Electrical Components - Design and Function (544 Body): Overview Volvo S40 II рестайлинг

Scheme 15

A timer control function can be connected to the electrical parking heater which is controlled via the accessory electronic module (AEM).

The system consists of

1. a relay for the electrical parking heater
2. cable harness between the relay and the accessory electronic module (AEM).

The relay is mounted on the engine block heater and controls the electrical parking heater and relay passenger compartment socket.

The relay acts as a switch and is supplied with power and controlled via the wiring from the accessory electronic module (AEM).

The relay is connected to the ground terminal in the engine compartment.

When post-installing the timer start system for the electrical parking heater the vehicle must be configured using new software which is carried out via VIDA (Volvo scan tool).

There are diagnostics for the relay/control signal.

READING OFF CONTROL MODULE IDENTIFICATION

VIDA identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N
5. start address CAN configuration.

The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

ALARM SYSTEM OVERVIEW

Alarm system

Scheme 16

The alarm is an entry protection for the vehicle. The aim is prevent anyone getting into the vehicle or manipulating the vehicle in any way without being detected.

The alarm is available in various configurations

1. Perimeter guard. This configuration includes door open sensors in the lock motors, alarm LED and siren control module (SCM) but no vehicle tilt sensor.
2. Perimeter guard with Mass movement sensor module (MMS) or ultrasonic sensor module (IMS), (Ultrasonic sensor module (IMS) replaces one or two Mass movement sensor modules (MMS) from and including model year 2012 for the for S40. The Mass movement sensor module (MMS) alternatively ultrasonic sensor module (IMS) is used to detect movement inside the vehicle. Siren control module (SCM) without vehicle tilt sensor.
3. Perimeter guard with Mass movement sensor module (MMS) or ultrasonic sensor module (IMS), (Ultrasonic sensor module (IMS) replaces one or two Mass movement sensor modules (MMS) from and including model year 2012). The Siren control module (SCM) with vehicle tilt sensor. The vehicle tilt sensor is used to detect changes in the vehicle's position.

Definitions

1. Deactivated: The alarm is not activated and is not protecting the vehicle
2. Activated: The alarm is protecting the vehicle and will be triggered if there is an input signal from one of the sensors
3. Triggered: An alarm cycle has started. The siren sounds for 25 seconds and the turn signal lamps flash for approximately 5 minutes
4. Reactivated: The alarm has been triggered and an alarm cycle has been completed. If a check of the sensors in the vehicle shows that they are OK the alarm will be reactivated.

VIDA identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

VIDA identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N

The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

The diagnostic tool identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

The control module can be identified by means of reading off a number of codes.

The codes contain the following information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N (part of the software).

Scheme 17

While driving, the brake control module (BCM) (1) registers the acceleration and deceleration of the wheels. The 4 wheel sensors (3) (one on each wheel) provide the brake control module (BCM) with information about the rotation speed of the wheels. The brake control module (BCM) uses this information to calculate the vehicle speed. The control module transmits the signal on the controller area network (CAN) where it can be accessed by other systems.

During braking, the brake control module (BCM) receives a CAN signal from the engine control module (ECM) and stop lamp switch (2) indicating braking. The brake control module (BCM) then goes into standby mode for ABS control. The signal from the stop lamp switch is not required for ABS control, but does give softer control at the beginning of ABS control.

If the brake control module (BCM) detects that there is a risk of wheel lock-up, the ABS hydraulic modulator (4) is affected and the hydraulic pressure for the relevant wheel is adapted so that wheel lock up is avoided.

The pressure in the circuit is controlled so that the maximum possible braking force is transferred to the road surface, which means that the wheel rotates with 12-20% less slippage on the surface.

ABS is first activated when the speed of the car exceeds approximately 7 km/h. This means that at speeds below approximately 7 km/h the wheels can lock up. This has little practical effect on the function of the system or from the driver's point of view.

ABS control can be divided into three stages

1. Open position (Pressure increase) . This is the normal condition during braking. The inlet valve is open and the outlet valve is closed. This permits the brake pressure to pass from the master cylinder to the wheel
2. Pressure maintenance phase . If the brake control module (BCM) detects that one of the wheels is rotating too slowly, the brake control module (BCM) will close the inlet valve. This stops the brake pressure to the wheel from increasing, even if the driver increases the pressure on the brake pedal. If the rotation speed of the wheel continues to fall the control moves into the pressure reduction phase
3. Pressure release phase . The inlet valve remains closed. The brake control module (BCM) opens the outlet valve and starts the pump. This transfers brake fluid from the wheel, reducing the brake pressure. When the rotation speed has increased sufficiently the control module closes the outlet valve, opens the inlet valve and control returns to the open position.

Instructions 1, 2 or 3 are repeated until braking finishes or the ABS system stops.

SYSTEM OVERVIEW

See SYSTEM OVERVIEW

VIDA identifies control modules by reading off a number of codes from the control module memory.

The codes contain information about the control module

1. hardware P/N (control module without software)
2. hardware serial number (control module without software)
3. software P/N
4. diagnostic software P/N.

DESCRIPTION OF PROGRAMMABLE PARAMETERS, CUSTOMER ADAPTATION

There are two ways of carrying out customer adaptation

1. via the infotainment control module (ICM)
2. via VIDA (Volvo scan tool).

The parameters which can be changed are described in the table below.

There are two ways of carrying out customer adaptation

1. via the infotainment control module (ICM)
2. via VIDA (Volvo scan tool).

The parameters which can be changed are described in the table below.

Scheme 18

The lock function that is active when the car is delivered depends on the market. The system can be configured for total unlocking or 2 step unlocking.

Total unlocking means that all side doors are unlocked and that the tailgate/trunk lid can be opened by activating the switch on the handle.

