The body control system consists of 3 modules and their associated electrical controls. These modules are as follows:

Each module integrates input and output controls for many functional areas. The inputs and outputs are wired to the closest module to minimize the length and amount of the wiring used. All 3 modules communicate on the class 2 serial data circuit, allowing data to be shared among them, as well as with other class 2 modules on the vehicle as needed.

The DIM is wired to the class  2 serial data circuit. The various DIM input and output circuits are described in the corresponding functional areas as indicated on the DIM electrical schematics.

The dash integration module (DIM) functions include the following:

On vehicles that have several control modules connected by serial data circuits, one module is the power mode master (PMM). On this vehicle the PMM is the DIM. The PMM receives 4 signals from the ignition switch.

To determine the correct power mode the PMM uses the following circuits:

Since the operation of the vehicle systems depends on the power mode, there is a fail-safe plan in place should the PMM fail to send a power mode message. The fail-safe plan covers those modules using exclusively serial data control of power mode as well as those modules with discrete ignition signal inputs.

Serial Data Messages

The modules that depend exclusively on serial data messages for power modes stay in the state dictated by the last valid PMM message until they can check for the engine run flag status on the serial data circuits. If the PMM fails, the modules monitor the serial data circuit for the engine run flag serial data. If the engine run flag serial data is True, indicating that the engine is running, the modules fail-safe to RUN. In this state the modules and their subsystems can support all operator requirements. If the engine run flag serial data is False, indicating that the engine is not running, the modules fail-safe to OFF-AWAKE. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.

Discrete Ignition Signals

Those modules that have discrete ignition signal inputs also remain in the state dictated by the last valid PMM message received on the serial data circuits. They check the state of their discrete ignition input to determine the current valid state. If the discrete ignition input is active, the modules will fail-safe to the RUN power mode. If the discrete ignition input is not active, the modules will fail-safe to OFF-AWAKE. In this state the modules are constantly checking for a change status message on the serial data circuits and can respond to both local inputs and serial data inputs from other modules on the vehicle.

The power management function is designed to monitor the vehicle electrical load and determine when the battery is potentially in a high discharge condition. This is accomplished by using a high accuracy battery voltage reading as an indicator of battery discharge rate. The following six levels of load management will execute in the load management control algorithm when there is a high discharge condition:

1. The first action requests a vehicle idle speed increase to the powertrain control module (PCM) in order to raise alternator output.
2. The second action requests a greater vehicle idle speed increase to the PCM in order to raise alternator output.
3. The third action begins to shed vehicle loads in an attempt to remedy the heavy discharge condition.
4. The fourth action requests another vehicle idle speed increase to the PCM in order to raise further the alternator output.
5. The fifth action begins to shed further vehicle loads in an attempt to remedy the heavy discharge condition.
6. If the above five corrective actions fail, the sixth action of power management further sheds loads in a final attempt to remedy the high discharge condition.

Loads subject to reduction include the following:

The power mode master (PMM) calculates the battery temperature, voltage and charging rate at all times while the engine is running. The PMM calculates the battery temperature by factoring in:

If the battery temperature is below set limits, the PMM institutes steps to control the load.

The PMM calculates the voltage of the battery by making constant measurements and using the measurements to calculate the true battery voltage. If the PMM detects a low voltage, the PMM institutes steps to control the load.

The PMM calculates the discharge rate, or draw, on the battery by making constant measurements and using the measurements to calculate the discharge rate in amp/hours. If the PMM detects a high current draw from the battery, the PMM institutes steps to control the load.

The PMM will either request an increase in the engine idle speed to the PCM or the PMM will cycle or turn off loads, called the load-shed function, in order to preserve the vehicle electrical system operation. The criteria used by the PMM to regulate this electrical load management are outlined below:

Each load management function, either idle boost or load-shed, is discrete. No two functions are implemented at the same time.

During each load management function, the PMM checks the battery temperature, battery voltage and amp-hour calculations and determines if the PMM should implement a different power management function.

Idle Boost Functions

The PMM sends a serial data request to the PCM to increase the idle speed. The PCM then adjusts the idle speed by using a special program and idle speed ramp calculations in order to prevent driveability and safety concerns. The idle speed boost and cancel function will vary from vehicle to vehicle and from one moment to another on the same vehicle. This happens because the PCM responds to changes in the inputs from the sensors used to control the powertrain.

Load Shed Function

The PMM executes the load shed function, by controlling the relay coil or the inhibit circuit of the following devices.

The DIM is able to control or perform all of the DIM functions in the wake-up state. The DIM enters the sleep state when active control or monitoring of system functions has stopped, and the DIM has become idle again. The DIM must detect certain wake-up inputs before entering the wake-up state. The DIM monitors for these inputs during the sleep state, where the DIM is able to detect switch transitions that cause the DIM to wake-up when activated or deactivated. Multiple switch inputs are needed in order to sense the power mode requested.

The DIM will enter a wake-up state if any of the following wake-up inputs are detected:

The DIM will enter a sleep state when all of the following conditions exist:

If all these conditions are met the DIM will enter a low power or sleep condition. This condition indicates that the DIM, which is the PMM of the vehicle, has sent an OFF-ASLEEP message to the other systems on the serial data line.

The various IPM input and output circuits are described in the corresponding areas as indicated on the IPM electrical schematics.

The IPM functions include the following:

The various RIM inputs and outputs are described in the corresponding functional areas as indicated on the RIM electrical schematics.

The RIM functions include the following: