Porsche training p95 advanced electrical systems

AfterSales Training Advanced Electrical Systems P95 Porsche AfterSales Training Student Name: Training Center Location: Instructor Name: Date: _ Electrical Troubleshooting Logic - Do you understand how the electrical consumer is expected to operate? - Do you have the correct wiring diagram? - If the circuit contains a fuse, is the fuse okay & of the correct amperage? - Is there power provided to the circuit? Is the power source the correct voltage? - Is the ground(s) for the circuit connected? Is the connection tight & free of resistance? - Is the circuit being correctly activated by a switch, relay, sensor, microswitch, etc.? - Are all electrical plugs connected securely with no tension, corrosion, or loose wires? Important Notice: Some of the contents of this AfterSales Training brochure was originally written by Porsche AG for its rest-ofworld 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 numbers 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 Part Number - PNA P95 007 Edition 6/15 Table of Contents Description Page Section – Data Bus Systems Introduction Data Bus Systems Controller Area Network (CAN) Local Interconnect Network (LIN) Gateway 11 Vehicle Network State Manager 12 Network Topology Charts 13 Network Properties Worksheet 20 Section – Energy Management Introduction Gateway Control Unit The Battery Battery Sensor Current Distributor Panamera Cayenne 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 Advanced Electrical Systems Page i Description Page Section – Immobilizer 5, FAZIT, & Component Protection Engine Immobilizer Vehicle Key Electronic Ignition Lock Immobilizer Master (Front Electronics) Engine Control Unit (DME) Rear Electronics Central Door Locking and Alarm Keyless Entry Sequence KESSY System Components Front BCM 11 Rear BCM 15 Rear Spoiler (Panamera) 17 Door Control Units 22 Page ii Advanced Electrical Systems Data Bus Systems Subject Page Introduction Data Bus Systems Controller Area Network (CAN) Local Interconnect Network (LIN) Gateway 11 Vehicle Network State Manager 12 Network Topology Charts 13 Network Properties Worksheets 20 Advanced Electrical Systems Page 1.1 Data Bus Systems The following two illustrations show the “central locking” function using the data bus method Introduction Data Bus Systems 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 everincreasing 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 ƒ – Central locking function One control unit is the central locking master, in which all possible functions are stored In our example, this control unit communicates with the door control units and all other control units required for the “central locking” function via CAN Comfort For communication, only the bus lines are required on each control unit One (LIN) or two (CAN) copper lines or two optical waveguides (MOST®) are installed, depending on the data bus system Only a software enhancement 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 network To lock the vehicle as soon as a certain speed is reached, the central locking master must simply receive the speed signal from PSM Opening the doors in the event of an accident simply requires the crash signal, which the airbag control unit sends to the CAN and which the DME can also use to switch off the engine after an accident, for example Network Structures Figure 9_116_12 Page 1.2 The control units can be connected to a data bus in different ways, depending on where they are used, the number of control units, the amount of information to be transferred and the required level of interference immunity In the descriptions below, the data lines are shown as one line for greater clarity For the CAN data bus, one line is required for the CAN-low channel and one line for the CANhigh channel Advanced Electrical Systems Data Bus Systems Advantages: Relatively simple setup; simple retrofitting options: To extend the ring, a control unit can be added between two existing control units Star Structure Disadvantages: The entire network fails in the event of an open circuit If one control unit is faulty, the message can be corrupted for the other control units and can then become unusable (“Chinese Whispers” principle) The ring structure is used on the MOST® (Optical data bus/optical waveguide) in Porsche vehicles Linear Bus 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 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 control units fail The linear bus structure is primarily used in current Porsche vehicles 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 Advanced Electrical Systems Page 1.3 Data Bus Systems Controller Area Network – CAN The data is transferred as follows: 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 microcomputer 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 transmitted 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 The data to be transmitted is loaded into the CAN controller by the control unit for transmission (Load data) The CAN transceiver receives the data from the CAN controller, converts it into electrical signals and then transmits it (Transmit