Activating Components/Functions
Note. To activate components, the engine must be idling. Activation occurs for approximately 20 seconds.
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.
| No. | Component/function | Remarks |
|---|---|---|
| 1 | TOR LIMIT | Torque limiting for anti-spin control. Level 4 request for torque limiting to the engine control module (ECM). Level 4 means that the same cylinder is shut off four times during four cycles, i e. all the time. The engine idles unevenly. The DSA warning lamp flashes during this activation. |
| 2 | W/LAMP FLASH | The indicator lamp and DSA warning lamp in the combined instrument panel. The DSA warning lamp flashes at a frequency of 1.8 Hz. |
Reading Off Parameters
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.
Certain values may deviate from the values listed in DSA signal description . This is because the values given by VIDA are calculated and filtered by the DSA control module.
| No. | TEXT size | Remarks |
|---|---|---|
| 1 | RPM= RPM | Engine Speed (RPM), crankshaft. Measurement range: 0 and up. Idling speed approximately 800 RPM. The DSA control module derives the engine speed (RPM) from the load signal transmitted by the engine control module (ECM). The DSA control module uses the load signal to calculate anti-spin control. |
| 2 | LOAD TQ= μs | Load signal from the engine control module (ECM). Measurement range: 0 - 680 μs. Normal range idling with the engine at operating temperature, neutral selected and the air conditioning (A/C) off: approximately 36 μs. The DSA control module uses the load signal to calculate anti-spin control. Value 16 μs indicates when the engine is started. Value 20 μs indicates fuel shut-off in the engine. Value 480 μs indicates that the engine control module (ECM) is being initiated or that there is a fault in the engine control module (ECM). Value 512 μs indicates a fault in the signal from the pressure sensor to the engine control module (ECM). |
| 3 | THROT ANG= % | Throttle position (TP) sensor position. Measurement range: 0 - 100 %. Normal value at closed throttle position (CTP): approximately 0%, wide open throttle (WOT): approximately 100%. Signal from the engine control module (ECM) about the position of the throttle position (TP) sensor. The DSA control module uses the throttle position (TP) sensor signal to calculate anti-spin control. |
| 4 | TO REDUC= | Torque limiting for anti-spin control. 0 = no torque limiting requested. 1 - 16 = torque limiting requested. The DSA control module requests torque limiting from the engine control module (ECM) during anti-spin control. Torque limiting is carried out by shutting off one or more injectors. Torque limiting can be carried out at 16 different levels. Level 1 means that one cylinder is shut off once during four cycles. Level 4 means that the same cylinder is shut off four times during four cycles, i e. all the time. Level 8 means that 2 cylinders are shut off all the time. Finally, level 16 means that all cylinders are shut off all the time. |
| 5 | TRANSM= MAN/AUT | Transmission type. MAN = manual transmission. AUT = automatic transmission. The engine control module (ECM) transmits a signal to the DSA control module about the type of transmission. The engine control module (ECM) detects whether there is a signal from the gear-shift position sensor. If there is a signal, the engine control module (ECM) interprets this as an automatic transmission and transmits a signal to the DSA control module. Until the engine control module (ECM) receives a signal from the gear-shift position sensor, the DSA control module interprets it as a manual transmission. |
| 6 | INIT ECM= NO/YES | Initiation of the engine control module (ECM). NO = initiation not carried out. YES = initiation carried out. The DSA control module establishes communication with the engine control module (ECM) when the engine speed exceeds 600 RPM for the first time in the ignition cycle. This informs the engine control module (ECM) that there is a DSA system. No anti-spin control van take place until the control module is initiated. |
| 7 | DSA FUNC= NO/YES | Activation of the DSA function. NO = The DSA function is disengaged. YES = The DSA function is engaged. When the DSA function is engaged, the system is ready to control. The DSA function can be disengaged with the DSA switch. It will also be disengaged if there is a fault in the DSA system or certain faults in the engine management system. |
| 8 | DSA SWITCH= ON/OFF | DSA switch. OFF = The DSA switch is not activated. ON = The DSA switch is activated. The signal from the DSA switch is used to engage/disengage the DSA function. |
| 9 | WARN LAMP= ON/OFF | The indicator lamp and DSA warning lamp in the combined instrument panel. OFF = The DSA warning lamp is off. ON = The DSA warning lamp is on. The DSA warning lamp lights when the ignition is switched on, when the DSA function is disengaged manually with the DSA switch or if the DSA control module has detected a fault in the system. If no fault is detected, the DSA warning lamp goes out when the engine speed (RPM) exceeds 600 RPM. |
| 10 | W/LAMP FLASH= NO/YES | The indicator lamp and DSA warning lamp in the combined instrument panel. NO = The DSA warning lamp does not flash. YES = The DSA warning lamp flashes. The DSA warning lamp flashes at a frequency of 1.8 Hz during anti-spin control. |
| 11 | BRAKES= ON/OFF | Stop (brake) light switch status. OFF= The stop (brake) lamp switch is not activated. ON = the stop (brake) light switch is activated. The signal from the stop (brake) lamp switch is used to prevent wheel adaptation during braking. |
| 12 13 14 15 | WS LF= WS RF= WS LR= WS RR= km/h | Wheel speed left front wheel. Wheel speed right front wheel. Wheel speed left rear wheel. Wheel speed right rear wheel. Measurement range: 0 - 256 km/h. The ABS control module transmits signals to the DSA control module about the wheel speeds. The DSA control module uses the wheel speed signals to calculate the wheel speed and anti-spin control. |
| 16 17 18 19 | WH AD LF= WH AD RF= WH AD LR= WH AD RR= % | Wheel adaptation, left front wheel. Wheel adaptation, right front wheel. Wheel adaptation, left rear wheel. Wheel adaptation, right rear wheel. Measurement range: 75.00 - 125.00 %. At a constant vehicle speed, the wheel speed varies between the four wheels depending on load, air pressure, wear, tire make etc. The of adaptation is to even out wheel speeds so that DSA control module calculations are based on the same level of wheel speed. At the same speed on all wheels, the adaptation is approximately 100 %. If the speed of one wheel is lower than that of the others (the wheel has a greater circumference), the adaptation will be greater than 100 %. This is to raise the speed level. If the speed of one wheel is higher than that of the others (the wheel has a smaller circumference), the adaptation will be less than 100 %. This is to lower the speed level. |
| 20 | WH AD ON= NO/YES | Wheel adaptation permitted. NO = wheel adaptation is not permitted. YES = wheel adaptation is permitted. Wheel adaptation is permitted in normal driving conditions - on a flat road at constant speed and light load in a speed range up to approximately 90 km/h. |
Scheme 31
All values contained below are between the terminal in column 1 and terminal #9 (ground), unless otherwise indicated in brackets.
DSA control module terminals #1 - #16 correspond to #31 - #46 on the breakout box.
Note. It is important to connect the breakout box and check ground terminal before taking readings.
| U = | DC in volts (V) | F = | Frequency in Hertz (Hz) | ||
|---|---|---|---|---|---|
| Ubat = | Battery voltage | %duty = | Duty cycle (pulse ratio) as a percentage (%) | ||
| Ulow = | Voltage approx. 0 V |
| Terminal | Signal type | Ignition on | Engine idling | Miscellaneous | Scrolling values Volvo scan tool (ST) |
|---|---|---|---|---|---|
| #1 | Power supply (from ignition switch) | Ubat | |||
| #2 | Signal, wheel speed left front wheel (from ABS control module) | U approx. 0 V - Ubat depending on wheel position. Frequency (f) increases with wheel speed. | Pulsed signal (0 V - Ubat) with a fixed pulse ratio (%duty approx. 50%). | ||
| #3 | Signal, wheel speed right front wheel (from ABS control module) | U approx. 0 V - Ubat depending on wheel position. Frequency (f) increases with wheel speed. | Pulsed signal (0 V - Ubat) with a fixed pulse ratio (%duty approx. 50%). | ||
| #4 | Signal, wheel speed left rear wheel (from ABS control module) | U approx. 0 V - Ubat depending on wheel position. Frequency (f) increases with wheel speed. | Pulsed signal (0 V - Ubat) with a fixed pulse ratio (%duty approx. 50%). | ||
| #5 | Signal, throttle position (TP) sensor (from engine control module (ECM)) | %duty approx. 15 % at closed throttle position (CTP) (idling). f approx. 50 Hz | Pulsed signal (0 V - Ubat) with fixed frequency and variable pulse ratio (% duty). Pulse ratio (%duty) increases with increased throttle. | 3 | |
| #6 | Signal, DSA switch | Switch not moved: U approx. 0 - 3 V below Ubat Switch moved: U approx. Ulow | Signal is grounded when the switch is pressed. | 8 | |
| #7 | Signal, stop (brake) light switch | Open: U approx. Ulow Closed: U = 0 - 1.5 V below Ubat | Stop (brake) light switch closes during braking and the control module receives a signal. | 11 | |
| #8 | |||||
| #9 | Ground (ground via the engine control module (ECM), measured to battery negative terminal) | Ulow | |||
| #10 | |||||
| #11 | |||||
| #12 | Signal, wheel speed right rear wheel (from ABS control module) | U approx. 0 V - Ubat depending on wheel position. Frequency (f) increases with wheel speed. | Pulsed signal (0 V - Ubat) with a fixed pulse ratio (%duty approx. 50%). | ||
| #13 | Signal, load (TQ) (from engine control module (ECM)) | U approx. Ulow | F approx. 33 Hz | Pulsed signal (0 V - Ubat) with variable frequency and pulse ratio (% duty). Frequency increases with engine speed (RPM), pulse ratio (%duty) increases with load. | |
| #14 | Diagnostic lead | U = 1 - 4 V below Ubat Other values apply if the fault-tracing instrument is connected to the data link connector (DLC). | |||
| #15 | Signal, request for torque limiting (to engine control module (ECM)) | F approx. 200 Hz | Pulsed signal (0 - 5 V) with fixed frequency and variable pulse ratio (% duty). | ||
| #16 | Control signal, DSA warning lamp | Lamp lit: U = 0 - 0.5 V Lamp unlit: Ubat | 9, 10 | ||
See Activating components/functions
See Reading off parameters
See Activating components/functions
See Reading off parameters
See Activating components/functions
See Reading off parameters
Engine speed
Measurement range 0-8160 RPM.
Idling speed approximately 750 RPM.
Vehicle speed
Measurement range 0-255 km/h
Vehicle speed.
The control module derives the value from the combined instrument panel
Engine coolant temperature (ECT)
Measurement range -48 to +142°C.
Engine temperature.
Engine coolant temperature, start
Measurement range -48 to +142°C.
Engine temperature when ignition was last switched on.
Throttle angle
Measurement range 0 -100°.
Throttle opening.
0° with the throttle closed and 75-100° with the throttle fully open.
Air mass, actual
Measurement range 0-16384 kg/h
Measured air consumption from the mass air flow (MAF) sensor.
Normal value is approximately 8-13 kg/h at idling speed with the engine at operating temperature.
Air consumption
Measurement range 0-1,389 mg/stroke.
Air consumption per crankshaft revolution.
A measurement of the engine load. The normal value is approximately 100 mg/stroke when the engine is idling at operating temperature.
Mass air flow (MAF) sensor actual, mass air flow (MAF) sensor calculated, idle speed
Measurement range 0-+100%
The difference between the measured consumption from the mass air flow (MAF) sensor and a calculated reference value.
The value is only applicable during turbocharger (TC) control.
Battery voltage
Measurement range 0-28.8 V
Battery voltage after the system relay.
Normal value is 13.5 -14.5 V when the generator (GEN) is charging.
Air temperature
Measurement range -48 to +142°C.
Intake air temperature measured after the charge air cooler (CAC)).
Injection period
Measurement range 0-262 ms
Injector opening time.