During 2 stage unlocking, only the driver's door is unlocked first. If the remote control button is pressed again within 10 seconds, the other doors are unlocked.

Normally the vehicle is unlocked by activating the unlocking button on the remote control. This also deactivates the alarm if installed. Unlocking the car with the key blade should be seen as a last resort. If the car is unlocked with the key blade, the alarm will be triggered. The alarm can be switched off by inserting the ignition key in the ignition switch.

Scheme 19

If there is a keyless entry system, the keyless vehicle module (KVM) checks the identity of the key during locking and unlocking. After checking the key identity, the keyless vehicle module (KVM) then transmits a command to the central electronic module (CEM) to lock or unlock the central locking. The keyless vehicle module (KVM) uses the antennas in the outer handles on the side doors and in the rear bumper to check the identity of the key.

The key is checked when a handle on the side doors is pulled out or if the switch on the tailgate is activated. The keyless vehicle module (KVM) then activates one or more of the outer antennas to check the identity of the key. If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) which unlocks the vehicle.

The vehicle is locked using the lock buttons on the door handles. During locking, the antenna is also activated to check that there is an authorized key in the vicinity of the vehicle. If the key is approved, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to lock the vehicle.

Scheme 20

If lock units with deadlocking are installed, there is an additional lock motor in each lock unit. The function of this lock motor is to mechanically disengage the inner door handle. Deadlocking is activated automatically 25 seconds after the vehicle was locked. It will not then be possible to open a side door from the inside, even if a window is smashed. This also means that anyone still in the vehicle when it is locked cannot get out. The function can be disengaged using the switch for reduced alarm which is in the front interior lighting panel in the roof.

Scheme 21

The private locking function prevents entry to certain areas and functions in the vehicle. The function is only available on the S40.

The key blade must be taken out of the remote control to activate this function. The function is activated by locking the glove compartment in the normal way using the key blade (turning 0 to 90 degrees) and then continuing to turn (from 90 to 180 degrees). This sets the glove compartment and trunk lid to valet mode and blocks outgoing calls on the phone module (PHM) if installed. A text message in the driver information module (DIM) indicates that the lock is active. The trunk lid cannot now be opened using the remote control or lock switches in the doors. The key blade is kept by the customer and the remote control can be handed to valet parking attendants or workshop staff who need access to the vehicle.

There are two lock cylinders by the lock mechanism for the rear seat backrests to ensure the degree of security required. These lock cylinders can be locked or unlocked using the key blade. There is no electrical indication that these locks are locked. The customer must check this themselves.

This function is deactivated by inserting the key blade in the lock cylinder in the glove compartment and turning it back a quarter of a turn (from 180 to 90 degrees). The trunk lid can then be opened using the remote control or central locking button.

Scheme 22

Child-proof locking involves an additional lock motor in each rear lock unit. The lock motor disengages the inner door handle on each rear door so that the door cannot be opened from the inside. The central electronic module (CEM) also deactivates the rear power window lift mechanisms. This function is activated using a button on the control panel in the driver's door. The control panel is directly connected to the driver door module (DDM). The button has an alternating function which engages or disengages the function every other time the button is pressed. The activation button has a built-in LED to indicate activated function. A message is also shown in the display in the driver information module (DIM).

The central electronic module (CEM) receives information from the rear door control modules that the function is activated. Child-proof locking can be activated or deactivated when the key is in the ignition switch. During deactivation, the inner door handles are re-engaged and the rear power window lift mechanisms are activated. The LED in the switch goes out and the driver information module (DIM) displays a message.

A diagnostic trouble code (DTC) is stored in the central electronic module (CEM) if the indication from the lock motors is incorrect or missing, or if deactivation or activation fails. A message is also shown in the driver information module (DIM).

Scheme 23

The tailgate/trunk lid can be opened in three ways

1. via the switch on the tailgate/trunk lid if the vehicle is unlocked
2. keyless

The lock motor for the tailgate/trunk lid is directly connected to the central electronic module (CEM).

The switch on the tailgate or trunk lid is directly connected to the keyless vehicle module (KVM) and to the central electronic module (CEM).

When the switch is pressed in, the keyless vehicle module (KVM) activates the antenna in the bumper and begins checking for an authorized key using keyless functionality. If an authorized key is found, the keyless vehicle module (KVM) transmits a signal to the central electronic module (CEM) to activate the lock motor in the trunk lid or tailgate. The tailgate/trunk lid is not opened if valet locking is activated.

There is no "unlocked" position for the lock motor for the tailgate/trunk lid. When the motor is activated, it releases the catch in the body and the tailgate/trunk lid can be opened. The tailgate/trunk lid locks when it is closed again. When the tailgate/trunk lid is to be opened, the lock motor is powered for approximately 0.5 seconds or until the central electronic module (CEM) receives a signal from the door open sensor in the lock motor indicating that it is open. If the trunk lid/tailgate is not indicated as open during this time, a diagnostic trouble code (DTC) is stored in the central electronic module (CEM).

The tailgate/trunk lid can be opened by activating the button on the remote control even if the rest of the vehicle is locked.

Scheme 24

The switch for unlocking the fuel tank filler cover is in the light switch module (LSM). The switch and lock motor are directly connected to the central electronic module (CEM). If the switch is affected, the central electronic module (CEM) is grounded and powers the lock motor which begins to function. The lock motor has a spring-loaded piston which returns to its original position after a fully completed cycle. This means that the lock motor only needs to operate in one direction.

If the function for automatic detection of fuel leakage is installed, there may be a delay of up to 1.5 seconds before the filler cover opens. This is so that the fuel tank has time to release the overpressure before the filler cover is opened. This function is only available in USA/CDN.