non-switched battery current received through a fused B(+) fuse in the Totally Integrated Power Module (TIPM) so that the system remains operational regardless of the ignition switch position. The TIPM is the primary power lock system controller. The power lock switches are hard wired to the TIPM. When the TIPM receives an input from a power lock switch, it responds by providing the appropriate outputs to each of the power lock motors to lock or unlock each of the door and swing gate latches.

The TIPM also stores the power lock system Customer Programmable feature settings received over the CAN data bus from the Electronic Vehicle Information Center (EVIC) circuitry of the ElectroMechanical Instrument Cluster (EMIC) (also known as the Cab Compartment Node/CCN). The TIPM uses these settings and internal programming along with hard wired and electronic message inputs to determine the proper outputs needed to produce each of the appropriate power lock system features.

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

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

REMOTE KEYLESS ENTRY SYSTEM

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

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

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

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