The normal value is approximately 1.5-2 ms when the engine is idling at operating temperature.
Long term fuel trim, part load
Measurement range -50-+50%
The value indicates how much the injection period at part load has been adjusted compared to a reference value.
The value is first updated after the engine has been revved
Long term fuel trim, idle speed
Measurement range -131- +131 ms
The value indicates how much the injection period at idling speed has been adjusted compared to a reference value.
The value is first updated after the engine has been revved up.
Ignition advance
Measurement range 72° before top dead center (TDC) to 23° after top dead center (TDC).
Normal value when idling is approximately 0-15°.
Short-term fuel trim
Measurement range -50-+50%
Short-term fuel trim oscillates between -5 and +5 at lambda = 1 when the engine is idling at operating temperature.
Front heated oxygen sensor (HO2S)
Measurement range 0-5 V
Voltage from the front heated oxygen sensor (HO2S).
Oscillates between 0 and 1 V when fuel trim is activated.
Rear heated oxygen sensor (HO2S)
Measurement range 0-5 V
Voltage from the rear heated oxygen sensor (HO2S).
Oscillates between 0 and 1 V when the three-way catalytic converter (TWC) is cold (>300°C).
Stabilizes at 0.2-0.7 V when the three-way catalytic converter (TWC) is at operating temperature (<300°C)
Idle speed pulse ratio
Measurement range 0 -100%.
Idle air control (IAC) valve opening.
The normal value is approximately 20-40% when idling with the engine at operating temperature.
Idle air trim
Measurement range -50 to +50%.
The value shows by how much idle air control (IAC) valve opening has been adjusted in relation to a predetermined value.
Idle air trim adaptation A/C
Measurement range -50-+50%
Idle air trim adaptation with the A/C compressor activated.
The value shows by how much idle air control (IAC) valve opening has been adjusted in relation to a reference value.
Turbocharger (TC) control valve
Measurement range 0 - 100%.
Turbocharger (TC) control valve opening.
A value over 0% means the engine power is regulated using the valve.
The value only applies when the turbocharger control valve is activated.
EVAP pulse ratio
Measurement range 0 -100%
Canister purge (CP) valve opening.
The higher the value, the more open the valve and the quicker the canister can be vented.
Air conditioning (A/C) pressure
Measurement range 0 - 3442 mbar.
Pressure in the air conditioning (A/C) system.
Boost pressure 1
Measurement range 0-2400 mbar.
Pressure in the intake system, measured in the charge air cooler (CAC) hose between the throttle and charge air cooler (CAC).
Normal value when idling is approximately 1000 mbar.
Boost pressure 2 (MAP)
Measurement range 0 -2400 mbar.
The pressure in the intake system, measured in the intake manifold.
Normal value when idling is approximately 400 mbar.
Camshaft position
Measurement range -66°-30°.
The camshaft position in relation to the crankshaft.
The value varies depending on how camshaft is controlled. Camshaft control only occurs when the engine is cold
Long term fuel trim status
O/L= Open Loop, fuel trim not active
C/L= Closed Loop, fuel trim active
A/C requested
Displays whether the engine control module (ECM) has requested that the ECC control module starts the air conditioning (A/C) compressor.
The A/C-compressor is permitted to start if the air conditioning (A/C) pressure is below a parameter.
Yes = ECC requests that the A/C compressor starts.
No = ECC does not request that the A/C compressor starts
Air conditioning (A/C) relay
Yes = A/C relay activated.
No = A/C relay not activated.
Immobilizer locked
NO= Immobilizer control module permits start.
Yes = Immobilizer control module does not permit start.
VIN code learned
Yes = Engine control module (ECM) has learned the VIN-code.
No = Engine control module (ECM) has not learned any VIN-code.
Faulty VIN code
Yes = Different VIN codes in the immobilizer control module and engine control module (ECM).
No = Immobilizer control module and engine control module (ECM) have the same VIN-code.
The parameter is relevant only when the communication between the immobilizer control module and the engine control module (ECM) is functioning.