data) All the other control units that are networked with the CAN bus then become receivers (Receive data) The control units check whether or not they need the received data for their functions (Check data) If the data is important, it is accepted and processed (Accept data), otherwise it is ignored The data is transferred in digital form to the CAN, i.e the message is made up of a multitude of bits strung together The number of bits in a data frame depends on the size of the data field This shows the systematic structure of a data frame It is identical on both data bus lines A – Terminating resistors Note! Data Transfer With the CAN, no receiver is specified The data is transmitted on the data bus and is generally received and evaluated by all the users This principle is also called “Broadcasting” Page 1.4 One bit is the smallest unit of information (one switching state per time unit) In electronic circuits, this information can only ever have the value “0” or “1”, or “yes” or “no” Advanced Electrical Systems Data Bus Systems 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 transmission 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 transfer rate of 100,000 bits per second (100 kbits/s) and fast CAN systems with a data transfer rate of 500,000 bits per second (500 kbits/s) were still used at Porsche, only socalled high-speed CAN systems with 500 kbits/s are installed in the Panamera, in the Cayenne E2 and in the 911 Carrera (991) High-speed and low-speed CAN systems not only have different data transfer rates, but also have different voltage levels, which define dominant bits “0” and recessive bits “1” The number and size of terminating resistors 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 always evaluated On the low-speed CAN, if a line fails, the signal can generally be evaluated on the line to ground that is still functioning Low-speed CAN systems are “single-wirecapable” Essentially, the same message is always transmitted on CAN high and CAN low, but the voltages on both lines are different If the voltage on CAN high increases, it normally falls by the same value on CAN low and vice versa Notes: Advanced Electrical Systems Page 1.5 Data Bus Systems Interference Immunity The voltage levels of a 500 kbits/s (high-speed) CAN bus are shown above Note! The duration of a bit on the high-speed CAN bus is: second 500,000 bits = 0.000002 seconds = 0.002 ms Recessive bits (“1”) are transmitted with approx 2.5 V on the CAN-high line and on the CAN-low line In motor vehicles, it is important that the systems not have a negative, uncontrolled influence on each other Every current-carrying line creates a magnetic field This means that even in a data bus line, a change occurs in the magnetic field around the data line whenever the voltage changes (e.g from bit “1” to bit “0”) On the other hand, a change in the magnetic field in a line also induces a voltage The voltage depends on the strength of the magnetic field, the position of the line with respect 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 interfered with is referred to as the “victim” To prevent any interference acting on the data transmission, the two data bus lines are twisted together If a dominant bit (“0”) is to be transmitted, the voltage on the CAN-high line increases by approx V to approx 3.5 V At the same time, the voltage level on the CAN-low line drops by approx V to approx 1.5 V The voltage levels of a 100 kbits/s (low-speed) CAN bus are shown above Note! The duration of a bit on the low-speed CAN bus is: A magnetic field in which the CAN bus line is located therefore induces the same “interference voltage” in both lines (“A” above) Since the control units evaluate the difference between CAN high and CAN low, it is possible to differentiate clearly between a dominant bit “0” and a recessive bit “1” second 100,000 bits = 0.00001 seconds = 0.01 ms 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 Page 1.6 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Engine Compartment Lighting Illuminates the engine compartment and is not dimmable It is activated when the engine compartment lid is opened and deactivated when the engine compartment lid is closed or when loads are switched off Luggage Compartment Lighting is activated (dimmed/fade in) when the rear lid is opened Prerequisite – Load switch-off is inactive) and deactivated (dimmed/fade out) when the rear lid is closed (Load switch-off is active) Note! Automatic switching off of interior lights > When it is dark and the engine is not running, the interior lights are switched off after 16 minutes to save the battery > When it is light, interior lights that have been switched on manually are switched off automatically after minute Roof Console The ambient lighting in the rear is integrated into the center rear interior light and performs the same function as the ambient lighting in the roof console (slave function) As the rear interior light is connected to the roof console, the function is also performed by the roof console Activation – This light is activated by way of a switch, when a door is opened (dimmed), when the vehicle is unlocked by remote control or when the ignition key is removed, the lights are not switched off manually and door contact function is active The lights can be manually dimmed when the interior light button is pressed Button marked (A) – When active the roof console interior lights not operate when the above criteria are met The foot-well and door exit lights will still operate regardless of the switch position Deactivation – This light is deactivated by way of a switch, when the vehicle is locked or the ignition is switched on (dimmed), provided that the doors are closed and the light has not been switched on manually Delay dimmed if all doors are closed, provided that the ignition is “off” The lights are automatically dimmed, when load switch-off is active They are manually dimmed when the interior light button is pressed or deactivated by way of the door contact button The dimming time can be programmed Notes: Page 3.12 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Load Switch-Off Comfort Lighting (Lights that not perform a safety-related function) Reading Lights The sole purpose of this type of lighting is to guarantee the comfort of occupants and ensure that they can get their bearings Comfort lighting includes: reading lights, interior light or make-up lights, foot-well lighting, ambient lighting, interior light, engine compartment light, luggage compartment light Load Switch-Off Safety Lighting Activation – These lights are activated by controls, dimmed when a door is opened, when the vehicle is unlocked by remote control or when the ignition key is removed, light is not switched off manually and door contact function is active Each light may be manually dimmed when the reading light button is pressed and held for at least second Deactivation – These lights are deactivated using controls: They are dimmed when locking the vehicle or when the ignition is switched on, provided that the doors are closed and the lights have not been switched on manually in an unlocked vehicle Automatic dimming when load switch-off is active Delay dimmed once all doors have been closed and provided the engine is “off” Reading lights are switched off at the same time as the interior light Safety lighting includes all lighting components that are responsible for the safety of the vehicle or the occupants, e.g brake lights or hazard warning lights, door-guard lights and exit lights Switch-off is performed in three stages via the battery management (gateway): Vehicle is not locked: Comfort lighting - Gateway terminal G1 after 16 minutes (Hard wired) Safety lighting - Gateway terminal G2 after 32 minutes (CAN message) Vehicle is locked: Immediately after locking Transport mode Notes: Advanced Electrical Systems Page 3.13 Immobilizer 5, FAZIT, & Component Protection Electric Steering Column Adjustment Cayenne Only: Heated Windshield Steering column adjustment (EASC) is activated via a LIN bus system and facilitates the adjustment by means of buttons A variety of steering column position settings can be saved, called up using a memory function and automatically adjusted The windshield heating can be switched on and off when the engine is running using the button in the front operating and A/C unit The active mode is indicated by means of an LED in the button The windshield heating is dependent on the outside temperature and switches off automatically after approx to minutes Wipers and Washer Functions The wiper and washer functions are controlled via a steering column switch This is connected to the control unit via the CAN bus If no signals are received from the CSCM on the CAN bus, a limp-home mode is activated via the rain sensor The washer fluid level is monitored by a sensor and the driver is notified if the level is too low The headlight washer system (HWS) can be started in two different ways: • by tapping the HWS button or • automatically, after every tenth, activation of the headlight washing functions (Headlamps are on) The windshield heating element is divided into two parts, the left and right side Each section is operated via an individual relay The Front BCM activates the two relays simultaneously Control Systems • • • • • • • • • • • • • • Activation of Servotronic (power steering) Fuel filler flap, central locking Front and rear window washer pump Headlight washer pump Foot-well lights Activation of T15 relay Activation of T50 relay Two tone horns (via relay) Hazard warning light button All direction indicators AHBA functions Brake fluid sensor (input) Washer fluid level sensor (input) Heated washer jets Page 3.14 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Rear BCM Rear Exterior Lights Location: • The reversing lights are activated by a switch in manual transmissions and by a selector lever CAN signal in automatic transmissions • The tail lights, rear fog lights and license plate lighting are also connected to the rear electronics • The rear left and right brake lights and the high-level brake light are controlled by a hard-wired signal from the PSM control unit The brake lights are activated in the following cases: Panamera – In rear luggage