Ignition and Control Systems - Design and Function (644 Body): Other Volvo S40 I рестайлинг

Other

Every diagnostic trouble code (DTC) has a counter. The counter records the number of fault-free cycles since the diagnostic trouble code (DTC) was stored (intermittent fault). A cycle is defined as the first time the engine speed exceeds 600 RPM in the same interval in which the ignition is switched on (the engine starts) and then switched off. If diagnostic trouble code (DTC) DSA-221 Load signal is stored permanently, the cycle is defined as the first time the average wheel speed exceeds 50 km/h in the same interval in which the ignition is switched on (the engine starts) and then switched off. When a counter is at 0, the control module interprets the fault as permanent. If the counter value is greater than 0, the control module interprets it as an intermittent fault. If the fault recurs, the counter is reset to zero. When the counter reaches 254 (i e. 254 fault-free cycles), the counter is no longer updated.

Scheme 71

Fault information and other data can be read using VIDA connected to the data link connector (DLC) via VCT2000. The data link connector (DLC) is located on the left of the center console (the right of the center console for right-hand drive cars). VCT2000 communicates with the DSA control module via a standardized interface.

Activating components and functions

This function allows the system components and functions to be activated individually.

The following components can be activated

1. Torque limiting request
2. DSA warning lamp, flash status.

Note. After Activation is completed, the DSA function is disconnected. The DSA function is re-engaged using the DSA switch. If no diagnostic trouble codes (DTCs) have been stored, the DSA warning lamp goes out after engagement.

For further information about activation, see Activating components/functions .

Reading off input and output signals

Using this function, the values and status of the control module input and output signals can be continuously read off.

Note. To obtain the relevant values, the engine must be running and the engine control module (ECM) must be initiated. The engine control module (ECM) is initiated the first time engine speed exceeds 600 RPM.

The following parameters can be read off

1. Engine speed (RPM), value
2. Load signal, value
3. Throttle position (TP) sensor, position
4. Torque limiting, value
5. Transmission type
6. Control module initialization, status
7. DSA function, status
8. DSA switch, status
9. DSA warning lamp, lit status
10. DSA warning lamp, flash status
11. Stop (brake) light switch, status
12. The value for the left front wheel speed
13. The value for the right front wheel speed
14. The value for the left rear wheel speed
15. The value for the right rear wheel speed
16. Left front wheel adaptation, value
17. Right front wheel adaptation, value
18. Left rear wheel adaptation, value
19. Right rear wheel adaptation, value
20. Wheel adaptation permitted, status.

For further information about parameters, see Reading off parameters .

Every diagnostic trouble code (DTC) has a counter. The counter records the number of fault-free cycles since the diagnostic trouble code (DTC) was stored (intermittent fault). A cycle is defined as the first time the engine speed exceeds 600 RPM in the same interval in which the ignition is switched on (the engine starts) and then switched off. If diagnostic trouble code (DTC) DSA-221 Load signal is stored permanently, the cycle is defined as the first time the average wheel speed exceeds 50 km/h in the same interval in which the ignition is switched on (the engine starts) and then switched off. When a counter is at 0, the control module interprets the fault as permanent. If the counter value is greater than 0, the control module interprets it as no fault (intermittent fault). If the fault recurs, the counter is reset to zero. When the counter reaches 254 (i e. 254 fault-free cycles), the counter is no longer updated.

General

See General

System function

See System function

See General

See System function

See General

See System function

Control of idle air

See Control of idle air

Detecting leakage and control of evaporation

See Detecting leakage and control of evaporation

Fuel pump

See Fuel pump

Fuel system

See Fuel system

See General

Input signals

See Input signals

Output signals

See Output signals

Turbo boost control

See Turbo boost control

See Control of idle air

See Detecting leakage and control of evaporation

See Fuel pump

See Fuel system

See General

See Input signals

See Output signals

See Turbo boost control

See Control of idle air

See Detecting leakage and control of evaporation

See Fuel pump

See Fuel system

See General

See Input signals

See Output signals

See Turbo boost control

See Control of idle air

See Detecting leakage and control of evaporation

See Fuel pump

See Fuel system

See General

See Input signals

See Output signals

See Turbo boost control

Scheme 72

Vapor from the fuel in the fuel tank is routed to and stored in the EVAP canister. It is then guided into the combustion process via the canister purge (CP) valve and the negative pressure in the intake manifold. A leakage diagnostic has been introduced to ensure that the fuel tank system is not leaking. This diagnostic is designed so that the system is able to detect a leak/hole 0.5 mm or larger. Diagnostics are also carried out on the EVAP system.

The fuel tank system consists of the fuel tank, fuel filler pipe, roll-over valve, EVAP canister, canister purge (CP) valve and all cables between these components. In order to perform diagnostics, the fuel tank system is equipped with a leak diagnostic pump. The leak diagnostic pump is vacuum driven and pressurizes the fuel tank system. The vacuum that operates the leak diagnostic pump comes from the intake manifold via a non-return valve. The engine control module (ECM) activates/deactivates a three-way valve in the leak diagnostic pump (vacuum/atmospheric pressure). The pump action is obtained using a spring loaded diaphragm.

A position sensor is mounted on the diaphragm. This allows the control module to determine when the three-way valve should be activated. The position sensor acts on a contact breaker. The contact breaker transmits a high or low signal to the engine control module (ECM). The control module activates the three-way valve when the diaphragm is in the resting position. A vacuum is generated. The diaphragm is switched to the active position. The three-way valve is deactivated when the control module determines that the diaphragm has reached the activated position. The atmospheric pressure is allowed to enter and the diaphragm returns to the resting position.

In order to detect leakage in the fuel tank system, the leak diagnostic pump is used according to the description in "Leak diagnostic" below.

The diagnostic takes place once per operating cycle if the following criterion are met

1. The battery voltage must be correct
2. The engine coolant temperature (ECT) and intake air temperature (IAT) must be 4-60°C
3. The engine coolant temperature (ECT) must have dropped by at least 15°C since the previous operating cycle
4. The atmospheric pressure must remain constant.

OBD II is a diagnostics system designed to meet statutory requirements. Fault-tracing instruments can be plugged in to the OBD II socket in order to read diagnostic trouble codes (DTCs) and system parameters. OBD II contains only emission related diagnostic trouble codes (DTCs) and parameters and cannot provide the comprehensive range of information available from the Volvo On-board diagnostics system.

OBD II-Codes

*Activates malfunction indicator lamp (MIL).