1/9/23, 14:25 Charging System - Description and Operation (Charging System) - ALLDATA Repair

2023 Jeep Truck Gladiator V6-3.6L

Vehicle > Starting and Charging > Charging System > Description and Operation > Components

CHARGING SYSTEM - DESCRIPTION AND OPERATION

DESCRIPTION AND OPERATION

DESCRIPTION

The charging system consists of the following components:

Component Index
Powertrain Control Module (PCM) with an integrated
1.
Electronic Voltage Regulator (EVR)

2. Generator

3. Intelligent Battery Sensor (IBS)

4. Power Distribution Center (PDC)

5. Body Control Module (BCM)

6. Instrument Panel Cluster (IPC)

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STANDARD GENERATOR SYSTEM OPERATION

The Electronic Voltage Regulation (EVR) system maintains the system voltage at a desired level by turning the
Pulse Width Modulated (PWM) generator field control circuit (A) on and off. When the generator field is turned
on, the system voltage increases. When the generator field is turned off, the system voltage slowly drops. The
rate at which this happens is dependent upon the existing electrical loads, ambient under hood temperature, and
the engine speed. A constant system voltage (B,C,D) can be maintained only when the generator field is switched
on and off at a duty cycle that very accurately emulates the existing electrical loads given the existing ambient
under hood temperature and engine speed.

During normal operation, the voltage reading at the generator output stud will be very close to the target charging
voltage viewed on the scan tool. This is the system voltage and is sensed by the PCM through the fused B+
circuit (B). With the generator connector plugged in, the voltage reading on the generator sense circuit will be
approximately 3.5 volts less than the voltage at the generator output stud due the resistor inside the generator.
This is the generator sense (E) input to the PCM. These two voltage sense inputs are used and compared during
the different diagnostics performed on the EVR System by the PCM.

In diagnostic mode, when the PCM detects that the output voltage is too high or too low, the PCM runs a series
of diagnostics to determine the cause. When the diagnostic is initiated, the PCM will change the field control
circuit and look for a change in the output voltage. If no reaction is detected, the PCM rationalizes that it has lost
control of the generator field control (A) due to an open or shorted condition. If the generator field control is
active, and the engine speed is above a calibrated threshold, the PCM will run a series of tests that turn the
generator field control off and on for a brief period of time and monitors the system voltage (B) for a calibrated
amount of change in the voltage, to determine a failure of the generator. This diagnostic test requires repeated
failures to insure that an erroneous fault is not set.

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Body Control Module (BCM)

Component Index

NOTE: The following information applies to vehicles equipped with a smart generator.
The BCM has two functions:

it is the gateway for the battery status signals coming from the Intelligent Battery Sensor (IBS) to the
Controller Area Network-Chassis (CAN-C) network
it receives information from some vehicle loads and manages voltage limits by increasing or decreasing
the generator voltage output. The battery voltage limits are monitored while these requested voltage
changes are occurring. The BCM calculates the limits of the maximum charging voltage by utilizing a LIN
bus message from the IBS indicating the battery temperature.

Depending on the state of some electrical loads and the maximum charging limit already calculated by the BCM,
the BCM will set the minimum and maximum voltage limits for the generators target voltage. These limits are
then broadcast on the CAN-C network.

The following signals are transmitted by BCM to the PCM using the CAN-C network:

The battery current

The battery temperature (°C)
The battery voltage (V)
The battery state of charge (%)
The maximum voltage allowed by BCM (V)
The minimum voltage allowed by BCM (V)
The IBS status signals
The SAM failure status

The value of the voltage high strategy calculated by the BCM is performed by reading the following signals:

High beams activated

Front fog lamps activated
Rear fog lamps activated
The front wiper motor low or high state
Rear wiper motor activated
Low beams activated
Positive Temperature Coefficient (PTC) heaters are present
Programmable auxiliary switches are on. An equipped Power Take-Off (PTO) unit is an example of when
you would find an auxiliary switch bank.
Battery maximum charging voltage. This condition is always active.

The value of the voltage low strategy calculated by the BCM is performed by reading the following signals:

High beams activated

Front fog lamps activated
Rear fog lamps activated
The front wiper motor low or high state
Rear wiper motor activated

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Low beams activated

PTC heaters are present
Programmable auxiliary switches are on. An equipped PTO unit is an example of when you would find an
auxiliary switch bank.
Requests from the Heating Ventilation and Air Conditioning (HVAC) system.

Generator
Component Index

Standard Generator

As the energized rotor begins to rotate within the generator, the spinning magnetic field induces a current into
the windings of the stator coil.

The Y type stator winding connections deliver the induced Alternating Current (AC) to positive and negative
diodes for rectification. From the diodes, rectified Direct Current (DC) is delivered to the vehicles electrical
system through the generator, battery, and ground terminals.

Noise emitting from the generator may be caused by:

Worn, loose or defective bearings

Loose or defective drive pulley
Incorrect, worn, damaged or misadjusted drive belt
Loose mounting bolts
Misaligned drive pulley
Defective stator or diode
Damaged internal fins

Instrument Panel Cluster (IPC)

Component Index

The IPC will switch on the charge system indicator (battery indicator, battery telltale) and the charging system
audible chime when the IPC receives indication of a charging system failure from the PCM over the CAN-C
network.

Intelligent Battery Sensor (IBS)

Component Index

The IBS serves two primary purposes. The first is to provide the PCM with both immediate and historical
calculated battery information, so the PCM can precisely control the charging system. The second purpose is to
provide calculated data to the BCM for operation of the load-shedding feature. A fused power circuit and the bus
are connected to the IBS though a two-terminal connector.

The IBS contains a low value resistor, or shunt. The shunt creates voltage drop, which is read by an internal
controller to determine the current flow in and out of the battery. In addition to the shunt, the IBS contains a
sensor to monitor the battery’s temperature. Data gathered by the IBS, including temperature, voltage, and

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current measurements, are transmitted over a communication bus to the BCM, which is the LIN master node of
the IBS. In addition to real-time measurements, the IBS transmits some calculated battery data over the bus,
including SOC, State of Health (SOH), and State of Function (SOF). These values are calculated by storing
measurements over time.

SOC = Battery SOC is expressed as a percentage. The IBS calculates the SOC based on measured voltage,
and charge and discharge rates. Therefore, SOC is not a direct percentage of battery voltage.
SOF = Battery SOF is a calculated prediction of the lowest voltage the battery will drop to during engine
cranking.

The battery sensor is readable and diagnosable by using the diagnostic scan tool which can display all of the
available parameters needed for vehicle servicing or trouble shooting.

When the IBS is powered up for the first time or is powered after a battery disconnect, it enters a “recalibration”
phase, where the IBS must recognize the type of battery and its characteristics and state. This information is
sent to the IBS by the BCM. In this phase the tolerances on the state functions (SOC, SOF) are greater than in
normal working condition. When the IBS is disconnected from the battery, the device loses its stored memory.
When power is restored, the IBS starts a relearn process. Until the relearn process is complete, accurate battery
state information is unavailable to other vehicle systems. The IBS relearn process requires one start and at least
four hours of quiescent time (vehicle off, electrical system asleep). The relearn process is restarted every time
power is reconnected to the IBS. This has a major effect on the Engine Start Stop (ESS) feature.

Powertrain Control Module (PCM)

Component Index

The IBS and BCM communicate with the PCM to provide the proper charging strategy for the vehicle based on
ambient temperature, vehicle electrical load and voltage.

Power Distribution Center (PDC)

Component Index

The PDC for this vehicle is designed to provide safe, reliable, centralized and convenient access to distribution of
the electrical current required to operate all of the many standard and optional factory-installed electrical and
electronic powertrain, chassis, safety, comfort and convenience systems. At the same time, these systems were
designed to provide centralized locations for conducting diagnosis of faulty circuits and for sourcing the
additional current requirements of many aftermarket vehicle accessory and convenience items. The PDC
connects directly to the B+ cable.

This power distribution system also incorporate various types of circuit control and protection features,
including:

Automatic resetting circuit breakers

Cartridge fuses
Blade fuses
Printed Circuit Board (PCB) and non-PCB Relays

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SYSTEM OPERATION - SMART CHARGING

SYSTEM
Most current vehicles utilize the Smart Charging control strategy. This strategy helps to improve vehicle
performance, reduce CO2 emissions and increase fuel efficiency. The control strategy takes into account battery
state of charge and electrical loads on the battery, as well as engine load. Vehicles that utilize the Smart
Charging control strategy are equipped with an Intelligent Battery Sensor (IBS). The IBS is an important
component of the Smart Charging control strategy.

Idle and acceleration: Charging is typically suspended during idle and acceleration conditions. Due to this
strategy it can be common for the alternator output to be equal to, or close to typical battery voltage at
idle and during engine acceleration.
Steady state speeds: During steady state speeds the charge rate is typically low, just enough to maintain
battery voltage.
Deceleration (regenerative braking): The charge rate is typically very high during deceleration.

The Smart Charging strategy can be used with any combination of the following vehicle configurations:

Single Battery System

Dual Battery System
Electronic Voltage Regulation (EVR) Charging systems which use a standard alternator directly controlled
by the PCM
Charging systems using a smart alternator communicating with the PCM via LIN Bus

On vehicles equipped with a smart alternator, the PCM sends voltage set point and ramp time commands to the
alternator via a LIN bus communication circuit. The alternator controls the charging rate based on these
commands.

FUNCTIONAL DESCRIPTION - SMART

ALTERNATOR

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The Smart Alternator communicates with the Powertrain Control Module (PCM) over a Pulse Width Modulated
(PWM) LIN BUS communication circuit. The Smart Alternator contains an internal Intelligent Voltage Regulator
that controls the Alternator overall operation. The Smart Alternator requires Battery supply on the Fused B+
circuit and a good case ground to power up the internal regulator and operate correctly. The PCM sends the
Smart Alternator the following messages/commands over the LIN BUS circuit:

Wake-up signal
Voltage set point
Ramp time
Maximum current output based on operating and environmental conditions

The Smart Alternator controls the charging rate based on the PCM input commands. The Smart Alternator also
performs diagnostics for electrical and mechanical faults with the Alternator. The Smart Alternator sends the
following information/faults regarding diagnostics and Alternator load conditions back to the PCM over the LIN
BUS circuit:

Regulator duty cycle

Internal Battery voltage
Measured energizing current
Integrated circuit temperature
Pulley rotational speed
Error messages for internal mechanical error, electrical error, or over temperature error

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FUNCTIONAL DESCRIPTION - INTELLIGENT

BATTERY SENSOR (IBS)
The Intelligent Battery Sensor (IBS) is an electrical shunt with a microprocessor that is mounted in-line with the
negative Battery Cable. The IBS monitors the Battery voltage as well as current flow into and out of the battery.
The IBS also has a built-in thermistor that calculates the battery temperature. The microprocessor uses this data
to calculate Battery State of Charge (SOC), battery internal resistance, charge received, electrical demand, and
time in service. This information is reported through the LIN Bus circuit to the Body Control Module (BCM). The
BCM broadcasts the information to the Powertrain Control Module (PCM) over the CAN Bus.

The IBS SOC data is also used by the BCM and other modules to determine when to begin disabling certain
vehicle features that draw excessive electrical loads due to a low battery SOC. The SOC threshold for starting to
disable features can vary based on vehicle and engine but is typically in the 50% to 60% range. The following
items can contribute to, and should be considered when diagnosing a low SOC condition before replacing an IBS
or battery:

If the vehicle is jump started at the battery posts bypassing the IBS.
If the battery is blind charged at the battery posts bypassing the IBS.
Repeated short trip driving events not allowing enough charge time.
The IBS accuracy is off and needs to relearn the battery SOC.

Depending on the vehicle, there could be a non-MIL DTC (P057F) set, or an EVIC message indicating a low battery
state of charge limiting some features, such as ESS. In some cases, properly charging the batteries through the
IBS can raise the IBS SOC enough to regain functionality and repair the issue. However, it can sometimes take
two or three, 4-hour BUS off sleep cycles for an IBS to learn and update the Battery SOC. The IBS can be initiated
into a learning curve by completely disconnecting the IBS from the battery, and disconnecting harness connector
for 20 seconds. The IBS battery feed, LIN Bus and ground circuits should be checked before reconnecting the
IBS. The IBS should default to approximately 80% SOC when reconnected. However, the IBS accuracy is
determined to be low until the IBS can relearn battery SOC. This occurs after an engine run cycle and a
subsequent ignition off sleep cycle of between one to four hours. Some features will be disabled until the IBS
SOC is updated.

FUNCTIONAL DESCRIPTION - POWER

DISTRIBUTION CENTER (PDC)
The PDC is designed to provide safe, reliable, centralized and convenient access to distribution of the electrical
current required to operate all of the many standard and optional factory-installed electrical and electronic
powertrain, chassis, safety, comfort and convenience systems. At the same time, these systems were designed
to provide centralized locations for conducting diagnosis of faulty circuits and for sourcing the additional current
requirements of many aftermarket vehicle accessory and convenience items. The PDC connects directly to the
Battery Positive (B+) cable.

The power distribution systems also incorporate various types of circuit control and protection features,
including:

Automatic resetting circuit breakers

Cartridge fuses
Blade fuses

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Removable Relays
Non serviceable Printed Circuit Board (PCB) Relays

The charging system is protected by a larger amperage fuse that is typically in the fuse array attached to the
PDC.

FUNCTIONAL DESCRIPTION - INSTRUMENT

PANEL CLUSTER (IPC)
The IPC will turn on the charge system indicator (battery indicator, battery telltale) and the charging system
audible chime when the IPC receives indication of a charging system failure from the PCM over the Controller
Area Network-Chassis (CAN-C) network.

FUNCTIONAL DESCRIPTION - BODY CONTROL

MODULE (BCM)
The BCM is the gateway for all bus communications needing to be gated from one bus network to a different bus
network. This grants the modules on different busses the ability to interact with each other. If the Local Interface
Network (LIN) or CAN bus communications go down, the BCM will set the appropriate DTCs and display Signal
Not Available (SNA) values.

The Intelligent Battery Sensor (IBS) communicates with the BCM through a LIN bus circuit. The BCM collects
information relating to battery state of charge, temperature and electrical loads on the battery from the IBS. This
information is broadcast over the bus networks to other modules, including the Powertrain Control Module
(PCM) which uses this information to control and monitor the charging system.

FUNCTIONAL DESCRIPTION - POWERTRAIN

CONTROL MODULE (PCM)
The PCM communicates and commands the charging rate to the Smart Alternator via the LIN bus circuit. The
PCM does not directly perform diagnostics of the Smart Alternator. However, the PCM does store and report the
faults communicated from the Smart Alternator via the LIN bus circuit.

The PCM diagnostic monitor compares the reported battery voltage from the Intelligent Battery Sensor (IBS) to
the currently requested set voltage from the Smart Alternator. A fault will be detected if the absolute difference
(VOLTAGE_DELTA) between commanded Smart Alternator and actual IBS voltage values vary from one another
above a calibrated threshold for an accumulated period of time. When the PCM determines there is a charging
system failure the PCM will send a message to the Instrument Cluster to illuminate the check gauges lamp (if
equipped) with the engine running.

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