compartment, under rear fuse box The brake pedal is depressed The ACC system brakes the vehicle Emergency braking is triggered by the electric parking brake The emergency brake signal may be triggered at speeds above 43 mph in the event of sharp deceleration or an ABS intervention Cayenne Two LIN connections are available to activate a variety of peripheral devices; these connections are divided according to area: LIN covers = EC interior mirror, sliding roof and roof module with interior surveillance (IS) and inclination sensor (INC) LIN connects the alarm horn (siren) Advanced Electrical Systems Page 3.15 Immobilizer 5, FAZIT, & Component Protection Interior Lighting Alarm System • An orientation light is available in the passenger compartment for the center storage compartment This light is dimmable so that it can be adjusted to the relevant lighting conditions • Safety and exit lighting at the tailgate illuminate the ground around the tailgate and provide better visibility at the rear of the vehicle when the rear lid is open and it is dark • The luggage compartment lighting illuminates the interior of the luggage compartment when the rear lid is open • Terminal G1 (comfort lighting, switches off after 16 minutes) • The alarm horn (siren) is connected via LIN and triggers an alarm if the Rear BCM detects an attempted theft • The alarm siren is equipment specific and must be coded in the Rear BCM • The roof module is connected via LIN Inclination sensors (INC) and an interior surveillance feature (IS) are integrated in the roof module If the vehicle is locked and an alarm event is detected by the interior surveillance system or the inclination sensors, the roof console sends a signal to the alarm system • A breakage sensor in the rear window detects a broken window and alerts the alarm system Terminal G1: The interior lights, the roof console lighting, the vanity mirror lighting and glove-box are all earthed (T30G) by the Rear BCM In the event of a Terminal G1 shut-down, such as a load management request from the Gateway the Rear BCM can deactivate the wires, therefore extinguishing the interior lighting immediately Notes: Page 3.16 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Rear Spoiler: 2-Way/4-Way (Panamera only) The rear spoiler improves stability at high speeds and reduces fuel consumption at lower speeds The rear spoiler extends automatically: • to position A at 56 mph • to position B at 127 mph The rear spoiler retracts automatically: A Panamera Turbo has an extended rear spoiler whose aerodynamically effective surface is increased by means of additional wings (flaps) • from position B to position A at 112 mph • from position A to the end position at 37 mph In vehicles without turbo engine, the rear spoiler also moves to an intermediate position when extending between 99 mph and 127 mph or when retracting between 112 mph and 90 mph This intermediate position is located between A and B Deactivated “Sport Plus” Mode: The spoiler setting depends on a number of conditions In the event of malfunctions ment cluster lights up in the instru- The rear spoiler extends automatically from position A to position B at approx 127 mph The rear spoiler retracts automatically from position B to position A at approx 112 mph Activated “Sport Plus” Mode: The rear spoiler extends automatically from position A to position B at approx (56 mph The rear spoiler retracts automatically from position B to position A at approx.37 mph Function when the tailgate is open: If the tailgate is open, manual spoiler adjustment, including the manual normalisation process, is not possible The last spoiler adjustment initiated before opening of the tailgate must first be completed Advanced Electrical Systems Page 3.17 Immobilizer 5, FAZIT, & Component Protection Spoiler Adjustment – 2-Way Inputs and Outputs Spoiler Adjustment – 4-Way Inputs and Outputs Page 3.18 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Sliding Roof The sunroof (LIN 1) is ready for operation when: • The ignition is switched on • After the ignition is switched off and before the driver’s or passenger’s door is first opened, but for a maximum of 10 minutes Heated Rear Window The Rear BCM receives a CAN message via the gateway, stating that the heated rear window should be switched on or off The Rear BCM also controls the relay (T85) for the heated rear window Coolant Level The coolant level sensor specifies the current value to the Rear BCM From there, the information is forwarded as a CAN message via the gateway to the instrument cluster and the lamp in the instrument cluster Advanced Electrical Systems Page 3.19 Immobilizer 5, FAZIT, & Component Protection Rear Wiper The rear wiper electronics are hard-wired and connected via a connector The rear wiper can be activated using the wiper stalk in the steering column The Rear BCM then receives a CAN message The rear wiper only wipes if terminal 15 and terminal X are on This CAN message is sent by the steering column control unit Brake Pad Wear Sensors for monitoring brake pad wear are attached to all four brakes This signal is communicated to the Rear BCM and sent as a CAN message to the instrument cluster Notes: Page 3.20 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection Control Systems The DME wake up terminal is connected to the Rear BCM and is used to wake up the DME when the Parking Heater is operational EC Mirror The interior mirror uses sensors to detect glare from vehicles approaching from behind The mirror is then darkened accordingly The darkening value is transmitted to the exterior door mirrors via the bus system This function may be manually disabled via the switch on the interior mirror Roll-up Sunblind on Rear Side Windows The roll-up sunblinds on the rear side windows can be raised or lowered only when the rear side windows are closed Rear button for rear side window roll-up sunblinds Roll-up Sunblind, Back Window When the ignition is switched on, the roll-up sunblind can be raised or lowered in the luggage compartment cover Push roll-up sunblind button forward or back The indicator light in the button comes on The roll-up sunblind is raised or lowered • The roll-up blind on the rear window is lowered automatically when reverse gear is engaged If the roll-up sunblind is extended and reverse gear is engaged, the blind is lowered automatically The roll-up sunblind is raised when the vehicle drives forward again • Prerequisites – The ignition must be switched on – The function must be activated on the multi-function display Front button for rear side window roll-up sunblinds If child protection is activated: The roll-up sunblinds on the rear side windows can only be operated using the roll-up sunblind button in the front center console or the power window buttons in the driver’s door Advanced Electrical Systems Page 3.21 Immobilizer 5, FAZIT, & Component Protection Door Control Units Red dot is location of control unit Front button for back window roll-up sunblind Front door control unit (Master) The door control units are responsible for activating and evaluating the actuators and sensors in the following components: • • • • • Power windows Electric mirrors Central locking system Door lights Control switch Note! Rear button for back window roll-up sunblind Exhaust Flap Control The Rear BCM receives a CAN message from the Front A/C controller to activate the Sports Exhaust system The Rear BCM activates the solenoid If the door is not opened for more than days, the door control unit shuts down and is activated again when the micro-switch in the door is actuated for the first time via a wake-up signal In this case, the door can only be opened when the micro-switch is actuated a second time Rear Closing Aid The rear closing aid is directly controlled from the Rear BCM Page 3.22 Advanced Electrical Systems Immobilizer 5, FAZIT, & Component Protection The door control units are connected to the vehicle electrical system voltage via terminal 30 Terminal 31 represents the connection to vehicle ground The front door control units communicate with the vehicle via the CAN Comfort and with their respective rear door control units via a LIN bus Red dot is location of control unit The central locking may be activated via either of the front and rear CDL buttons Rear door controller (slave) Actuators and sensors in the door: • Central locking system unlocking/locking, Safe function • Power windows with anti-pinch protection & windowblinds Center Console Switch Rear Switch If the radio link is disrupted or if the battery is flat, the vehicle can be locked or unlocked using a mechanical emergency lock cylinder in the driver’s door Advanced Electrical Systems Page 3.23 Immobilizer 5, FAZIT, & Component Protection Power Windows The power window switches are designed as voltagecoded dual press and pull switches The driver’s door module reads in one switch for each individual window and transmits the information for the front passenger’s door and the rear doors via CAN to the relevant door control units The other door control units read in the switch for their respective windows locally When the power window buttons are actuated in order to open and close the electric side roller blinds, the signal is evaluated by the door control units and the roller blinds are opened and closed accordingly Driver’s Side The window and sunblind positions are determined by a hall sensor built into each motor Anti-pinch protection is activated by current consumption The window “end stops” may be reinitialized by activating the relevant Drive Link with the PIWIS Tester II Passenger’s Side Notes: Page 3.24 Advanced Electrical Systems Part Number - PNA P95 007 ... Notes: Page 1.18 Advanced Electrical Systems Pressure Pr essure Sensor Data Bus Systems Panamera (970) Network Topology from MY14 Notes: Advanced Electrical Systems Page 1.19 Data Bus Systems Sports... Properties Notes: Page 1.20 Advanced Electrical Systems Data Bus Systems Cayenne E2 (92A) Network Properties Notes: Advanced Electrical Systems Page 1.21 Data Bus Systems Panamera (970) Network... to errors in the data transfer Page 1.10 Advanced Electrical Systems Data Bus Systems Gateway Several different data bus systems are installed in the Porsche models Reasons for this include: